About a decade into my automotive journalism career, and a bit more than 10 years ago, in 2010, there were a grand total of nine competitors in the compact-to-mid-size pickup truck segment. Jeep’s new…

2021 Jeep Gladiator Rubicon Road and Trail Test

2021 Jeep Gladiator Rubicon
The fabulous looking new Jeep Gladiator is the latest entry into the burgeoning mid-size pickup truck segment.

About a decade into my automotive journalism career, and a bit more than 10 years ago, in 2010, there were a grand total of nine competitors in the compact-to-mid-size pickup truck segment. Jeep’s new Gladiator wasn’t part of the picture back then, but Chrysler Group LLC’s Dodge Dakota was, although due to a misguided DaimlerChrysler redesign that took it from one of the best-looking pickups in the class to one of the least appealing trucks ever, combined with a cheap, plasticky interior, it was struggling near the bottom of its category in sales and was phased out soon after.

Fast-forward to 2021 and there’s just six rivals competing in this category, including one from the newly-minted Dutch-formed Stellantis N.V. that, via its Jeep division, is once again back to making great looking trucks. Without purposely trying to tick off Toyota Tacoma fans, I think the new Gladiator is the most alluring pickup in the mid-size segment, but I can understand why this serious off-roader only finds a narrow niche of hardcore enthusiast buyers.

2021 Jeep Gladiator Rubicon
While it looks like a Wrangler Unlimited from the front to its rear doors, it’s pure pickup truck from that point rearward.

It’s priced much higher than most of its rivals, after all, with a 2021 window sticker starting at $49,315 (plus freight and fees) before growing to $64,405 in top-line High Altitude trim. Incidentally, when configuring the same trim at CarCostCanada, which shows the starting price at $53,315, it comes out to an identical $64,405 when adding the requisite $9,295 CPOS PKG and $1,795 Customer Preferred Package 24N, while combining all of the most expensive options on either configurator will push the fully-loaded price well past $80k.

2021 Jeep Gladiator Rubicon
Pulling memories of the old CJ-8 Scrambler from 1981–1986, the Gladiator utilizes a box and bed that’s completely separate from the interior.

Some of these extras include the $7,395 3.0-litre EcoDiesel V6, or $345 to $445 in exterior paint options, as well as thousands more in additional equipment if you so choose, such as $1,520 for dual tops including a black Sunrider soft top and body-colour Freedom Top 3-piece modular hardtop; $1,450 for an Advanced Safety package featuring Advanced Brake Assist, Forward Collision Warning Plus with Active Braking, and automatic high beams; a $995 Cargo Management Group with a Trail Rail system, including a 240-amp alternator (up front 220 amps), a 400-watt inverter, an 115-volt auxiliary power outlet on the outside, and lockable rear under-seat storage, a $525 Trailer Tow package with a class IV receiver, heavy-duty engine cooling, and trailer hitch zoom for the backup camera, plus more.

2021 Jeep Gladiator Rubicon
The Gladiator’s grille openings are a bit wider than the Wranglers, important for cooling the engine when towing.

My $56,315 Rubicon trimmed tester sits in the middle from a pricing standpoint, and like the High Altitude can be had with the upgraded EcoDiesel, albeit adding this feature automatically ups the ante by $1,795 for an eight-speed TorqueFlite automatic transmission that comes standard with the top-tier Gladiator. It’s the same price if replacing the standard six-speed manual attached to the as-tested gasoline-fed base 3.6-litre V6, while Jeep will also be happy to provide you with $995 worth of 17-inch polished black alloys, plus $295 for a set of 285/70 BSW M/T tires (although the standard All-Terrains should be just fine for most), not to mention $1,495 for Black or Dark Saddle/Black leather seat upholstery (with unique Rubicon and Utility Grid designs), etcetera.

2021 Jeep Gladiator Rubicon
The Gladiator (and Wrangler) might look like a classic truck, but its LED headlamps a good sign that it’s completely up-to-date.

Of course, this premium price level puts the Gladiator out of reach for many pickup buyers, which up until recently (2019) could purchase a Nissan Frontier for just $24,598 (it’s no longer available in its current form, nor as a redesigned 2022 model, at least not yet) and only reached $39,498 in its priciest trim (before additional options), while the Chevrolet Colorado’s 2022 model-year pricing ranges from $27,948 to $48,348 before options, the 2022 GMC Canyon’s from $28,648 to $49,748, the 2021 Toyota Tacoma’s from $38,350 to $52,490, and finally the 2022 Honda Ridgeline’s from $45,535 to $54,235, which is probably a good reason why this unibody truck’s sales are at the lower end of the spectrum too.

2021 Jeep Gladiator Rubicon
Rubicon trim includes these all-terrain tires, as well as other 4×4-specific features to make it more capable off-road.

There’s still no sign of a forthcoming Dakota (or 1000) from Dodge, er, Ram (the latter thanks to a separate Ram Truck Division spin-off in 2010), so the glory days of Chrysler group (or Ram) selling 12,000-plus units per year in this class, like the Dakota did in 2004, might be some ways off. As it is, Ram’s most affordable 1500 Classic starts at just over $37k in base Regular Cab two-door, 4×2 Tradesman trim (plus you can get more than $10,000 off of that price in discounts at the time of writing), which is about the same as a base Tacoma, and while it’s filling the same void Ford tried to with its F-150 and GM temporarily did with its Chevy Silverado and GMC Sierra, both rivals came scurrying back to the smaller, more affordable mid-size truck market so as not to lose out. Ford is even re-entering a re-emerging compact truck segment, it’s new Maverick soon going up against Hyundai’s Santa Cruz, so time will tell whether competitive brands take the bait, as clearly one size does not fit all.

2021 Jeep Gladiator Rubicon
Unlike every other pickup truck available (other than the rare, used ’89–91 Dodge Dakota Sport Convertible, you can completely take the Gladiator’s roof off, or alternatively remove individual panels.

Back to sales, the Tacoma reigned supreme at the top of this segment with a grand total of 16,946 deliveries in 2020, which despite all the hardship last year was its best year ever. The combination of General Motors trucks came second with an 11,678-unit tally, the Colorado earning 6,648 new buyers and the Canyon totalng 5,030, although the Ranger is really the second-place brand at 10,840 units. The Gladiator’s respectable 4,481 sales total puts it fifth on the 2020 calendar year list, just ahead of the Ridgeline’s 3,369 deliveries, leaving the market dregs to the outgoing Frontier that only managed 1,355 sales.

2021 Jeep Gladiator Rubicon
Our tester included an optional folding and/or removable cargo cover.

While last place is never good, at least Nissan had some mid-size pickup sales in 2020. As of Q2 this year, the Frontier found zero buyers, or more likely the Japanese brand’s dealers managed to sell the last remaining examples before the new year started. The new 2022 model should remedy this problem quickly when it arrives later this year, but it will nevertheless be attempting to win back once-loyal fans that have long given up on the brand due to the previous Frontier’s seemingly never-ending lifecycle.

At least the Tacoma looks to be on track with 7,349 deliveries over the first two quarters of 2021, while the two GM trucks are doing fairly well too, resulting in 6,239 sales over the same half-year period (split up into 3,295 for the Chevy Colorado and 2,944 for the GMC Canyon). As for Jeep, it sent a reasonable 2,075 Gladiators down Canadian roads (and trails) during Q1 and Q2 of this year, while the almost as pricey Ridgeline only managed 1,582 deliveries during the same six months, despite what appears to be shaping up to be a very strong year in the Canadian mid-size pickup truck sector, shown by 23,467 total sales so far (excluding any Q3 figures).

2021 Jeep Gladiator Rubicon
Here’s a better look at that retractable cargo cover rolled up.

It’ll need to be strong to surpass last year, however. The mid-size pickup segment sold a total of 48,669 units throughout 2020, which was not only surprising considering the tumultuous year we all experienced, but also when factoring in that the last time we saw numbers this high was back in the late aughts and early teens when Ford was blasting $15-20k-something Rangers out into the market by the bucketful (the retail on a base Ranger was $13,999 back in 2011, plus they offered zero-percent financing), and we had so many other players trying to keep up, Mazda even selling its B-Series variant, and Suzuki trying to purvey an equatorial version of GM’s trucks (I actually went to the U.S.-only launch of the 2006–2009 Mitsubishi Raider too, a Dakota based truck that never made sense to bring here… or there for that matter, evidenced by its scant four-year run).

2021 Jeep Gladiator Rubicon
The Gladiator’s five-foot box is a perfect fit for campers, ATVs and other types of outdoor gear.

The Gladiator is all Jeep, however, and not just in name, which in fact came from the 1962-1971 Gladiator that was made famous (to us older folks) in the TV series Daktari. Even more so than that original Gladiator, and therefore more similar to the 1986–1992 Comanche that was obviously derived from the 1984-1990 Cherokee, few will make the mistake of judging Jeep’s latest truck for evolving from anything other than a JL-series Wrangler. It’s an assumption that’s true of its powertrains, drivetrains, chassis and most everything else, despite plenty of body panels that differ.

2021 Jeep Gladiator Rubicon
The Gladiator’s taillights pay tribute to the rectangular assemblies found on early CJ-4-to-present Wranglers, not to mention Scramblers.

Obviously, the box is unique, and suits the classic Jeep’s look perfectly, but some might not notice that the brand widened the front grille slats to better cool the engine when towing, the mid-size pickup capable of 3,469 kilos (7,650 lbs) on the hitch and 771 kg (1,700 lbs) on the bed, compared to the Wrangler Unlimited’s max trailer weight of 1,587 kg (3,500 lbs) and total payload of 453 kg (1,000 lbs). Throw a short-bed truck camper on the back of that, or even better, a carbon-fibre C-Class RV-style setup from GEO-Cab or EarthRoamer, not to mention a specially equipped off-road trailer from any number of suppliers, and the Gladiator will happily take you to your new home-away-from-home off the grid.

2021 Jeep Gladiator Rubicon
It just wouldn’t be an off-road-ready Jeep without tow hooks.

Any of the Gladiator’s trims would do well for such purposes, as all are capable of getting you and your family just about anywhere. Of course, the aforementioned top trims, which also include the Mojave, are most suitable, my Rubicon-equipped version ideal for tackling all types of wilderness treks thanks to front- and rear-axle electric lockers (the wide heavy-duty axle up front from Dana) and an electronic disconnecting front sway-bar, not to mention Jeep’s Command-Trac part-time, shift-on-the-fly 4×4 system, a 43.4-degree approach angle, 20.3-degree breakover angle, and 26-degree departure angle, the only one (that I could find specs for) mostly better being the Mojave that’s good for 44.7, 20.9, and 25.5 degrees respectively.

2021 Jeep Gladiator Rubicon
The Gladiator Rubicon doesn’t mess around when off-road… or maybe it does?

Both Gladiator trims compare well against the four-door Wrangler Unlimited Rubicon, by the way, with the latter achieving a slightly better 43.9-degree approach angle and 22.6-degree breakover angle, but then again, the SUV’s 37-degree departure angle is massively better, while the two-door Wrangler Rubicon manages a 44-degree approach angle, 27.8-degree breakover angle, and (once again) a 37-degree departure angle.

Of course, I went mud wrestling to find out how the Gladiator performed in its element first-hand, and it was easily up to the task in a local 4×4 hotspot (that’s sadly been closed off since). Of all the 4×4 pickups I’ve taken through this course, the Gladiator Rubicon was at least on par with Chevy’s Colorado ZR2 and felt easier to negotiate through the rougher sections than every stock Tacoma, while it’s much more capable than all others listed above. It climbed up and crawled down steep rock-strewn embankments without breaking a sweat, managed deep sand without a moment’s notice, and casually waded through deep puddles that actually came up over the hood (just like the ZR2), as if it was on a lazy Sunday stroll, finding grip everywhere, while the suspension actually remained comfortable.

2021 Jeep Gladiator Rubicon
There’s little you can throw at this truck that it can’t overcome.

An available front camera system, dubbed TrailCam, allows visibility of obstacles in front and to the sides when off the beaten path, plus Jeep also provides an “Off-Road Pages” section within the Apps menu of the Gladiator’s Uconnect infotainment system that monitors vehicle status, such as ride height, pitch and roll (if equipped), transfer case settings, and the Selec-Terrain traction management mode. Both are really useful features, and wholly unique to Jeep.

2021 Jeep Gladiator Rubicon
Despite its impressive capability, the Gladiator Rubicon never beats up its occupants, just the ground below.

The Gladiator’s 3,487-mm (137.3-in) wheelbase, which is 479 mm (18.8 in) longer than the Wrangler Unlimited’s and spans 1,027 additional mm (40.4 in) over the base Wrangler, didn’t pose a problem, at least where I was travelling, but probably would around some of the rock abutments I experienced when coaxing a Wrangler Unlimited down the Rubicon Trail, or winding that longer SUV through some of the massively treed forests I’ve negotiated locally on the West Coast, these even making the Unlimited more challenging to operate than the regular-wheelbase Wrangler. Still, as far as pickup trucks with useful beds go, the Gladiator is absolutely brilliant off-road.

2021 Jeep Gladiator Rubicon
The Gladiator Rubicon might be all might and muscle on the outside, but inside it’s surprisingly refined.

Stuffed under its classic latched hood, Chryco’s 3.6-litre Pentastar V6 is plenty potent for everything I asked it to do, thanks to 285 horsepower and 260 lb-ft of torque, but I’d sooner have the 3.0-litre EcoDiesel V6 for the sake of four-wheel twist, fuel economy, and therefore, the ability to go further into the bush without worrying about bringing along as many extra Gerry cans of fuel. Still, that decision might only make sense to diehard off-roaders, because the chance of paying off more than $7k worth of engine upgrades for savings of about 10 cents per litre at the pump and maybe 10 percent more range, will take many years of ownership and an odometer spinning well into six figures.

2021 Jeep Gladiator Rubicon
The cabin features exposed exterior paint like its forebears, although the red on the dash is a metallic-finished composite.

I’ve tested the diesel in an absolutely wonderful near-full-load Wrangler Unlimited Sahara that I’ll be reviewing soon, and I must say I was impressed with its similar thrust of 260 horsepower, and much stronger 442 lb-ft of torque. The Gladiator is not available with the Wrangler’s base 2.0-litre turbo-four, however, which might make a suitable companion for those not needing to haul heavy loads, and could potentially get the price down to commoner levels. The engine makes more torque than the base V6 at 295 lb-ft, while its power is a bit stronger than the diesel at 270, but Jeep obviously felt the four-banger’s expected take-rate wouldn’t make for a good business case, so the Gladiator’s fuel economy option can’t truly be considered an economical choice from a financial perspective.

2021 Jeep Gladiator Rubicon
We’re glad Jeep stayed with analogue gauges, because the Gladiator’s high-def 7.0-inch colour MID leaves little to be desired.

Jeep appears to be preparing a plug-in hybrid alternative for Gladiator’s engine bay, however, based on the Wrangler Unlimited’s new 4xe model, which will also make a difference at the pump thanks to an estimated 4.8 Le/100km combined city/highway in the SUV. That model represents a $6,900 bump over the equivalently-equipped V6-powered Wrangler Unlimited Sahara, mind you, which probably makes it a better long-term financial bet when compared to the diesel variant, if most of your driving occurs over short distances. This said, its non-electrified fuel economy, which is how you’d be driving it on a road trip due to full-EV range that’s merely 40 km, is 11.7 L/100km combined, which is only slightly better than the regular Wrangler Unlimited Sahara’s 12.2 L/100km combined rating.

2021 Jeep Gladiator Rubicon
That’s one sophisticated looking centre stack. Fortunately it’s easy to figure out.

While we’re on the theme of fuel economy, the Gladiator’s base V6 is rated at 14.3 L/100km in the city, 10.4 on the highway and 12.6 combined when hooked up to its six-speed manual, or 13.7 city, 10.7 highway and 12.3 combined with its eight-speed automatic, while the diesel is good for a claimed 10.8 L/100 city, 8.5 highway and 9.8 combined.

The Gladiator’s smooth off-road suspension translates into decent on-pavement comfort too, at least for this class, but while its longer wheelbase means that it tracks better than a Wrangler on the highway, it needs more small steering adjustments than one of its less 4×4-oriented competitors when doing so. I suppose this is a small price to pay for its amazing off-road capability. Still, I found it enjoyable and relaxing at freeway speeds, stable and safe feeling through tighter curves, plus it’s a good size for city traffic.

2021 Jeep Gladiator Rubicon
The Rubicon’s 7.0-inch centre touchscreen isn’t the market’s largest, but it’s an excellent system nonetheless.

Its cabin is an enjoyable place to while away the time as well, especially if you already like the Wrangler’s classic, retrospective take on interior design. It features body-colour surfaces in key areas, such as the inside door surrounds and above the head as part of the roll bar structure, while my Rubicon’s dash facing was covered in a metallic red composite, also used for the differential bias switch. Matching red stitching can be found throughout the cabin for a sporty look, the front seats even getting embroidered “RUBICON” branding on their backrests, albeit black was my tester’s dominant shade, with both rows covered in optional leather as noted earlier (base Rubicons receive premium cloth).

2021 Jeep Gladiator Rubicon
That’s a USB-C charger/connector, showing just how up-to-date the Gladiator is.

The Gladiator features all the same improvements in materials quality and design as the current Wrangler, which was last fully updated in 2018. This means my tester boasted a stitched leatherette dash-top, soft-touch, padded door uppers that continue right down to the tops of the even plusher armrests in one single piece, plus a comfortable centre armrest in leather.

All of the Gladiator’s switchgear is excellent, much of it rubberized with nice big, notchy rims that could easily be used with winter gloves, while Jeep even includes a flip-up lid on the centre stack exposing an auxiliary plug, a USB-A charging/connectivity port, as well as a more up-to-date USB-C port. The front seats and steering wheel rim are three-way heatable, to therapeutic levels no less, plus a large interface for the dual-zone automatic climate control system makes maintaining chosen temperatures easy.

2021 Jeep Gladiator Rubicon
The 8-speed automatic is superb, and secondary shifter for the 4×4 system easy to operate.

In-car electronics include a 7.0-inch infotainment touchscreen between the two middle vents on the top of the centre stack, and while it’s slightly smaller than average (you’ll need to move up to top-line High Altitude trim to get the 8.4-inch display) the fully-featured Uconnect system comes with most everything an owner could want. Along with the aforementioned Off-Road Pages, my Rubicon’s featured an accurate, easy to use navigation system, fully redundant climate controls that provide nice, big pictographs for selecting ventilation preferences and even let you set the heatable steering wheel and seat warmers, while the audio page includes the usual AM/FM radio selections, plus satellite radio and Bluetooth streaming, all played through an eight-speaker stereo with good sound. You can adjust the backup and forward camera angles from the centre display too, plus the mirror dimmer, which is connected to one of the industry’s new higher-end classic-style frameless mirrors that runs flush to the edges.

2021 Jeep Gladiator Rubicon
The driver’s seat isn’t powered, but it’s comfortable, supportive, and provides a good seating position.

Ahead of the driver is a clean, nicely organized primary instrument cluster with analogue gauges to each side of a large 7.0-inch, customizable, full-colour multi-information display, this doubling for the temperature and fuel gauges as well. It’s as close as it gets to a fully digital gauge cluster while remaining mostly analogue, something I don’t think the Gladiator (or Wrangler) needs, nor many of the two models’ fans probably want.

I have to say the driver’s seat was comfortable, necessary for a vehicle that will more than likely be used for overcoming big, bumpy obstacles, but adjustment is purely manual. Again, this wasn’t an issue for me, and makes sense for this type of truck, with even the loftily priced High Altitude receiving the same six-way manually adjustable driver’s seat (featuring seat height) with two-way manual lumbar support, plus just four-way adjustability for the front passenger.

2021 Jeep Gladiator Rubicon
The rear seating area is roomy, plus the seats should be comfortable enough for most.

The rear seats are well designed for good comfort and support too, even for the lower back, plus plenty of leg, foot, elbow, shoulder, and headroom comes standard. A large, wide centre armrest can be folded down in the middle, incorporating the usual dual cupholders, although the bigger bottle holders on the backside of the front console do an even better job of holding drinks. Just above these is a three-prong household-style 115-volt power source, plus overtop this is a compact interface housing two USB-A and two USB-C charging ports. The side window switches hover just above, while two big air vents keep rear passengers warm or cool depending on the season. Additionally, an intricate pattern of webbing can be found on the backside of each front seat.

2021 Jeep Gladiator Rubicon
The 60/40 split-folding rear seatbacks drop forward for placing cargo on top.

The rear seats fold down to make a large, wide carpeted cargo shelf, and also flip upwards for taller items, the latter position revealing a handy storage box system with integrated dividers underneath.

Speaking of boxes, my tester had a covered bed, but it was easy to unlatch and roll forward out of the way. The inner tailgate, sidewalls and floor were nicely finished with a spray-in liner, which looked durable and therefore capable of lasting the test of time. The tailgate folds down easily, by the way, while I found the bed wasn’t too difficult to jump onto thanks to exposed bumpers with grippy surfaces. Of course, corner steps like those found on GM’s trucks would’ve been even more helpful, but that has more to do with my aging body than anything you may need to worry about (for now).

2021 Jeep Gladiator Rubicon
Lift the rear seat cushions up, and there’s now room for taller cargo.

As for problem areas, the proximity-sensing locks were a bit frustrating, and this wasn’t the first time I’ve had similar challenges with Chrysler group vehicles. It simply wouldn’t lock with the exterior door handle button every time I tried, and therefore needed multiple pressings before locking. I’m guessing this isn’t a common issue with others, or the Gladiator wouldn’t be getting such major praise from owners in J.D. Power’s most recent 2021 Initial Quality Study (IQS), which ranked it number one in their “Midsize Pickup” category. The entire Jeep division managed to finish seventh amongst mainstream volume brands in that study too, which is a significant improvement over previous years, but get this, the Ram truck brand was number one overall, while Dodge was second. The folks at Auburn Hills (and Windsor) have obviously been working hard to address past problems, so kudos to them for this impressive result.

2021 Jeep Gladiator Rubicon
Jeep provides handy divided storage boxes below the rear seats.

There’s so much more I could say about the Gladiator, but I’ve got to leave something for you to discover. It really is an impressive mid-size pickup truck, and like all Jeeps, a very capable 4×4, plus it’s hardly short on style, features and refinement, from the outside in. As noted earlier, it won’t be as easy on your pocketbook as some of its rivals, both initially at purchase and at the pump, but this should pay off when it comes time to sell, or at least that’s the case with the Wrangler that currently sits on top of its “Compact SUV” category in the latest Canadian Black Book 2020 Best Retained Value Awards, as well as the Vincentric Best Value in Canada Awards for 2021.

2021 Jeep Gladiator Rubicon
The V6 is a good match for this truck, but we’d prefer the diesel.

As far as getting a deal goes, CarCostCanada is reporting up to $2,684 in additional incentives on new 2021 Gladiator models, while their average member savings were $2,000 at the time of writing. That’s the most aggressive incentives program available to mid-size truck buyers right now, so well worth checking out. Be sure to learn exactly how CarCostCanada’s affordable membership works as well, including how dealer invoice pricing can help you save thousands when purchasing any new vehicle, plus remember to download their free app from the Google Play Store or Apple Store, so you can have all of their valuable information with you exactly when you need it.

Review and photos by Trevor Hofmann

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect…

2019 Mazda CX-5 Signature Diesel Road Test

2019 Mazda CX-5 Signature Diesel
Did you know Mazda was offering a twin-turbo diesel-powered CX-5 last year? Some were still available at the time of writing.

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect match your idealistic imagination conjured them up to be. As we age, most of us become a little more cautious in our approach to everything, including our next best ride.

Enter the Mazda CX-5 Signature Diesel or SkyActiv-D, a compact crossover SUV that most buyers in this class never realized was even on the radar, let alone available for the 2019 model year. Amongst the auto industry media, Mazda’s upcoming turbo-diesel was a highly anticipated new powertrain in a model that’s long earned high marks, but it took longer to arrive than expected and only lasted one single model year, a shocker that’s caused some disappointment within a small following of diesel engine fans, and as I just noted, not even a whimper from most Mazda buyers.

2019 Mazda CX-5 Signature Diesel
It’s just as attractive and beautifully finished inside as the regular CX-5 thanks to top-tier Signature trim, but Mazda’s SkyActiv-D engine is more fuel efficient.

Of course, the latter group matters much more in the grand scheme of things than a tiny handful of oil-burner zealots and enthusiastic auto journalists, and to be fair to Mazda that’s now looking as if it made a major product planning error, Volkswagen’s Diesel-gate fiasco wasn’t a thing when the 100-year-old independent Japanese brand first decided to bring its SkyActiv-D to market (yes, Mazda is 17 years older than VW). As it is, the very fact the new turbo-diesel engine met Canadian regulations for the 2019 model year shows that it was cleaner than anything offered by the Germans, all of which dropped their diesel powerplants soon after the Diesel-gate scandal.

I’m speaking in past-tense because this review is coming out after the fact, although being that 2020 is one of the most unusual years we’ve ever experienced in the car industry, or any other sector for that matter, I was still able to find some of these unique 2019 CX-5s available to purchase new when perusing online.

2019 Mazda CX-5 Signature Diesel
The CX-5 Signature Diesel’s stylish design with narrow LED headlamps, tiny fog lights and attractive 19-inch alloys, truly makes a visual statement.

In this review I’m going to cover the 2019 model shown, as well as the 2020, particularly the changes moving up to the latest model year, being that there are many more 2020s available to purchase than 2019s, with or without the SkyActiv-D powertrain with respect to the latter. If you can find a 2019 model that suits your needs, you’ll be able to benefit from up to $2,500 in additional incentives, while 2020 models are only being offered with incentives up to $1,000, as per CarCostCanada’s comprehensive 2019 Mazda CX-5 Canada Prices page and 2020 Mazda CX-5 Canada Prices page. CarCostCanada’s very affordable membership provides plenty, by the way, including manufacturer rebate information, details about any available manufacturer financing and leasing deals, dealer invoice pricing info that could save you thousands, and more.

2019 Mazda CX-5 Signature Diesel
The CX-5’s distinctive LED taillights are similar to its LED headlight design.

A quick look at the just-noted 2019 Mazda CX-5 Canada Prices page will immediately show the 2.2-litre twin-turbo-diesel only being available in top-line Signature trim at a price of $45,950 plus freight and fees. Signature trim is a new for 2019 premium brand-like level that’s never previously been offered to CX-5 clientele. Other CX-5 trims include the base GX that starts at $27,850 with front-wheel drive or $29,850 with all-wheel drive, the mid-grade GS at $30,750 with FWD or $32,750 with AWD, and the previous top-line GT that starts at $37,450 and tops out at $39,450 with its 2.5-litre turbocharged gasoline with engine upgrade. GT and Signature trims include Mazda’s i-Activ all-wheel drive (AWD) as standard equipment.

2019 Mazda CX-5 Signature Diesel
The CX-5 Signature is a step above all mainstream branded competitors when it comes to luxury, thanks to soft Nappa leather and real hardwood trim.

The CX-5 Signature, available with the just-noted 2.5-litre turbo gas engine for $40,950 and the aforementioned diesel, builds on the already impressive CX-5 GT with features like LED cabin lighting, a 7.0-inch digital instrument cluster, a slick looking frameless rearview mirror, genuine Abachi hardwood inlays on the dash and door panels (yes, real wood, folks), plus dark chocolate brown Cocoa Nappa leather upholstery and trim, while items pulled up from the GT include front and rear signature lighting, adaptive headlamps, LED fog lights, power-folding side mirrors, proximity-sensing keyless entry, traffic sign recognition, dual-zone automatic climate control, navigation, a 10-speaker audio system including satellite radio, a garage door opener, leather upholstery, a 10-way power-adjustable driver’s seat and a six-way powered front passenger’s seat, plus more.

2019 Mazda CX-5 Signature Diesel
Soft-touch surfaces abound, as do beautifully finished metal accents.

Details like fabric-wrapped A pillars and luxuriously padded interior surfaces including the dash top, upper and lower instrument panel, lower console side edges, door uppers front to back and armrests side to centre go further to make the CX-5 a near-luxury experience, while Mazda also adds a tasteful assortment of anodized aluminum accents throughout the compact SUV’s cabin, with some of the brushed metal switchgear receiving rich knurled metal edging for an extremely upscale appearance. It’s pretty fancy stuff from a mainstream volume-brand, leaving some in the industry to wonder (including yours truly) whether or not Mazda is making a long play for luxury brand status.

2019 Mazda CX-5 Signature Diesel
The CX-5’s centre dial is purely digital, despite looking as if it’s merely another analogue instrument.

The diesel option fits the premium sector well too, being this engine type has mostly been sold through luxury brands (Volkswagen aside) such as Mercedes-Benz, Audi, BMW and the like, with Jaguar offering a bevy of diesel-powered models up until last year (so there are probably plenty of these around if you’re interested too) and Land Rover having only dropped the oil-burner in its Velar, yet not offering diesel-power in the one vehicle 4×4 enthusiasts would most likely want it in, the all-new 2021 Defender.

Back to Mazda’s diesel, it makes a rather meagre 168 horsepower yet a very healthy 290 lb-ft of torque; the low horsepower, high torque ratio normal for diesel powertrains. This said the same CX-5 Signature’s base gasoline-fed powerplant is good for 227 horsepower and 310 lb-ft of torque (take note, this engine has just been announced for the AWD Mazda3, and should be a real screamer in such a lightweight car), as long as you fill it with 93 octane premium fuel. If you don’t, and I can’t see most owners throwing that much cash into the ether, it puts out a commendable 250 horsepower and the same 310 lb-ft of torque, while the 2020 model gains an additional 10 lb-ft of torque to 320 lb-ft when fuelled with high-octane gas.

2019 Mazda CX-5 Signature Diesel
The centre display can be modulated via a dial and set of buttons on the lower centre console, just like with premium brands.

Drive both CX-5 powertrains back-to-back, as I’m sure many would-be CX-5 Diesel buyers would have done, and the benefits of the gasoline-powered version are immediately clear, at least from a performance perspective. Of course, opting for the diesel is more about fuel economy, and to that end it’s thriftier than its gasoline-powered counterpart, but probably not enough to cause a large volume of CX-5 buyers to choose it over the more conventional powertrain. The diesel’s claimed 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy is certainly better than the gasoline engine’s 10.8 city, 8.7 highway and 9.8 combined rating, but the extra $5,000 needed to upgrade makes any savings less reasonable.

2019 Mazda CX-5 Signature Diesel
An attractive dual-zone automatic climate control system is easy to use.

Something else to consider is the nicely equipped CX-5 GT mentioned earlier, which for $37,450 offers a lot of luxury along with an even thriftier 2.0-litre SkyActiv-G four-cylinder good for 187 horsepower and 186 lb-ft of torque, plus a claimed fuel economy rating of 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with front wheel drive gets 9.3, 7.6 and 8.5 respectively.

Last year I reviewed a GT with its base engine and was very pleased with its fuel economy, performance and level of luxury after my usual weeklong test, but this said I more recently spent three months with a 2020 CX-5 Signature 2.5-litre SkyActiv-G turbo and was even more enamoured, particularly with its performance and premium fittings. I’ll be sure to review it in full detail soon, although for the sake of this review I’ll only say that Mazda made the right choice in keeping its top-line gasoline engine over its even more exclusive diesel.

2019 Mazda CX-5 Signature Diesel
Knurled metal edging makes many of the CX-5 Signature’s controls look and feel very upscale.

Don’t get me wrong as the two models’ fuel economy disparity was even more pronounced during real life duty than on National Resources Canada’s downloadable Fuel Consumption Ratings spreadsheet. This was made even more obvious thanks to diesel fuel pump prices that are normally much lower than regular gasoline (let alone premium), but the biggest reason for the two models’ fuel economy disparity came down to the sportier 2.5-litre turbo-gasoline engine making the paddle-shift actuated 2020 CX-5 Signature way too much fun to merely coast along in comfortable bliss. With the knurled-metal, console-mounted rocker switch pulled rearward for Sport mode, the most potent CX-5 is a rarified dynamo amongst mostly dawdling compact crossover competitors, while the turbo-diesel version is much more sedate after its initial launch from standstill.

2019 Mazda CX-5 Signature Diesel
The CX-5 Signature’s Nappa leather covered driver’s seat is very comfortable and supportive.

Yes, the diesel-powered CX-5 provides a lot of twist from lower speeds, and I certainly never had any problem passing slower moving traffic on the highway. It just doesn’t provide the level of sporty performance as the conventionally-fuelled turbo-four, and due to the subtle yet still evident rat-a-tat-tat sound emanating from ahead of the engine firewall, it makes the CX-5 sound a bit more truck-like than the gasoline version. This will either be good or not so good depending on your preferences. I happen to like the sound of a diesel engine, so it was kind of comforting, while its standard 19-inch Gunmetal grey Signature wheels and equally large tires provided plenty of pavement adhesion when hustling it through corners.

2019 Mazda CX-5 Signature Diesel
The rear seats are comfortable and the surrounding area spacious.

Unlike the gasoline-powered Signature, the diesel doesn’t provide steering wheel paddles, so its six-speed automatic transmission isn’t quite as engaging as the gearbox I more recently tested. Yes, you heard me right, like Hyundai’s Tucson and Kia’s Sportage, the CX-5 uses a conventional six-speed automatic instead of a continuously variable transmission (CVT), which has become more commonplace in this small SUV market segment, while more complex eight-speed autoboxes are now incorporated into VW’s Tiguan and Ford’s latest Escape, and even fancier nine-speed automatics can be found in the Chevrolet Equinox, GMC Terrain and Jeep Cherokee. More gears can add problems, however, with most of the eight- and nine-speed automatics just noted commonly cited for reliability issues, making Mazda’s well-proven six-speed SkyActiv-Drive transmission a good choice for those wanting something they can rely on.

2019 Mazda CX-5 Signature Diesel
Loads of cargo space make the CX-5 a winner in its compact SUV class, but its 40/20/40-split rear seatbacks, featuring a full pass-through down the middle, are amongst the segment’s most useful.

Along with commendable handling, all second-generation CX-5 models I’ve driven so far have provided a comfortable ride, albeit firmer in the more performance-oriented Germanic sense than most competitors. This said, the SUV’s fully independent suspension was never harsh in any way, but instead felt wholly confidence-inspiring when pushed hard through circuitous two-lane roadways, and wonderfully controllable at higher speeds on the freeway. This is a crossover SUV I was able to spend many hours in at a time without discomfort, while its roominess from front to rear is very generous and therefore competitive with compact SUV challengers.

2019 Mazda CX-5 Signature Diesel
Say hello and goodbye to Mazda’s SkyActiv-D twin-turbo diesel engine, which provided good fuel economy in real world conditions.

Feel free to check out my 2019 Mazda CX-5 GT AWD Road Test for even more detail, particularly about its best-in-class 40/20/40 split-folding rear seatbacks with convenient cargo sidewall-mounted release levers, cargo measurements and more, and remember to download the free CarCostCanada app to your smartphone from the Apple Store or Google Play Store so you can get the best deal possible on this impressive compact SUV.

I won’t try to claim that I know which engine will best suit your needs, because those who already like diesels will love the short-lived SkyActiv-D, and performance fans will no doubt want the much quicker SkyActiv-G turbo, while some will prefer to save as much as possible by purchasing a more affordable trim and therefore be happy with the naturally aspirated SkyActiv-G powerplant, as I was. Either way Mazda has you covered, at least for a little while longer, unless you’re looking for a hybrid. If that’s the case, you may want to wait for Mazda’s sporty looking electric crossover just unveiled at the Tokyo auto show.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

A diesel in a compact crossover SUV? Now that’s marching to a different drummer.  In fact, that distinctively domestic rat-a-tat-tat is the staccato snare of General Motors following through on promises…

2019 Chevrolet Equinox AWD Premier Road Test

2019 Chevrolet Equinox AWD Premier
Chevy redesigned its popular Equinox for 2018, but nevertheless made plenty of positive change this year. (Photo: Karen Tuggay)

A diesel in a compact crossover SUV? Now that’s marching to a different drummer. 

In fact, that distinctively domestic rat-a-tat-tat is the staccato snare of General Motors following through on promises made by Asian competitors Hyundai and Mazda. The Korean and Japanese brands were supposed to arrive with diesel-powered variants of their Santa Fe and CX-5 crossover SUVs this 2019 model year, but so far there’s no sign of this ultra-efficient engine option on their retail websites, yet GM showed up in late 2017 with a turbo-diesel option as part of a three-engine lineup for its then redesigned 2018 Chevrolet Equinox and GMC Terrain compact SUVs, a welcome first in this category, that is if we were to forget about the short-lived 2005-2006 Jeep Liberty Diesel. Let’s just say it’s a welcome first amongst compact crossovers, these more car-like GM models hardly as off-road capable as the boxy little Jeep was, that long-gone model since replaced by the Cherokee that remains a capable 4×4 less a diesel option. 

2019 Chevrolet Equinox AWD Premier
The handsome looking Equinox should appeal to everyone in the family. (Photo: Karen Tuggay)

I drove a 1.5-litre turbo-four gasoline-powered Equinox Premium model first (the white SUV in the photos), and have since spent a week with the same trim and its 1.6-litre turbo-diesel powerplant (the blue version). As much as I’d certainly enjoy the experience, I’ve yet to test out the most powerful top-line 2.0-litre turbo-four. 

The base engine might seem a bit underwhelming on paper with just 170 horsepower and 203 lb-ft of torque on tap, particularly for those wanting or requiring quick shots of energy on command, but I found it more than sufficient for this relatively lightweight crossover SUV, and it’s very easy on the budget with a claimed five-cycle Transport Canada fuel economy rating of 9.2 L/100km in the city, 7.3 on the highway and 8.3 combined in FWD, or 9.3, 7.8 and 8.6 respectively with AWD. 

2019 Chevrolet Equinox AWD Premier
Or maybe you’d rather have your Equinox in white with a different powertrain behind that bisected grille? (Photo: Karen Tuggay)

The 2.0-litre four that comes standard with AWD is good considering its 252 horsepower and 260 lb-ft of torque, which vaults the Equinox up into luxury compact SUV territory, yet despite an impressive nine-speed automatic, which is three forward gears more than the two lesser engine’s six-speed autoboxes, it manages just 10.9 L/100km city, 8.3 highway and 9.7 combined. 

Both transmissions come standard with automatic stop/start, by the way, which automatically shuts off the engine when the Equinox comes to a stop and then instantly restarts it when lifting off the brake in order to reduce emissions and running costs. 

2019 Chevrolet Equinox AWD Premier
Lighter colours show off its unique floating rear roofline. (Photo: Karen Tuggay)

To be fair, this is quite good when compared to similarly powerful competitors, but both gasoline-powered models pale in comparison to the “conventionally” powered crossover SUV category’s fuel economy champ, the Equinox Diesel that’s rated at an extremely thrifty 8.5 L/100km in the city, 6.0 on the highway (6.1 with AWD) and 7.4 combined, unless compared to the new Toyota RAV4 Hybrid that solidly beats Chevy’s oil burner at 5.8 city, 6.3 highway and 6.0 combined, while its $32,090 base price is a surprising thousand and change less expensive than the cheapest Equinox LT FWD model, an SUV that starts at $33,100. It’s a significant $6,400 more than the $26,700 base Equinox LS too, and $5,300 less than the $38,400 Equinox AWD Premier Diesel being reviewed here. AWD, incidentally, adds $2,400 to the base LS, while the Equinox AWD 2.0 Premier starts at $37,900. 

2019 Chevrolet Equinox AWD Premier
The Premier gets sporty design details, while these 19-inch alloys are optional. (Photo: Karen Tuggay)

All noted prices are not including freight and fees, but these details as well as additional pricing for trims, packages and individual options can be found at CarCostCanada, where you can also source the latest manufacturer rebates (especially important during year-end clear-outs) and dealer invoice pricing that could save you thousands. 

Savings in mind, the Mitsubishi Outlander PHEV is by far the compact SUV class’ efficiency leader, albeit at $43,498 before government rebates it’s a helluvalot pricier too, leaving the two GM diesels as the most efficient non-electrified crossovers in the compact category. Even the 2.0-litre turbo beats the few similarly powerful crossovers in the class, so kudos to GM for offering such a wide variety of engine and transmission alternatives, plus making them all achieve better than average fuel economy. 

2019 Chevrolet Equinox AWD Premier
LED headlamps are worth the upgrade. (Photo: Karen Tuggay)

I must say that I prefer the diesel upgrade to the base engine from both performance and efficiency perspectives. The diesel might only make 137 horsepower, but it puts a much more motivating 240 lb-ft of torque down to its front wheels or all four, also from just 2,000 rpm, the same as the base engine. 

The Equinox AWD system improves fuel economy even more. In fact, unlike most competitors that provide full-time AWD or engineer the rear wheels to engage automatically, the Equinox drives with its front wheels unless you’ve added traction at the back via a button on the centre console. You’ll get a warning when four-wheel grip is recommended, but any other instance you can save fuel by driving what is effectively a front-wheel driven SUV. I noticed this when the front tires kept skidding at takeoff, the diesel providing so much torque at launch it was hard to hold them back, but pressing the AWD button cured this problem, making the Equinox more sure-footed at take off and of course better at holding the road during wet weather too. 

2019 Chevrolet Equinox AWD Premier
Great looking rims, Chevy! (Photo: Karen Tuggay)

Both models’ six-speed automatics were highly responsive. Each includes a rocker switch atop the shift knob for rowing through the gears in manual mode, which is an interesting alternative to shifting the entire gear lever or using steering wheel paddles (on that note don’t try shifting the gears with the buttons on the backside of the steering wheel, because you’ll probably only switch radio stations). I never once found it lacking gears, as the two engines provide ample torque over wide rev ranges, while they shifted smoothly whether toggling through the cogs manually or leaving them in Drive. 

2019 Chevrolet Equinox AWD Premier
Extra chrome trim helps to spiff up the Equinox exterior. (Photo: Karen Tuggay)

Likewise the Equinox has a nice compliant suspension, normal for any GM product other than performance-dedicated models like the Corvette Z06. For its class the Equinox handles very well too. It really feels lightweight and nimble, whether zipping in and out of congested traffic, pushing hard on a winding backcountry road, or stably cruising through fast-paced bends on the open highway. 

No matter the exterior environment, most should be impressed with the Equinox Premier’s interior that’s finished to a higher grade than many of its contemporaries. It starts upon closing the driver’s door, which feels more solid than some of its tinny competitors, and continues through with some really nice details like smooth and perforated patterned and contrast-stitched leatherette surface treatments across the entire instrument panel, plus tasteful application of truly attractive aluminum-like trim on the steering wheel, primary instruments, dash vents, plus the centre stack and lower console controls. 

2019 Chevrolet Equinox AWD Premier
Pretty ritzy door handles. (Photo: Karen Tuggay)

Chevy doesn’t go overboard on soft-touch synthetics, but it does wrap the contrast-stitched leatherette armrests up and over the rear third of the door uppers, and finishes the rest of those uppers in a soft painted synthetic, which also gets used for the dash top and much of the instrument panel, plus the top edges of the centre stack and lower console. Just to be clear, it’s not as if this soft-paint will peel off at any time, as it’s permanently fixed to the plastic and therefore provides a much nicer texture than this segment’s usual hard shell plastic. 

2019 Chevrolet Equinox AWD Premier
The Equinox Premier interior is very refined and well stocked with upscale features. (Photo: Karen Tuggay)

Moving such premium touches even further upmarket are really nice steering wheel controls, my tester even incorporating a heatable steering wheel rim plus adaptive cruise control, while much of these buttons modulate a colour multi-information display within the otherwise analogue gauge cluster, this featuring a digital readout for traffic sign information, and a back seat reminder that prompts when turning off the engine if you happened to open a rear door before starting off. 

Leaving what I think is best for the last, the Equinox’ centre touchscreen infotainment system is really impressive. I love the simple circular graphics rimmed in mostly primary colours, which are bright, modern and ultra-easy to figure out. This is one of the better infotainment systems available in this class, and while I’ve seen larger displays this one is wonderfully crisp and clear, with superb resolution plus nice, deep, rich colours and good contrast. The navigation system’s map provides clear instructions, and it worked accurately throughout my test week. My only infotainment disappointment was a lack of album cover graphics when using satellite radio, which was a bit unexpected being that GM basically gave satellite radio a leg up by adding it across virtually all models when the service first started. Nevertheless, satellite radio is always appreciated. 

2019 Chevrolet Equinox AWD Premier
The top-line Equinox parking monitor is one of the best we’ve ever tested. (Photo: Karen Tuggay)

The infotainment system also features Apple CarPlay and Android Auto smartphone integration, plus my tester included one of the better surround parking cameras I’ve ever used, with the ability to transfer the view from a default mode, which makes the overhead camera smaller and to the left of the display with a larger backup camera with dynamic guidelines to the right, over to a full backup camera with dynamic guidelines, or alternatively to a different view of that same reverse camera, an overhead view of that rearview camera, or alternatively a bizarre frontal view that actually seems as if it’s filming the SUV from outer space, really handy close-ups of curb or road on both sides, to an extreme close-up of the front, and more. Believe me, this camera will keep you spellbound for hours, and once you figure out all the viewpoints you’ll never scratch a set of wheels (or another vehicle) again. Incidentally, this top-line parking camera and the base version were upgraded with improved image quality for this 2019 model year. 

2019 Chevrolet Equinox AWD Premier
Good seats and a great driving position. (Photo: Karen Tuggay)

Below the infotainment display is a dual-zone automatic climate control interface that’s well organized and attractive enough, but my favourite set of buttons were for activating the three-way heated and/or ventilated front seats, the latter not always available in this class, but really helpful for keeping backside dry and cool against leather in the summer.  

The base of the centre stack features a large opening with a rubberized compartment that’s carved out to ideally fit a large smartphone in its elongated position. A wireless charging pad was included, plus GM now incorporates the usual USB-A plug as well as one of the newer USB-C ports (both capable of charging and used as inputs to the infotainment system), which might have been needed for my Samsung S9 if it wasn’t already charging on the just-noted wireless pad. The usual aux plug and 12-volt charger are included too, so your devices will be nicely taken care of in that little compartment alone, although moving slightly rearward results in two more USB charging ports under the front centre armrest. 

2019 Chevrolet Equinox AWD Premier
The rear seating area is spacious and comfortable. (Photo: Karen Tuggay)

Look skyward and you’ll see an overhead console with a handy sunglasses holder that I used all week, plus LED reading lights, and controls for OnStar, SOS, and more. Two of those switches open the panoramic sunroof or its sunshade. I always appreciate large glass roofs like this as they bring a lot of light inside resulting in a nicer, more open ambiance. 

Speaking of room, the Equinox provided plenty for my medium-build five-foot-eight frame, plus a really good driving position that allowed me to get comfortable while maintaining full control. This isn’t always the case, by the way. I actually have trouble getting the tilt and telescopic steering columns of some competitors to reach far enough rearward when my seat is set ideally for my legs, particularly the aforementioned Toyota RAV4 that doesn’t have anywhere near enough adjustability, but no such difficulty in the well designed Equinox cabin. 

2019 Chevrolet Equinox AWD Premier
These levers lower the rear seatbacks automatically. (Photo: Karen Tuggay)

What’s more, when my driver’s seat was set up for my long-legged short torso body type, I still had about eight inches of space ahead of my knees when sitting just behind in the second row, plus plenty of room from side to side and about two inches above my head, that panoramic sunroof mentioned a moment ago pushing the surrounding roof area down a couple of inches than it probably would have been if not included. Still, I’d take the roof, but I can imagine those with really tall six-foot-plus teens might find it a bit too low back there. 

As far as rear seat amenities go, Chevy includes LED reading lights on both sides, two more USB-A charge ports (new for 2019), a three-prong household-style 120-volt plug, and the best rear outboard seat heaters I’ve ever tested, in that their three-way temperature controls adjust both lower cushion and backrest heat, or just the back alone. You shouldn’t hear too many complaints from your kids, although being that the rear seatback is divided in a simple 60/40 configuration instead of some competitors’ 40/20/40 split or 60/40 with a centre pass-through, families that ski will need to draw straws for the lucky rear seat passenger getting the bun warmer for the ride home. 

2019 Chevrolet Equinox AWD Premier
There’s plenty of room for all your gear. (Photo: Karen Tuggay)

At least Chevy provides levers on the cargo wall for automatically folding those rear seatbacks down. Just give them a tug and the seats lay flat immediately. There’s also a fairly sizeable storage compartment under the load floor, which I certainly would put to good use if this were my SUV, while the area behind the rear seatbacks measures a generous 847 litres (29.9 cu ft), expanding to 1,809 litres (63.9 cu ft) when those seats are folded down. 

While the 2019 Equinox doesn’t look any different from the redesigned 2018 model, Chevy put a lot of effort into reconfiguring trims and packages to better suit their customers. For starters, a new Lights and Bright package can be had with second-rung LT trim, which adds a chrome grille surround, LED headlamps and taillights, plus unique 19-inch wheels. On the negative, front-drive LT models no longer get a standard leather-trimmed shift knob, this now available as part of an option package. 

2019 Chevrolet Equinox AWD Premier
A flexible cargo floor allows for all types of cargo. (Photo: Karen Tuggay)

My tester included a $2,995 Driver Confidence and Convenience II package that’s exclusively available with Premier trim and features the surround parking camera noted earlier, automatic high beams, adaptive cruise control with stop-and-go, autonomous emergency braking with pedestrian detection, lane keeping assist, a safety alert seat that vibrates if you veer out of your lane or cause any number of other issues, a heatable steering wheel rim, an eight-way power-adjustable front passenger seat with powered lumbar support, ventilated driver and front passenger seats, and the heated rear seats noted a moment ago. 

Alternatively you can opt for either the Driver Confidence II or Driver Convenience II package that includes the tech or luxury updates individually, while my tester also included a no-cost set of 19-inch five-spoke alloys. I won’t go into all the available options, but suffice to say those wanting to personalize their Equinox will be well taken care of.  

2019 Chevrolet Equinox AWD Premier
No compact rival offers as many options under the hood. (Photo: Karen Tuggay)

My tester also included a $1,305 Infotainment II package with the previously noted panoramic sunroof, navigation, a seven-speaker Bose audio upgrade, HD radio, and 19-inch alloys, while some notable Premier trim features include LED headlights and taillights, chrome door handles and mirror caps, auto-dimming rearview and side mirrors, a leather-wrapped steering wheel, a colour multi-information display within the gauge cluster, a universal garage door opener, dual-zone automatic climate control, a one-inch larger 8.0-inch infotainment touchscreen, wireless smartphone charging, rear park assist, blindspot monitoring with rear cross-traffic alert, a hands-free powered liftgate, etcetera. 

There’s plenty more that makes the Equinox worthy of your attention, but take note the diesel option will be discontinued for 2020, so you’ll need to act fast if you want to get your hands on one.

Thanks to General Motors, the mid-size pickup truck market is once again starting to heat up. Toyota was hardly contested in this market for far too long, but GM reintroduced its Chevrolet Colorado and…

2018 GMC Canyon 4WD Crew Cab SLE All Terrain Road Test

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
GMC’s Canyon offers up a striking design, especially when upgraded to sporty 4WD Crew Cab SLE All Terrain trim. (Photo: Karen Tuggay, Canadian Auto Press)

Thanks to General Motors, the mid-size pickup truck market is once again starting to heat up. Toyota was hardly contested in this market for far too long, but GM reintroduced its Chevrolet Colorado and GMC Canyon twins in 2015 and has steadily been gaining back market share ever since. 

In fact, after just a year of availability the two trucks combined for 12,652 sales, and by so doing snuck right past the Tacoma’s 12,618. That gap widened in 2017 with 14,320 GM mid-size truck deliveries and just 12,454 for Toyota, while as of September 30 this year the General managed to sell 12,702 Colorados and Canyons compared to Toyota’s tally of 10,703 Tacomas, so as long as the final quarter of 2018 follows suit it should be another banner year for these two domestic pickups. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The Canyon’s good looks wrap right around the entire truck. (Photo: Karen Tuggay, Canadian Auto Press)

Just in case you forgot (as most people did), Honda and Nissan sell trucks in this segment too. Still, despite an impressive second-generation Ridgeline the motorcycle company that initially started out selling a pickup truck was only able to lure in 3,169 new buyers over the same nine months of 2018, while Nissan, one of the originators of the compact pickup category, could only rally 3,071 of its faithful troops around its Frontier. 

Nissan hasn’t redesigned its Frontier pickup in so long it should be facing child abandonment charges, but the segment’s previous shabby chic offering, Ford’s Ranger, will soon be with us again, albeit much larger, thoroughly modernized and no doubt capable of taking on the top three. What’s more, FCA, the parent company of the Dodge brand that gave up on the Dakota, finally showed the new Wrangler-based Gladiator in production trim at the LA auto show, so this warming small truck market might soon be boiling over. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
These complex headlight clusters add a touch of sophistication to the Canyon’s form and function. (Photo: Karen Tuggay, Canadian Auto Press)

Again, we can thank GM for sticking its neck out with the Colorado and Canyon, because if it weren’t for these two the others wouldn’t have had verified proof that mid-size trucks were still worth investing in, only that buyers were waiting for some decent product to arrive. 

Decent is an understatement with respect to the Colorado and Canyon, mind you. Just look at this GMC Canyon in its 4WD Crew Cab SLE All Terrain setup. I think its design is fabulous, and I always enjoy spending time behind the wheel, especially when its class-exclusive turbo-diesel four-cylinder powerplant is powering all four wheels. Honestly, this is the type of engine Toyota should be putting into its Tacoma, not to mention Ford and Nissan whenever replacements to their pickups arrive. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
Satin-silver trim, fog lamps and sharp looking alloy wheels make this mid-range pickup look like top-of-the-line. (Photo: Karen Tuggay, Canadian Auto Press)

I spend a lot of time in and around Metro Manila, Philippines, my second home (Antipolo City to be exact), and have witnessed all the diesel trucks on offer. The Ford Ranger mentioned earlier is easily one of the best looking pickups there or anywhere, also diesel powered, whereas the Asian-spec Navara is the truck Nissan should’ve imported to North America along with its fuel-efficient turbo-diesel powerplant. The Philippine-market Toyota pickup is dubbed Hilux and diesel-powered as well, while Chevy also sells a diesel-powered Colorado in the Philippines, although the rebadged Isuzu D-Max isn’t even close to North America’s Colorado. 

Duramax Diesel power is the first reason I’d recommend our Canadian-spec Canyon or Colorado to truck buyers here, even over the Tacoma. Some Canadians might pretend that fuel economy isn’t as big an issue now as it was before the oil crash, but a quick study of our current economic situation will show that it’s even more important to find economical transportation now than it was then, especially in a smaller, less-expensive pickup class that’s likely being purchased for financial reasons first and foremost. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
These rugged side steps provide a helpful leg up as well as protection to the lower body panels. (Photo: Karen Tuggay, Canadian Auto Press)

Only this past summer regular 97 octane rose to more than $1.60 per litre in my part of the country, and even our current $1.30 to $1.40 per litre range isn’t exactly cheap. In fact, our new low is considerably higher than just before the bottom fell out of big oil. What’s more, the majority of Canadians should be well aware how these low oil prices hit our collective Canadian gross domestic product (GDP) bottom line, not to mention the wallets of many Canadians’ personally, plenty which come from parts of the country where pickup trucks are a larger percentage of the market, such as Alberta, so it’s probably not a good time to be loose and easy with our fuel budgets. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The GMC Canyon separates itself from the Chevy Colorado by these unique taillights, amongst other exclusive styling details. (Photo: Karen Tuggay, Canadian Auto Press)

As for where the Canyon and Colorado fit within the overall scheme of things, let’s face the fact that most truck buyers would rather own a full-size Sierra or Silverado than anything mid-size. Bigger trucks deliver more space, comfort, performance and functionality, albeit at a higher price. This need to target entry-level pickup buyers is exactly why the smaller Colorado and Canyon exist, but before I go on let’s make sure we’re both perfectly clear about why these two trucks are succeeding in a market segment where others have failed miserably: they’re sensational. 

I can’t speak for anyone else, but as noted a moment ago I happen to think both trucks look great. I’m a bit more partial to the Canyon than the Colorado, unless the latter is upgraded to new ZR2 off-road race truck spec. Interestingly, styling matters at least as much amongst pickup truck owners as sports car zealots, buyers in this most utile of auto sectors wooed by rugged designs that appear like they could trek across seemingly impassable terrain as if they were domesticated equivalents of an M1A2 Abrams tank, or in the case of this smaller pickup something along the lines of the now-discontinued M551 Sheridan. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The Canyon provides an attractive, high-quality interior with room for up to five. (Photo: Karen Tuggay, Canadian Auto Press)

Adding an oil-burning variant only ups their go-anywhere character, the 2.8-litre Duramax turbo-diesel under my 2018 Canyon 4WD Crew Cab SLE All Terrain tester’s sculpted hood capable of a stump-pulling 369 lb-ft of torque from just 2,000 rpm, not to mention a very efficient 12.1 L/100km in the city, 8.3 on the highway and 10.4 combined when configured for 4WD, or an even more impressive 10.8 city, 8.0 highway and 9.6 combined with RWD. By the way, it makes 181 horsepower at 3,400 rpm too, but that number isn’t quite as important in pickup truck circles, where useable towing twist is king for some and the ability to delve deeper into the wilderness on a single tank of fuel reigns supreme for others. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
This nicely laid out cabin provides excellent driver ergonomics. (Photo: Karen Tuggay, Canadian Auto Press)

The Canyon’s tow rating ranges from 2,449 to 2,812 kg kilos (5,400 to 6,200 lbs), while diesel models are equipped with an exhaust brake and an integrated trailer brake controller. Additionally, SLE trim gets trailering assist guidelines added to the otherwise standard backup camera, plus a Tow/Haul mode that raises transmission upshift points for more power when needed, and also raises downshift points so you can use the engine for compression braking. What’s more, an optional Trailering Package adds an automatic locking rear differential, a 50.8-mm receiver hitch, four- and seven-pin connectors, a seven-wire harness with independent fused trailering circuits, a seven-way sealed connector to hook up parking lamps, backup lamps, right and left turn signals, an electric brake lead, a battery and a ground.

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The 4.2-inch colour TFT multi-info display at centre has crystal clear resolution. (Photo: Karen Tuggay, Canadian Auto Press)

All of that aforementioned torque sounds like it should make for blistering performance off the line, and while the diesel-powered Canyon 4×4 initially jumps forward with enthusiasm it’s not capable of spine tingling acceleration after that. Still, it’s hardly embarrassing on a highway onramp, moves fast enough to get you into trouble in the city or on the highway if you’re not paying attention, and is more than capable of passing motorhomes and big highway trucks when required. The diesel’s standard six-speed automatic downshifts quickly and is plenty smooth as well, but it could use with another gear or two on its way up to higher speeds. 

When off-road, shifting into 4WD high or low is as easy as possible, only taking the twist of a rotating knob next to the driver’s left knee. It’s a fully automated system, not forcing you to get out and lock the hubs, of course, but also not requiring a secondary lever to engage its low gear set, while crawling over rough terrain is this little truck’s forte. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The infotainment interface’s iPhone-influenced candy drop buttons are wonderfully colourful and easy to see in any light. (Photo: Karen Tuggay, Canadian Auto Press)

As you might expect by looking at its beefy suspension, my tester’s ride was firm when rock crawling as well as when bouncing down inner-city lanes, but it was hardly punishing. A larger truck like the Sierra offers more compliance due to its heavier weight, but certainly this smaller 4×4 was pleasant enough. Likewise, handling and high-speed stability is good for the class, with the Canyon fully capable when the road starts to wind and an enjoyable highway cruiser, but once again the larger Sierra delivers more in this respect. 

The Canyon’s leisurely pace makes it all the easier to enjoy its impressive cabin, and it really is quantum leap above anything GM offered in this class before, and even a step above most competitors. SLE trim offers a mix of premium-level soft-touch surfaces and harder plastics, the latter common in pickup trucks, while the softer detailing includes an upscale padded leatherette with red stitching covering the left and right sides of the dash top as well as much of the instrument panel, whereas the lower dash and door panels are made from the more durable hard stuff. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The 6-speed standard automatic with the base 2.5L four and the 2.8L turbo-diesel isn’t as advanced as the 8-speed that comes with the 3.6L V6. (Photo: Karen Tuggay, Canadian Auto Press)

Ahead of the driver, a digital and analogue gauge cluster features a fairly large 4.2-inch full-colour TFT multi-information display at centre that’s filled with useful features and superb graphics, while over on the centre stack is GMC’s new IntelliLink infotainment interface, which has become one of the best in the mainstream volume sector. It’s upgraded to the Canyon’s larger 8.0-inch touchscreen in SLE trim, and is easy to operate thanks to nice big ovoid Apple iPhone-style candy drop buttons in various bright colours and the ability to use tablet-style tap, pinch and swipe finger gestures. 

This test truck didn’t include optional navigation with detailed mapping, but GMC includes the very useful OnStar turn-by-turn route guidance system, while the SLE’s infotainment interface was also loaded up with standard Apple CarPlay and Android Auto smartphone connectivity (although these are even included on the base model’s now larger 7.0-inch infotainment display this year), a decent audio system featuring satellite radio and Bluetooth streaming (a Bose system is optional), text messaging, and of course plenty of car settings. Some buttons below the touchscreen allow quick access to radio, media and audio functions, plus the home screen, while a nicely sorted single-zone automatic climate control interface is set up in the old school button and knob style just below. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The front seats look great and provide excellent comfort with good lower back support. (Photo: Karen Tuggay, Canadian Auto Press)

On that note, switchgear for GM’s excellent heatable seats can be found just under the HVAC system on a separate interface, these being especially good because they allow the ability to heat both lower and backrest cushions separately, or just the backrest alone, while just above these is a row of toggle switches for trailering, turning off the stability control, the bed light, hill descent control, and the hazard lights. 

A traditional lever gets used for shifting gears, with a plus/minus rocker switch on the knob for rowing through the cogs manually with your thumb. This means no paddle shifters are included, which is the case for most pickup trucks, but the steering wheel is nevertheless a nice sporty design with leather around the rim and more red stitching, while the switchgear on each spoke is very nice with rubberized buttons. The column is tilt and telescopic as well, whereas the seats are powered with fore/aft, up/down, and two-way powered lumbar support adjustments. Only the backrest needs manual actuation, which didn’t make one difference to me over my weeklong test. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
Other than seatbacks that are a bit too upright, only really tall folks will complain about being seated in back. (Photo: Karen Tuggay, Canadian Auto Press)

The upgraded upholstery features both smooth and textured leatherette around the edges with a comfortable cloth in the centre, plus “ALL TERRAIN” combined with a mountain graphic stamped on the backrests. Considering SLE is hardly top of the line, it’s all pretty impressive. 

The rear bench seat gets the same styling high-level treatment, and the outboard positions are quite comfortable other than having somewhat upright backrests due to space limitations. When the driver’s seat was set for my five-foot-eight frame I had about five inches available ahead of my knees when seated behind, so limousine-like wouldn’t be the term I’d use to describe the Canyon Crew Cab’s roominess, but most should still find it spacious enough, especially for this class. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The rear bench seat’s backrest folds flat to provide a good cargo hold. (Photo: Karen Tuggay, Canadian Auto Press)

The rear seatback can also be flattened for a handy load surface, or alternatively you can pull up the lower bench for stowing taller cargo you might want to keep out of the bed behind to protect from weather or theft, while lifting the seat also allows access to things stored underneath. I only wish GM had split the seat 60/40 for more passenger/cargo flexibility, but it’s hardly a deal-killer. 

A deal-maker, and perhaps a pickup truck game-changer that I absolutely must highlight, is the CornerStep-infused rear bumper, an intelligent design that adds handy toe cutouts to the corners of the back bumper to ease smaller statured and/or maturing folk up onto the cargo bed with more grace and less potential bodily harm, the latter especially relevant when wet weather transforms the otherwise tiny rounded nubs at each corner of every competitive truck’s rear bumper into a slippery accident waiting to happen. I love these, and really appreciated how easy this makes it for climbing onto the bed when the tailgate is lowered. 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
These rear bumper-integrated CornerSteps come standard, and truly make access to the bed easy. (Photo: Karen Tuggay, Canadian Auto Press)

Now that I’m talking features I’m realizing that I’ve neglected to go into detail regarding my tester’s standard kit, so over and above the equipment I’ve already mentioned my diesel-powered Canyon 4WD Crew Cab SLE All Terrain was nicely outfitted with 17-inch alloys, a Z71 off-road suspension, skid plates, body-colour bumpers, side steps, remote start, four USB ports, OnStar 4G LTE and Wi-Fi, a sliding rear window, a tow package, and more for an as-tested price of $47,988 plus freight and fees. Of note, the base Canyon starts at just $23,310, but you can spend considerably more than my tester’s nicely equipped tally for a fully loaded version, especially if venturing into top-line Denali trim (to see all 2018 GMC Canyon trims, packages and options, plus rebate info and dealer invoice pricing that could save you thousands, visit CarCostCanada now). 

2018 GMC Canyon 4WD Crew Cab SLE All Terrain
The Canyon can manage heavy payloads and even heftier trailers. (Photo: Karen Tuggay, Canadian Auto Press)

There’s a lot more I could say, but maybe it’s best to leave something special for you to personally discover. The Canyon is an impressive truck, and totally worthy of all the attention it’s getting from its ever increasing fan base. I recommend the turbo-diesel, but the base Canyon comes with what on paper seems like a reasonably strong 200 horsepower 2.5-litre four-cylinder and six-speed automatic combo, while upper trims can be had with a formidable 308 horsepower 3.6-litre V6 mated to an advanced eight-speed automatic. I’ve tested the latter and really enjoyed the extra power and smooth shifting gearbox, but in the end you’ll need to figure out which powertrain, transmission, driveline setup, body style and trim level you need for yourself, because GMC offers myriad options. This ability to fully personalize your ride really sets the Canyon, and its Colorado sibling apart from any rival, its three distinct engine options at the heart and core of this philosophy. More really is better, and GMC offers the most. Enough said.

Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty.  Starting with a 2018 Titan XD Diesel Midnight Edition…

Nissan creates special Ultimate Service Titan 4×4 and donates to Red Cross

Ultimate Service Titan 2018
Based on a 2018 Titan XD Diesel Midnight Edition Crew Cab, Nissan transformed into a mobile response unit and then donated to the Red Cross. (Photo: Nissan)

Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty. 

Starting with a 2018 Titan XD Diesel Midnight Edition Crew Cab, complete with Cummins’ formidable 5.0-litre V8 Turbo Diesel featuring 310 horsepower and 555 lb-ft of torque, Nissan created a purpose-built, one-off “Ultimate Service Titan” mobile command centre for the Red Cross non-profit disaster-relief organization. 

The special project truck was presented to the American Red Cross of South Florida at the 2018 Miami International Auto Show (MIAS) last month, as part of Nissan’s Calling All Titans service vehicle campaign that has already seen vehicles donated to Habitat for Humanity and the National Parks Service. 

Ultimate Service Titan 2018
The Ultimate Service Titan has been lengthened and fitted with a completely customized box section. (Photo: Nissan)

Some of the custom work that transformed the stock truck into a go-anywhere rescue vehicle included lengthening the ladder frame, increasing ground clearance with a factory-authorized ICON 3.0-inch lift kit, adding an airbag suspension-leveling system, upgrading the sway bar, equipping it with special ICON wheels wrapped in Nitto Ridge Grappler tires, adding body armour including an Addictive Desert Designs stealth bumper, providing a Warn Zeon Platinum 12S winch to aid rescue efforts including the removal of debris, enhancing lighting with a bevy of Baja Designs LEDs, upgrading the fuel tank to 284 litres, and more. 

Ultimate Service Titan 2018
The one-of-a-kind Titan is fitted with all the types of features a Red Cross rescue operation would need. (Photo: Nissan)

The rear box and bed were removed as well, and replaced with a command centre and shelter designed by B&S Customizing. The rear quarters incorporate “all the necessities for work and rest,” says Nissan, including an emergency response bed for administering medical assistance, storage racks, first aid supplies, a SnoMaster refrigerator for storing blood, a desk, a mobile kitchen with a stove, microwave and sink, a dining area, and a couch that provides an area for workers and volunteers to recuperate between shifts. Additionally, Nissan included built-in Wi-Fi, an upgraded navigation system, a wireless charging station, and a solar generator that ensures all onboard electronics can be kept in use even when access to the grid isn’t possible. 

Ultimate Service Titan 2018
This table and sitting area converts into a bed, while the walls are filled with all types of amenities. (Photo: Nissan)

“Built on the foundation of a rugged Titan XD Diesel – and with aftermarket accessories from some of the most reputable companies in the industry – the Ultimate Service Titan ensures that titans of the community are able to get anywhere, at any time, with the tools they need to get the job done,” said Fred DePerez, vice president of Nissan’s truck division. 

Ultimate Service Titan 2018
The Ultimate Service Titan is serving in Florida, so there’s a chance Canadian Snowbirds might see it pass by, or even find themselves receiving aid from this impressive off-roader. (Photo: Nissan)

As a bit of a backgrounder, Nissan pledged $1 million USD in donations to each of its three Calling All Nissans strategic partner organizations. Depending on requirements the donations may be in cash or a combination of cash and Titan trucks. Thus far, Nissan and the Red Cross have collectively raised more than $2.5 million for the program. 

Of note, the 2018 Titan is available from as low as $36,498 for the regular half-ton or $47,998 for the heavy-duty Titan XD with a 5.6-litre V8 gasoline engine and $55,498 for the same model with the Diesel. Additionally, the new 2019 Titan that will soon be available features some key updates including a larger standard touchscreen with Apple CarPlay and Android Auto, plus a new optional 12-speaker Fender audio system. 

This Ultimate Service Titan will assist the Red Cross in a variety of duties including blood drives and emergency care, and being that it resides in Florida may even be responsible for saving the lives of Canadian snowbirds.

I bet you can think of a dozen or more things you could do with this full-size Transit 350 Diesel cargo van if it was in your possession for a week. Whenever a commercial van maker provides us with one…

2017 Ford Transit 350 Diesel Van

2017 Ford Transit 350 Diesel Van
Ready to deliver near anything you can think of, the 2017 Ford Transit 350 Diesel Van is an impressive beast of burden. (Photo: Karen Tuggay, Canadian Auto Press)

I bet you can think of a dozen or more things you could do with this full-size Transit 350 Diesel cargo van if it was in your possession for a week. Whenever a commercial van maker provides us with one of their wares for a weeklong test we go through our own mental lists, which sometimes turn into long, detailed to-do menus.

The van in question makes the just noted term “full-size” seem understated, as it’s a bit too big for our garage. It’s sitting on the long patch of gravel in front of our office, although it’s sheer mass has us a bit worried it’ll cave the side of an adjacent ditch in and we’ll walk out to find it lying on its side. We’ll let you know how that goes.

As it is, we’ll keep this “In Our Garage” segment (or rather “Out On The Street” segment) short, as we’ve literally got loads of errands to complete and just six days left to accomplish them.

2017 Ford Transit 350 Diesel Van
This is the Medium roof, Long Van, the Extended body only available with the High roof. (Photo: Karen Tuggay, Canadian Auto Press)

Our Transit 350 Diesel should have no problem accommodating our every wish, mind you. My tester’s massive passenger side-slider and tall 50/50-hinged rear doors provide access to a cavern of cargo capacity, while its rubberized floor and finished sidewalls mean our various loads won’t scratch any inner paintwork or vice versa.

Without further hesitation, Ford makes two Transit models and three trims for 2017, the base unit simply dubbed Van due to its cargo hauling focus, whereas the Passenger Wagon XL and XLT trims are ideal for hotel/airport shuttles, sightseeing tour companies, or any other duty that requires comfortable seating for eight to 12 people.

Within these categories there are three different roof heights and another three lengths to consider, the former named Low, Medium and High, and the latter dubbed Regular, Long and Extended. Yes, Ford’s commercial sector doesn’t get fancy with nomenclatures (like we do), but that’s not to say our Long-length, Medium-roofed 2017 Transit 350 Diesel Van wasn’t nicely equipped.

2017 Ford Transit 350 Diesel Van
The windows in back are optional, but helpful when parking. (Photo: Karen Tuggay, Canadian Auto Press)

Incidentally, the passenger side-sliding door comes standard with Medium and High roof models, replacing the base Low roof Transit Van’s 60/40-hinged side doors, whereas the 50/50-hinged rear doors swing open to 180 degrees in base Low roof guise or open all the way to 237 degrees with the Medium and High roof upgrades.

Before delving into all of the Transit’s details, take note that Ford gives its commercial buyers 64 choices when it comes to configuring the 2017 Transit, which is up from 58 last year. Considering 2017 is only the model’s third year of availability, that’s a lot of variety that will no doubt keep increasing as its popularity grows. Ford claims the van’s many fleet buyers were influential in the upgrades made since it arrived on the scene, one of which is a new lower-profile centre console that reportedly makes stepping directly from the driver’s seat into the rear cargo area easier.

2017 Ford Transit 350 Diesel Van
The Transit’s cabin is a no-nonsense, straightforward, down-to-business office. (Photo: Karen Tuggay, Canadian Auto Press)

Heatable front seats are now on the options menu too, whether upholstered in leatherette or fabric, while choosing the plusher material allows for available 10-way powered seats as well. What’s more, the stereo is now made up of four speakers instead of just two, with tweeter and woofer included.

On a purely practical point, the Dearborn-based automaker relocated the 2017 Transit’s electrical connections for more convenient access, this change thanks to feedback from upfitters who customize commercial vehicles for fleet buyers.

Powertrain choices, which were carried over from last year, are included in Ford’s list of 64 possible Transit configurations, with the van’s three available engines including a base 275 horsepower 3.7-litre V6 good for 260 lb-ft of torque, a 3.5-litre turbocharged and direct-injected EcoBoost V6 capable of 310 horsepower and 400 lb-ft of torque, and lastly the as-tested 3.2-litre five-cylinder turbo-diesel capable of 185 horsepower and 350 lb-ft of torque. All of that output gets fed to the rear wheels via a proven six-speed automatic transmission, with no four-wheel drive option available (look to the Mercedes-Benz Sprinter or Nissan NV for 4×4 capability).

2017 Ford Transit 350 Diesel Van
Are these seats as comfortable as they look? Read our upcoming review to find out. (Photo: Karen Tuggay, Canadian Auto Press)

Being that most Transit buyers will never set foot in one (the majority being fleet buyers for large companies), don’t expect to find a lot of fancy features. Nevertheless, base models won’t cause you to roll your own windows, as the standard features list includes powered front side glass, as well as powered locks with remote access, power-adjustable side mirrors, tilt and telescopic steering, variable intermittent wipers, air conditioning, a backup camera with Trailer Hitch Assist, an AM/FM stereo with an aux input, vinyl flooring, a fabric front cab headliner, two-way manual front seat adjustment, 16-inch steel wheels, an engine block heater, and more.

2017 Ford Transit 350 Diesel Van
Now that’s big! (Photo: Karen Tuggay, Canadian Auto Press)

I won’t bother going into passenger model features, because that’s not the van we’re dealing with this week, but suffice to say they’re a bit more plentiful in XL trim and much more so in XLT.

Come to think of it, I’ve already said too much for a garage review, so catch up with me soon for the full road test review at which point I’ll talk about general comfort, ride quality, handling, low-speed manoeuvrability, performance, fuel-economy, overall ease of use, capability during loading, and anything else I can come up with.

Now we’ve got some stuff to haul. Keep your eyes peeled to these pages for more…

After a report issued by Daimler on May 10th stating it would no longer be selling the 2017 model diesel cars in the United States. Daimler has since become the center of attention of an investigation…

German Police Investigate Daimler AG Offices

After a report issued by Daimler on May 10th stating it would no longer be selling the 2017 model diesel cars in the United States. Daimler has since become the center of attention of an investigation by German authorities.

Twenty-three prosecutors and 230 German police searched Daimler offices to seek evidence related to the possibility of diesel engine emissions irregularities. The police and prosecutors say 11 sites are being investigated in the German states of Baden-Wuerttemburg, Berlin, Lower Saxony and Saxony with employees that are “known and unknown” to Daimler. Earlier in the year Daimler admitted that some of its employees were part of a criminal investigation.

This investigation comes after a United States federal judge gave the final approval to a settlement for Robert Bosch GmbH to pay $327.5 million USD to American VW diesel car owners. Bosch, the world’s largest car parts supplier, has not admitted to any wrongdoing stating “Bosch neither acknowledges the facts as alleged by the plaintiffs nor does Bosch accept any liability” however, last year it was reported by Reuters that $747 million USD was put aside to cover potential settlements.

Investigators confiscated files and hard drives, apparently containing sensitive information.

Daimler and Bosch are both based in Stuttgart Germany and in a recent quarterly report Daimler said, “Europe and the United States, have inquired about and are investigating test results.”

Last year the U.S. Department of Justice had asked Daimler for an internal investigation to be done because of possible emission irregularities, however, it went mostly unnoticed by German authorities.

Since May 23, the launch of the investigation into Daimler has seen its stock price drop three points. Which may be an indication of further fallout, or it may have more to do with the fact that U.S. President Donald Trump said he would like to impose a 35% import tax on all German cars. This import tax is unlikely to happen as the largest BMW factory in the world is located in Spartanburg County, South Carolina and employs 8,800 Americans and has a current daily output of nearly 1,400 vehicles.

For now though Daimler says they are fully co-operating with the investigation but refuse to comment on the proceedings.