There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s…

These 5 Compact Crossover SUVs sell better than all of the others combined

2021 Toyota RAV4
It’s easy to see why Toyota’s latest RAV4 has become so popular, but its rugged, truck-like styling is only part of the story.

There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s Forester in 1997, this category has been bulging at the seams ever since.

To be clear, in this top-five overview we’re focusing on the best-selling compact crossovers, not including off-road-oriented 4x4s such as Jeep’s Wrangler or Ford’s new Bronco (the smaller Bronco Sport, which is based on the Escape, does qualify however), and also excluding smaller subcompact SUVs like Hyundai’s Kona and Subaru’s Crosstrek.

Toyota RAV4 dominated with 67,977 sales in 2020

2021 Honda CR-V Hybrid
The 2021 Honda CR-V, shown here in Hybrid trim that’s not offered in Canada, is the next-best-selling compact crossover SUV.

Not long ago, Honda’s CR-V owned this segment, but Toyota’s RAV4 has ruled supreme since introducing its hybrid variant in 2015 as a 2016 model. This allowed Toyota to stay just ahead of the popular Honda, although introduction of the latest fifth-generation RAV4 in 2018, which now even comes in an ultra-quick plug-in RAV4 Prime variant, has helped to push the roomy RAV4 right over the top.

With deliveries of 67,977 examples in 2020, the RAV4’s sales dwarfed those of the next-best-selling CR-V by 17,842 units, plus it more than doubled the rest of the top-five contenders’ tallies last year.

Interesting as well, Toyota was one of only three models out of 14 compact crossover SUV competitors to post positive gains in 2020, with total deliveries up 4.18 percent compared to those in 2019.

2021 Toyota RAV4
The sharp looking RAV4 is actually one of the more practical inside, thanks to a lot of rear seat room and cargo capacity.

Without doubt, the new RAV4’s tough, rugged, Tacoma-inspired styling is playing a big role in its success, not to mention duo-tone paint schemes that cue memories of the dearly departed FJ Cruiser. Likewise, beefier new off-road trims play their part too, as well as plenty of advanced electronics inside, a particularly spacious cabin, class-leading non-hybrid AWD fuel economy of 8.0 L/100km combined when upgrading to idle start/stop technology (the regular AWD model is good for a claimed 8.4 L/100km combined), and nearly the best fuel economy amongst available hybrids in this segment at 6.0 L/100km combined (not including PHEVs).

Another feather in the RAV4’s cap is top spot in J.D. Power’s 2021 Canada ALG Residual Value Awards for the “Compact Utility Vehicle” category, meaning you’ll hold on to more of your money if you choose a RAV4 than any other SUV on this list.

2021 Toyota RAV4
The RAV4 mixes 4×4-like interior design with plenty of tech.

This feat is backed up by a 2020 Best Retained Value Award from the Canadian Black Book (CBB) too, although to clarify the Jeep Wrangler actually won the title in CBB’s “Compact SUV” category, with the runners up being the Subaru Crosstrek and RAV4. The fact that these three SUVs don’t actually compete in the real world gives the RAV4 title to CBB’s Best Retained Value in the compact crossover SUV category, if the third-party analytical firm actually had one.

The RAV4 was also runner-up in the latest 2021 J.D. Power Vehicle Dependability Study (VDS) in the “Compact SUV” class, while the RAV4 Hybrid earned the highest podium in Vincentric’s most recent Best Value in Canada Awards, in the Consumer section of its “Hybrid SUV/Crossover” category, plus the same award program gave the RAV4 Prime plug-in a best-in-class ranking in the Fleet section of its “Electric/Plug-In Hybrid SUV/Crossover” segment.

The 2021 Toyota RAV4 starts at $28,590 (plus freight and fees) in LE FWD trim, while the most affordable RAV4 Hybrid can be had for $32,950 in LE AWD trim. Lastly, the top-tier RAV4 Prime plug-in hybrid starts at $44,990 in SE AWD trim. To learn about other trims, features, options and pricing, plus available manufacturer financing/leasing rates and other available rebates and/or dealer invoice pricing, check out the CarCostCanada 2021 Toyota RAV4 Canada Prices page and the 2021 Toyota RAV4 Prime Canada Prices page.

Honda claims a solid second-place with its recently refreshed CR-V

2021 Honda CR-V Hybrid
Thanks to decades of better-than-average reliability and impressive longevity, the CR-V has a deep pool of loyal fans.

Lagging behind arch-rival Toyota in this important segment no doubt irks those in Honda Canada’s Markham, Ontario headquarters, but 50,135 units in what can only be considered a tumultuous year is impressive just the same.

This said, experiencing erosion of 10.42 percent over the first full year after receiving a mid-cycle upgrade can’t be all that confidence boosting for those overseeing the CR-V’s success.

Too little, too late? You’ll need to be the judge of that, but the CR-V’s design changes were subtle to say the least, albeit modifications to the front fascia effectively toughened up its look in a market segment that, as mentioned a moment ago, has started to look more traditionally SUV-like in recent years.

2021 Honda CR-V Hybrid
The CR-V’s interior is very well put together, and filled with impressive tech and other refinements.

Of note, the CR-V took top honours in AutoPacific’s 2020 Ideal Vehicle Awards in the “Mid-Size Crossover SUV” category, not that it actually falls into this class. Still, it’s a win that Honda deserves.

The CR-V is also second-most fuel-efficient in this class when comparing AWD trims at 8.1 L/100km combined, although the Japanese automaker has chosen not to bring the model’s hybrid variant to Canada due to a price point it believes would be too high. Hopefully Honda will figure out a way to make its hybrid models more competitor north of the 49th, as an electrified CR-V would likely help it find more buyers.

The 2021 Honda CR-V starts at $29,970 in base LX 2WD trim, while the top-line Black Edition AWD model can be had for $43,570 (plus freight and fees). To find out about all the other trims, features, options and more in between, not to mention manufacturer rebates/discounts and dealer invoice pricing, go to the 2021 Honda CR-V Canada Prices page at CarCostCanada.

Mazda and its CX-5 continue to hang onto third in the segment

2021.5 Mazda CX-5
Mazda’s CX-5 comes closer to premium refinement than any SUV in this class when upgraded to Signature trim.

With 30,583 sales to its credit in 2020, Mazda’s CX-5 remains one of the most popular SUVs in Canada. What’s more, it was one of the three SUV’s in the class to post positive growth in 2020, with an upsurge of 10.42 percent.

Additionally, these gains occurred despite this second-generation CX-5 having been available without a major update for nearly five years (the already available 2021.5 model sees a new infotainment system). This said, Mazda has refined its best-selling model over the years, with top-line Signature trim (and this year’s 100th Anniversary model) receiving plush Nappa leather, genuine rosewood trim, and yet more luxury touches.

2021 Mazda CX-5 Signature
The CX-5 Signature provides soft Nappa leather upholstery and real rosewood trim for a truly luxurious experience.

Its Top Safety Pick Plus ranking from the U.S. National Highway Traffic Safety Administration (NHTSA) probably helped keep it near the top, an award that gives the CX-5 a leg up on the RAV4 and CR-V that only qualify for Top Safety Pick (without the Plus) status.

At 9.3 L/100km combined in its most basic AWD trim, fuel economy is not the CX-5’s strongest suit, but Mazda offers cylinder-deactivation that drops its city/highway rating to 9.0 flat.

The CX-5’s sleek, car-like lines buck the just-noted new trend toward truck-like ruggedness, while, as noted, its interior is arguably one of the most upscale in the segment, and overall performance very strong, especially with its top-tier 227 horsepower turbocharged engine that makes a commendable 310 lb-ft of torque.

The 2021 Mazda CX-5 is available from $28,600 in base GX FWD trim, whereas top-level 2021 100th Anniversary AWD trim starts at $43,550 (plus freight and fees), and the just-released top-line 2021.5 Signature AWD trim can be had for $42,750. To learn more about all the trims, features, options and prices in between, plus available no-haggle discounts and average member discounts thanks to their ability to access dealer invoice pricing before negotiating their best price, check out the CarCostCanada 2021 Mazda CX-5 Canada Prices page.

Hyundai holds onto fourth place despite slight downturn

2022 Hyundai Tucson
Hyundai completely overhauled the Tucson for 2022, making it one of the more appealing SUVs in the compact class.

With 28,444 units sold during the 12 months of 2020, Hyundai is so close behind Mazda in this category that its Tucson might as well be tailgating, and that’s despite losing 5.42 percent from last years near all-time-high of 30,075 deliveries.

Sales of the totally redesigned 2022 Tucson have only just started, however, so we’ll need to wait and see how well it catches on. Fortunately for Hyundai fans, and anyone else who appreciates things electrified, a Tucson Hybrid joins the fray in order to duel it out with Toyota’s mid-range RAV4 Hybrid.

2022 Hyundai Tucson
The top-tier Tucson’s cabin is truly impressive, especially if you like leading-edge tech.

This last point is important, as the conventionally-powered 2022 Tucson AWD is only capable of 9.0 L/100km combined, making the Tucson Hybrid the go-to model for those who want to save at the pump thanks to 6.4 L/100km. Of note, a new 2022 Tucson Plug-in Hybrid is now the fourth PHEV in this segment.

Another positive shows the new 2022 Tucson receiving a Top Safety Pick Plus award from the NHTSA, as does the fifth-place 2021 Nissan Rogue, incidentally, plus Subaru’s Forester, and Ford’s new Bronco Sport. Now that we’re on the subject, lesser Top Safety Pick winners that have not yet been mentioned include the Chevrolet Equinox, Ford Escape, the outgoing 2021 Tucson, and Kia’s Sportage.

The 2022 Hyundai Tucson starts at $27,799 in its most basic Essential FWD trim, while the conventionally powered model’s top-level N Line AWD trim is available from $37,099. Moving up to the 2022 Tucson Hybrid will set you back a minimum of $38,899 (plus freight and fees, before discount), while this model is substitutes the conventionally-powered N Line option for Ultimate trim, starting at $41,599. The model’s actual ultimate 2022 Tucson Plug-in Hybrid trim starts at $43,499 in Luxury AWD trim, while that SUV’s top-level Ultimate trim costs $46,199. To find out about all the trims, features, options, prices, discounts/rebates, dealer invoice pricing, etcetera for each of these models go to CarCostCanada’s 2022 Hyundai Tucson Canada Prices page2022 Hyundai Tucson Hybrid Canada Prices page, and 2022 Hyundai Tucson Plug-In Hybrid Canada Prices page.

Nissan Rogue sees one of the biggest sales losses in the segment for 2020

2021 Nissan Rogue
Nissan hit the new 2021 Rogue’s design right out of the park, with recent sales numbers showing that buyers like what they see.

While top-five placement from 25,998 sales in 2020 is nothing to sneeze at, Nissan’s Rogue is a regular top-three finisher in the U.S., and used to do just as well up here as well.

The last full calendar year of a longer-than-average six-year run saw the second-generation Rogue’s sales peter out in 2020, resulting in a year-over-year plunge of 30.73 percent. In fact, the only rival to fare worse was the Mitsubishi Eclipse Cross that lost 40.66 percent from the year prior, and that sportier model isn’t exactly a direct competitor due to its coupe-crossover-like profile. On the positive, that unique Japanese crossover earned best in its Compact XSUV class in AutoPacific’s 2021 Vehicle Satisfaction Awards, which is something Mitsubishi should be celebrating from the rooftops.

2021 Nissan Rogue
The new Rogue moves Nissan buyers into a much higher level of luxury.

Fortunately, an all-new 2021 Rogue is already upon us, and was doing extremely well over the first half of this year, with Q2 sales placing it in third. That model provides compact SUV buyers a massive jump in competitiveness over its predecessor, especially styling, interior refinement, ride and handling, electronics, plus ride and handling, while its fuel economy is now rated at 8.1 L/100km with AWD.

The new Rogue’s overall goodness was recently recognized by the Automobile Journalist’s Association of Canada (AJAC) that just named it “Best Mid-Size Utility Vehicle in Canada for 2021”, even though it falls within the compact camp.

The 2021 Nissan Rogue is available from $28,798 (plus freight and fees) in base S FWD trim, while both 2021 and 2021.5 Platinum AWD trims start at $40,798. To learn more about all trims, features, options, prices, discounts/rebates, dealer invoice pricing, and more, check out the CarCostCanada 2021 Nissan Rogue Canada Prices page, plus make sure to find out how the CarCostCanada system helps Canadians save thousands off their new vehicle purchases, and remember to download their free app from the Apple Store or Google Play Store so you can have all of their valuable information at your fingertips when you need it most.

How the rest fared during a challenging 2020

2021 Ford Escape
Ford’s latest Escape hasn’t found as much purchase as previous iterations, despite being offered in conventional, hybrid and plug-in hybrid forms.

For those who just need to know, sixth in this compact crossover SUV segment is Ford’s Escape at 23,747 unit-sales, although deliveries crashed by a staggering 39.89 percent from 2019 to 2020, and that’s after a 9.37-percent loss from the year before, and another 9.0 percent tumble from the 12 months prior. Back in calendar year 2017, the Escape was third in the segment, but for reasons that are clearly not related to the Escape Hybrid’s best-in-class fuel economy of 5.9 L/100km combined, the Escape Plug-in Hybrid’s even more miserly functionality, or for that matter the industry’s recent lack of microchips that seem to have crippled Ford more than most other automakers, the blue-oval brand is losing fans in this class at a shocking rate.

2022 Volkswagen Tiguan
Volkswagen adds a sporty “R” trim to its Tiguan line for 2022, which it hopes will increase compact SUV buyer interest.

And yes, that last point needs to be underlined, there can be many reasons for a given model’s slow-down in sales, from the just-noted chip shortage, as well as the health crisis that hampered much of 2020, to reliability issues and the age of a given model’s lifecycle, while styling is always a key factor in purchasing decisions.

All said, Volkswagen’s Tiguan sits seventh in the compact SUV category with 14,240 units sold in 2020, representing a 26.02-percent drop in year-over-year deliveries, while the aforementioned Forester was eighth with 13,134 deliveries over the same 12-month period. Chevrolet’s Equinox was ninth with 12,502 sales after plummeting 32.43 percent in popularity, whereas Kia’s Sportage capped off 2020’s top 10 list with 11,789 units down Canadian roads after a 6.71-percent downturn.

2021 Jeep Cherokee Limited
Jeep’s Cherokee is one of the only off-road capable SUVs in this compact class, but sales have been slipping despite its many attributes.

Continuing on, GMC’s Terrain was 11th with 9,848 deliveries and an 18.09-percent loss, Jeep’s Cherokee was 12th with 9,544 sales and a 30.27-percent dive, Mitsubishi’s Outlander (which also comes in PHEV form) was 13th with 7,444 units sold due to a 30.43-percent decline, and finally the same Japanese brand’s Eclipse Cross was 14th and last in the segment with 3,027 units sold and, as mentioned earlier, a sizeable 40.66-percent thrashing by Canadian compact SUV buyers.

Ford’s Bronco Sport newcomer already making big gains

2021 Ford Bronco Sport
Ford’s Bronco Sport is the new darling of the compact SUV class, not to mention the Cherokee’s new arch-nemesis.

The Rogue wasn’t the only SUV to shake up the compact SUV class during the first six months of 2021, incidentally, with the second honour going to the Bronco Sport that’s already outselling Jeep’s Cherokee at 2,772 units to 2,072, the Cherokee being the SUV the smaller Bronco most specifically targets thanks to both models’ serious off-road capability.

The Bronco Sport was actually ranking eighth overall when this year’s Q2 closed, beating out the Sportage (which will soon arrive in dramatically redesigned form) despite its two-position move up the charts, this displacing the Forester (which dropped a couple of pegs) and the Equinox (that’s currently ahead of the Forester).

2022 GMC Terrain
General Motors does reasonably well in this class when both Chevrolet and GMC sales are combined, managing a collective eighth place.

The Cherokee, in fact, moves up a place due to sluggish GMC Terrain sales, but to be fair to General Motors, both its Chevy and GMC models (which are actually the same under the skin) would be positioned in eighth place overall if we were to count them as one SUV, while the HyundaiKia pairing (also the same below the surface) would rank third overall.

Make sure to check out the gallery for multiple photos of each and every compact crossover SUV mentioned in this Top 5 overview, plus use the linked model names of each SUV above to find out about available trims, features, options, pricing, discounts (when available), rebates (when available), financing and leasing rates (when available), plus dealer invoice pricing (always available) that could save you thousands on your next new vehicle purchase.

Story credits: Trevor Hofmann

Photo credits: Manufacturer supplied photos

To say that Toyota’s Tacoma is merely king of the mid-size pickup truck hill is a complete understatement. In reality, it’s king of every single hill it climbs up on, from sales success and dependability…

2020 Toyota Tacoma 4×4 Double Cab V6 Limited Road and Trail Test

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Is there a better looking mid-size pickup truck? Toyota hit the nail on the head when it comes to the latest Tacoma’s styling, which we think looks even better in 4×4-focused TRD Pro trim than this classier Limited.

To say that Toyota’s Tacoma is merely king of the mid-size pickup truck hill is a complete understatement. In reality, it’s king of every single hill it climbs up on, from sales success and dependability dominance, to repeated residual value prowess, the Tacoma sits on top of pretty well every metric is competes in. Above that, it’s easily one of the best-looking trucks in the segment, at least equal in interior and driving refinement to its peers, legendarily capable off-road, supported by more aftermarket suppliers than any competitor, as well as a deep well of OEM TRD parts, backed up by more years of truck heritage than any Japanese rival, and thanks to all of the above the “Taco”, as owners like to call it, is beloved by a massive diehard fanbase the world over.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Toyota offers a shorter Access Cab as well as this full four-door Double Cab.

Such street and trail cred could cause an automaker to merely ride on the coattails of a model’s good name, but fortunately for the Tacoma, Toyota has steadily improved it over the 25 years it’s been available, or 52 years if we also count its predecessor that was simply named “Pickup”. Toyota’s truck heritage goes further back than that, however, its 1935 G1 even predating the Toyota brand name, due to being developed under a then-new automotive division established within the Toyoda Automatic Loom company, while its first compact pickup was the Toyopet SB produced in 1947. The earliest Toyota truck you’ll likely find in North America is the Stout that arrived here in 1964, but most enthusiasts will only be familiar with the first five generations of the now classic Pickup, along with the following three generations of Tacoma.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The best-selling Tacoma is appealing in more ways than just visual.

Enough history, what matters is the Tacoma we have here and now. Until 2024 rolls around, when the current model is expected to arrive in redesigned form, today’s 2020 Tacoma is as attractive as mid-size trucks get. The model tested was dressed up in Limited trim, which is as premium as this model gets at $50,750 (plus freight and fees). You won’t be in the cheap seats with the base Tacoma 4×4 Access Cab SR either, thanks to a starting price of $37,450, with the same standard trim in the full four-door Double Cab body style costing just $1,000 more at $38,450.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Limited trim includes a brighter more modern grille inset.

That’s how Toyota delivered mine, although my Tacoma 4×4 Double Cab V6 Limited trimmed version came with the one-foot stubbier five-foot short bed in back, which is how most owners buy this truck. I have to say, as classy as this Limited model is, I prefer the tougher looking TRD Pro I spent a week with last year, although instead of a trim line in that latter truck, it’s actually a $13,495 package that gets added on top of the $43,240 TRD Off-Road trim line, meaning it actually was thousands more than the more luxurious Limited I’m reviewing here.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
LED headlamps come standard with Limited trim.

While all that’s interesting (at least to me), what matters more right now are changes made to the 2020 Tacoma, such as the integration of a new infotainment system that measures 8.0 inches in all trims and package upgrades other than in the base SR that’s 7.0 inches, while featuring Apple CarPlay, Android Auto and Amazon Alexa, not to mention new optional multi-terrain and bird’s-eye view cameras for off-roading. The Toyota Safety Sense P (TSS-P) suite of active safety features was made standard across the entire range too, not that this would affect this top-line Limited model, which previously standard with features like Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Sway Warning System, Automatic High Beams and High-Speed Dynamic Radar Cruise Control (DRCC).

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Limited trim gets plenty of body-colour trim, fog lamps, and silver-coloured alloy wheels.

For folks who want a smaller luxury truck, this Tacoma Limited is ideal. Along with standard LED headlights, LED DRLs and fog lamps, plus a tasteful assortment of bright metal bits on the outside, including a classy new grille design, chrome taillamp inserts, and a fresh set of silver-finish 18-inch alloys, access to the Limited model’s interior now includes an upgraded proximity-sensing Smart Key system for the passenger door, which leads to more premium-like materials as well as a new standard Panoramic View Monitor (PVM) for the driver.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
These silver-finish 18-inch alloys normally come shod in 265/60 all-season tires, although Toyota still had this version riding on Michelin Latitude GreenX winters due to our mid-March test week.

Some of those materials include a leather-wrapped steering wheel and shift knob, leather seat surfaces, pushbutton ignition, really helpful front and rear parking sensors, an equally useful overhead parking camera, a great sounding seven-speaker JBL audio setup, and a somewhat awkwardly named “Connected Services by Toyota Premium Audio with Remote” system that includes embedded navigation with Destination Assist, Remote Connect, plus Service and Connect.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The Taco’s taillights look great, but they’re not LEDs.

The new Limited’s finishings are nicer than I remember previous iterations being. It features an attractive padded leatherette bolster ahead of the front passenger, plus padded leatherette half-door uppers that flow downward to become inserts overtop comfortable armrests front and back. This was never supposed to be a luxurious truck, but the Limited’s leather seat upholstery is plenty nice, with a sharp-looking square pattern embossed into each cushion’s centre panel. Additionally, the leather on the steering wheel includes grippy, perforated hides to each side, plus regular smooth skins on the top and bottom. There’s a good assortment of satin-finish metallic accents too, brightening key details, resulting in a truck that’s a cut above every other Tacoma trim as well as many rivals, without losing any of this pickup’s legendary rugged, purposeful, tool-like status.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
There are more luxuriously appointed mid-size trucks on the market, even when compared to the Tacoma’s most refined Limited trim.

As mentioned a moment ago, the biggest improvement for 2020 is the infotainment system, which now looks as thoroughly modern as anything else in Toyota’s lineup. I like that it still includes rotating dials for power/volume and tuning/scrolling, plus a row of analogue buttons down each side that provide quick access to key features. The interface itself shows Toyota’s latest Entune design, which is mostly made up of grey tones with splashes of colour when highlighting important info or audio graphics. It’s a totally understated design, but I have to say I like it a lot more now, after many weeks of testing in other Toyota models, than I initially did. It reliably responds to prompts quickly, its route guidance is easy to set up and accurate, and it just works well all-round. I also love that this truck has wireless device charging, Toyota having been ahead of the curve with this ultra-convenient feature.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Limited trim provides an attractive padded leatherette bolster ahead of the front passenger, plus padded leatherette half-door uppers all-round.

Then again, I don’t understand why Toyota advertises telescopic steering and only allows about an inch worth of reach extension. Fortunately, Toyota has recognized this problem and therefore started extending the telescopic reach of its steering wheels to fit more body types, so we’ll need to see how they do with future Tacomas. At least the leather-wrapped rim is nicely finished, and the switchgear on each spoke highly functional, as are the buttons, knobs, toggles and rocker switches throughout the rest of the cabin.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The cockpit is well organized, with high-quality switchgear.

Other than the steering column’s telescopic shortcomings, the eight-way power-adjustable driver’s seat is comfortable and the overall layout of cockpit controls is very good, as is the rear seating area as far as roominess goes, where I found plenty of leg and foot room, good space overhead and from side-to-side, plus good back support from the outboard seats. Leather seat surfaces aside, there’s not much in back to give rear passengers a “Limited” experience, due to Toyota missing the opportunity to install a rear centre armrest as well as rear HVAC vents, let alone any USB charging ports or heatable outboard seats, resulting in fairly stark accommodations.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The primary gauge cluster is mostly analogue and easy to read in all lighting conditions, while its mid-mounted multi-information display is par for the course in this class.

The lower rear cushions flip forward to expose handy lidded cargo compartments, however, plus they fold down for securely stowing larger items on top, a process that unveils yet more storage space in behind. Of course, the Tacoma’s outer box is best for heavier hauling. It’s spray-on lined bed is capable of carrying between 1,095 and 1,285 lbs (497 and 583 kilos) of payload, depending on trim, although its usefulness is somewhat negated by not providing standard corner steps like GM’s trucks include, to help older guys like me rise the occasion (although your dealer can bolt on a retractable one from the TRD catalogue), but Toyota does provide this model with a standard cab-mounted bed lamp to assist during nighttime loading, while a 400-watt (120V) cargo bed power outlet is really helpful when using the tailgate as a makeshift outdoor workbench.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The Tacoma’s updated infotainment system works better than ever.

I should also mention the Tacoma is an excellent hauler, thanks to an available hitch that can help it trailer up to 6,500 lbs (2,950 kg) when upgraded with its aforementioned tow package. That’s not quite as strong as some in this class, the Gladiator capable of up to 7,650 lbs (3,469 kg) on its hitch, but it should be sufficient for most owners’ needs.

Load or not, the Tacoma Limited rides nicely for a midsize pickup truck, especially one with rear leaf springs, with on-pavement handling about average for the class. Honda’s Ridgeline is the clear winner of the latter, but its slowest-in-class sales clearly show this isn’t a critical factor amongst mid-size truck buyers, a much more important one being off-road prowess.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Toyota has been ahead of the curve when it comes to wireless charging.

In this regard, the Tacoma is legend, evidenced by the sheer number of in-house TRD and aftermarket 4×4 parts available to enthusiasts, not to mention the countless Taco off-roading clubs, desert race truck entries, etcetera. Chevy’s 4×4-focused Colorado ZR2 or Jeep’s new Wrangler-based Gladiator (especially in Rubicon, desert-rated Mojave or mountain-focused High Altitude trims) probably put up the most serious off-road challenge against Toyota’s Tacoma TRD Pro, at least until the Raptor-ized Ford Ranger arrives in a few years, or for that matter the ZR2-version of GMC’s Canyon that’s rumoured to be due around the same time, and of course, we’ll need to see how the expected updated Nissan Frontier does in the wild when in shows up a bit sooner than the last two, outfitted in its sportiest PRO-4X guise no doubt, but this Limited-trimmed Tacoma is no slouch off the beaten path either.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The Tacoma’s 6-speed automatic is hardly state-of-the-art, but it sure is reliable.

While I’ve tested the current Frontier over gravel and rock, through mud, sand and water, and plenty of other obstacles years back, it’s now so old that only diehard Nissan fans would even consider it against a modern-day Tacoma, and even then, it would probably be a financially-based decision, but instead the hardly freshly minted Taco provides superb 4×4 chops with many more advancements than its once arch-rival. It made easy work of a favourite off-road course, although to be clear my local town’s government had since closed down the best part, another sliver of fun-loving nature turned over to developers for yet more waterfront condos. Nevertheless, I drove it over what remained, and while there were no deeply rutted mud trenches to dig itself out of, or miniature lakes to drive through, there was plenty of gravel, sand and other opportunities to get unstuck. Of course, it was a cakewalk for the Tacoma, even in plusher Limited trim, only requiring me to get out for photos (instead of testing the depth of those just-noted lakes, like I was forced to do on previous excursions).

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The Tacoma Limited’s 8-way powered driver’s seat is comfortable, but the steering column’s short telescopic reach won’t move far enough rearward for some peoples’ optimal comfort and control.

I’m comfortable letting the Tacoma’s reputation fend for itself for this review, not to mention the many opportunities I’ve previously taken to test out the model’s mettle in its backcountry element. Similarly, I’m willing to let third-party analytical firms toot Toyota’s horn when it comes to dependability, all of which place the Japanese company at or near the top of the auto industry, while as importantly the Tacoma regularly hovers above its peers where it can matter most, resale and residual values that truly tell how much you end up paying for a vehicle over time.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The rear seating area is roomy and outboard positions are comfortable, but features in this top model’s back seat are “limited”.

To be specific, the Tacoma earned top marks in Vincentric’s Best Value in Canada Awards for its “Small/Mid-Size Pickup” class in the Consumer category, the number one choice in the “Midsize Pickup” segment of J.D. Power’s 2021 Canada ALG Residual Value Awards, and the highest possible ranking in the “Small Pick-up” category of Canadian Black Book’s (CBB) 2020 Best Retained Value Awards.

One of the reasons the Tacoma holds its value so strongly throughout the years, the just-noted reliability of its well-proven powertrain. My tester’s top-line trim starts with Toyota’s venerable 3.5-litre DOHC V6 featuring VVT-I technology, which does a pretty good job of balancing performance and fuel economy with the dependability that fans of the Japanese brand appreciate. It makes a formidable 278-horsepower and 265 lb-ft of torque, up 119 hp and 85 lb-ft of twist over the truck’s base 2.7-litre DOHC four-cylinder, while both come mated to an electronically controlled six-speed automatic transmission (ECT-i) as standard equipment. Depending on trim, a six-speed manual can be optioned for six-cylinder models, while part-time four-wheel drive is standard on all trims above the base truck that offers rear-wheel drive in its most affordable form.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Pop up the lower rear cushion and there’s a handy cargo bin for stowing valuables.

The Tacoma’s fuel economy rated at a claimed 12.1 L/100km city, 10.1 highway and 11.2 combined in the latter 2WD trim, while the same truck in 4WD gets a 12.7 L/100km city, 10.6 highway and 11.7 combined rating. Lastly, larger, heavier Double Cab variants like my tester are said to be capable of 13.8 L/100km in the city, 11.7 on the highway and 12.9 combined, with my Limited model measuring up to these estimates when driving modestly. While these numbers are not best-in-class, no doubt due in part to the just-mentioned six-speed autobox, that component’s verifiable reliability, as well as the build quality of the entire drivetrain, makes a little more fuel used over the duration of its lifecycle worth it to most buyers.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
Once the lower cushion is flipped forward, the backrest can be lowered to form a useful shelf.

To put that last point into perspective, 12,536 Canadians purchased a new Tacoma in 2019, while 2020 has been looking like it will be even stronger for Toyota’s entry-level pickup. The only automaker to beat Toyota in this segment last year was General Motors that managed a cool 14,067 collective units from both its Chevy and GMC brands, although if we’re measuring individual models against each other the Colorado only managed second with 8,531 examples sold throughout 2019, and the Canyon a mere fourth with 5,536 buyers to its name. As you might have guessed, the Ranger was third with 6,603 sales last year, the Frontier fifth with 3,723, the Ridgeline sixth with 3,405, and finally the Gladiator was seventh and last with 3,050 deliveries, although that rather pricey newbie only entered the market last year, so it wasn’t available for the entire 12 months.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The Tacoma can carry between 1,095 and 1,285 lbs (497 and 583 kilos) of payload, depending on trim.

Despite Toyota having some strong competitors in this market, which will only become fiercer once updated rivals arrive, I believe the Tacoma will become even more popular in the coming years, while others in the class struggle to win over new buyers. Market share is critical in the pickup truck sector, something Toyota has learned in reverse when it comes to selling its full-size Tundra, and the Taco has earned faithful fans like no other. For that reason, it’s my best bet in the class over the long haul, and reason enough for you to either maintain your loyalty or choose it over one of its challengers.

2020 Toyota Tacoma 4x4 Double Cab V6 Limited
The little white flap to the right is a 400-watt (120V) cargo bed power outlet.

To find out more about all Tacoma trim levels, including pricing (with a complete configurator to build out all available features) check out CarCostCanada’s 2020 Toyota Tacoma Canada Prices page, plus make sure to click on any of the links above to check out all of the Tacoma’s competitors along with other vehicles mentioned in this review. A CarCostCanada membership can help you save thousands off of your next new vehicle purchase thanks to accessing dealer invoice pricing before you start negotiating, plus members can gain additional valuable information. Find out how the CarCostCanada system works, and be sure to download their free app from the Google Play Store or Apple Store while you’re at it.

Review and photos by Trevor Hofmann

You’d be forgiven for not noticing, but Jeep completely overhauled its Wrangler two years ago for the 2018 model year. The 2019 model shown here was carried forward mostly unchanged, which is par for…

2019 Jeep Wrangler Unlimited Sahara Road and Trail Test

2019 Jeep Wrangler Unlimited Sahara
This is the new Jeep Wrangler in its long-wheelbase Unlimited body-style and most luxurious Sahara trim level. Looks good, doesn’t it? (Photo: Trevor Hofmann)

You’d be forgiven for not noticing, but Jeep completely overhauled its Wrangler two years ago for the 2018 model year. The 2019 model shown here was carried forward mostly unchanged, which is par for the course with redesigned models, while it’ll mostly do likewise for the upcoming 2020 model year. I’ll cover the key changes in this review, plus give you my road and trail driving impressions, and on that last note you’ll want to peruse the gallery above for one of the most comprehensive photo sessions I’ve ever published.

Some Jeep fans are as old and storied as this iconic model, and while I wasn’t around in the early ‘40s to witness the famed Willys MB (plus the Bantam BRC 40 and Ford GP examples) in action during WWII and subsequent wars, I went 4x4ing in one as a child with my dad at the wheel and can never forget the experience. Also forever etched in my memory is a blue-decaled black 5.0-litre (304 cu-in) V8-powered CJ5 Renegade that I spent one fabulous summer with, complete with loud headers, even louder aftermarket Alpine stereo speakers hanging from the roll bar, and its soft top permanently removed. Suffice to say I’ve become a fan of this now legendary SUV, so I pay attention to all the little changes undertaken with each new model year.

2019 Jeep Wrangler Unlimited Sahara
The the rear, the new Wrangler doesn’t look all that much different than the outgoing model, but the beauty is in the details. (Photo: Trevor Hofmann)

If you’re new to the Wrangler, and such would be understandable being that the quintessential off-roader lures in new fans with each passing year, you may not have noticed its complete ground-up redesign noted a moment ago, but diehard Jeep advocates can easily point out all of the updates. Visual changes from the 2007–2017 JK body style to the new 2018–present JL include a bolder, broader front grille, new available LED reflector headlamps, an off-road ATV-inspired front bumper (that looks much like the front bumper on the 2016 Wrangler 75th Anniversary Edition I reviewed back in the day) with available LED fog lamps, a more shapely hood (albeit not filled with the Anniversary Edition’s cool power dome and black vents or the Rubicon’s similarly vented hood design), redesigned front fenders with integrated wraparound turn signals/markers, heavily sculpted front body panels with side vents (these making up for the more conservative hood), new integrated side steps, new rear fender flares, new more creatively shaped wraparound taillights with available LED technology, a new tailgate, and a new rear bumper (that’s not as sweet looking as the one on the aforementioned 75th Anniversary Edition, but more shapely than the hunk of metal and plastic used for the previous Sahara).

2019 Jeep Wrangler Unlimited Sahara
Pretty well every panel is new, while the front bumper is a real looker. (Photo: Trevor Hofmann)

While you might need to put the new JL next to the old JK to see the subtler differences, such as the updated tailgate, we can surmise that most every panel is new thanks to both regular wheelbase two-door and long-wheelbase four-door models being longer than their predecessors. Specifically, the 2019 Unlimited you’re looking at is 89 mm (3.5 inches) longer than the JK version overall, with a 61-mm (2.4-inch) longer wheelbase. All in all, the new Wrangler manages to look classic and contemporary at the same time, and most importantly it looks mighty good, so job well done to the Jeep design team.

Inside, it’s a much more refined SUV, with doors that slam shut with a thud, and soft touch materials used above the waste-line for the most part. The dash top and instrument panel even get some contrast-stitched leatherette that looks pretty rich, this matching the leather-wrapped steering wheel rim, the leatherette shifter boot and armrests, and the leather surfaced seats. The switchgear is impressive throughout the cabin, particularly the rugged looking audio volume and dual-zone automatic HVAC knobs on the centre stack, while the general quality of most materials and the way everything fits together has improved.

2019 Jeep Wrangler Unlimited Sahara
The LED-infused headlamps are optional, while Jeep now integrated all front fenders with new turn signal/market lamps. (Photo: Trevor Hofmann)

As wholly complete as all of these changes sound, the Wrangler’s primary instrument cluster may have received the interior’s most comprehensive rethink, and while it might have been easier and less expensive to simply substitute its predecessor’s nearly two-dimensionally flat four-gauge layout with an even flatter fully digital display, and thus take the new Wrangler to new levels of modernity in similar fashion to how Mercedes transformed its similarly classic G-wagon from antiquated bushwhacker to digital overlord with its most recent redesign, Jeep created a complex combination of individually hooded primary dials surrounding a massive colour multi-information display (MID).

2019 Jeep Wrangler Unlimited Sahara
The Sahara’s optional rims look great yet provide rugged off-road specifications. (Photo: Trevor Hofmann)

First factoring in that I’m the type of person who simultaneously wears a Seiko SKX007 on my left wrist and the smaller of the two Samsung Gear S3 smart watches on my right, Schwarzkopf style, in order to garner the best of both analogue and digital worlds (not that the SKX is the best, but the GS SBGA031 is too large and a Rolex Sub too pricey), I really like the new Wrangler gauge cluster’s attractive analogue design and appreciate the depth of functions found in the MID, not to mention the cool background graphics that sometimes show an image of the classic WWII GP mentioned earlier, while the tachometer and speedometer dials looks fabulous in their bright orange on black and white motif. I know that fully digital displays are all the rage right now, just like smart watches, but I believe we’ll eventually be paying more for an upgrade to analogue gauges in some high-end models, just like those of us with a weakness for horology are being asked to pay outrageous sums for high-quality mechanical watches. On that note, Jeep’s new primary instrument cluster balances analogue and digital very well. 

2019 Jeep Wrangler Unlimited Sahara
New wrap-around taillights can be upgraded with LEDs. (Photo: Trevor Hofmann)

Those familiar with Chrysler group products (and by that I mean Chrysler, Dodge, Ram and Jeep vehicles that have often shared similar infotainment touchscreens) will already be well versed in the Wrangler’s infotainment touchscreen, which hasn’t changed all that much in function, despite growing in size and modified in shape. The previous 6.5-inch version was more rectangular and laid out horizontally, and featured a row of four buttons down each side, plus a volume/power knob to the left and USB/aux ports (under a pop-off cover) to the right, whereas the new 8.0-inch touchscreen is larger and squarer, with the only quick-access analogue switchgear found in a cluster of dials and buttons just below, mostly for controlling the aforementioned HVAC system. The rightmost dial is for scrolling/browsing and selecting infotainment content, but I found it easier to simply use the touchscreen for such functions, only using the row of external controls for the heated seats and steering wheel (although these could be found within the touchscreen as well), adjusting interior temperatures (ditto), and audio volume.

2019 Jeep Wrangler Unlimited Sahara
The Wrangler Unlimited long-wheelbase is now even longer. (Photo: Trevor Hofmann)

The larger display provides a much-improved reverse camera with dynamic guidelines, the ability to hook up Android Auto (or Apple CarPlay) to use Google Assistant or any number of other functions, plus all the other features most infotainment systems do so well these days, such as highly accurate route guidance/navigation via a nicely laid out digital mapping system, phone setup and control, audio band and station selection, including satellite and wireless device streaming, plus plenty of apps that come preloaded or more which can be downloaded. The screen’s resolution is good, but I wouldn’t call it high-definition like most premium brands and some new mainstream SUVs, such as Chevy’s new Blazer, now provide, but let’s not get me started on that missed opportunity (albeit relative sales hit) to bring something to market capable of going head-to-head with the Wrangler and upcoming Ford Bronco.

2019 Jeep Wrangler Unlimited Sahara
Off-roading? Not a problem in any Wrangler, while the new JL-bodied version is more comfortable over the rough stuff than ever before. (Photo: Trevor Hofmann)

That Blazer in mind, the Wrangler’s ride quality has improved so dramatically that it’s become a high point, something I would’ve never previously expected from this model. Don’t get me wrong, as the JK that I tested during its initial 2005 Lake Tahoe/Rubicon Trail international launch program made massive ride and handling strides over the 1997–2006 TJ, while that comparatively rudimentary appliance was revolutionary when stacked up against the 1987–1995 YJ, and so on down the myriad line of CJs, but this new JL is so much better than any of its predecessors that I’d actually consider owning one again, something I wouldn’t have said about the JK. The fact is, I’m getting older and wouldn’t be willing to get beat up by my daily ride. This new Wrangler is an entirely new level of comfort over its predecessors, and its suspension compliancy is matched by thoroughly improved handling sees this long-wheelbase Unlimited tracking better at high speed and easier to manoeuvre in the city and around parking lots. All round, it’s a much better SUV to live with day to day.

2019 Jeep Wrangler Unlimited Sahara
The new Wrangler’s interior is a big improvement over its predecessor in every way. (Photo: Trevor Hofmann)

This includes better rear seats with more sculpted outboard positions, plus increased legroom due to its longer wheelbase. This second row is still capable of fitting three abreast, but it’s better if just left to two thanks to a unique folding centre armrest that houses two big rubber cupholders and a personal device holder within the headrest portion, plus a wide padded area for forearms behind.

All said this big armrest was a missed opportunity for a centre pass-through that would have made the cargo compartment much more accommodating for long loads like skis when rear passengers are aboard. The way its 60/40-split rear seatbacks are laid out causes the need to lower the narrowest section when fitting skis, poles and/or snowboards inside, and force one of your rear occupants into the middle position. It’s doable, but not ideal, which can also be said for the swinging rear door that’s still hinged on the wrong side for North American (and most global) markets.

2019 Jeep Wrangler Unlimited Sahara
Jeep has given the Wrangler a complex new gauge cluster with a large colour TFT multi-info display. (Photo: Trevor Hofmann)

Due to the need to hang a full-size spare on its backside, the side-swinging door is an awkward setup at best, especially when realizing the simple act of flipping up the rear window for quick access requires the door to be opened first, but the top hatch comes as part of the removable roof and is therefore necessary, and the need to potentially walk out into traffic when loading gear into the cargo compartment from curbside pays respect to tradition, Jeep having always hinged its rear door on the passenger’s side. I’ve complained many times and Jeep isn’t about to change, so I merely point it out to Wrangler newcomers as a possible problem.

2019 Jeep Wrangler Unlimited Sahara
The 8.0-inch infotainment touchscreen is much better and better than the old 6.5-inch system. (Photo: Trevor Hofmann)

On the positive, the long-wheelbase Unlimited model’s dedicated cargo space is up by 18 litres (0.6 cubic feet) to 898 litres (31.7 cu ft), while 70 litres (2.5 cu ft) have been added to its maximum capacity, now capable of swallowing up 2,050 litres (72.4 cu ft) of gear when both seatbacks lowered. This said they don’t lay as flat, but are easier to fold down and no longer gobble up rolling fruits, vegetables or sports equipment. The previous rear seats automatically popped their headrests upward and left their mechanicals exposed when folded, whereas the new ones leave the headrests in place and cover the frames and hinges with a folding carpeted panel. Such refinements are nothing new for the majority of crossover SUVs, but it’s a major breakthrough for the Wrangler that’s long stuffed in rear seats as more of an afterthought, the first Unlimited being a 250-mm (10-inch) extended two-door 2004½ TJ (LJ) with a fairly rudimentary rear bench seat. The thicker rear seat cushions cause a slight bump halfway into the load floor, but it’s a compromise most (especially rear seat passengers) should be happy to accept.

2019 Jeep Wrangler Unlimited Sahara
Comfort has improved significantly, both with the seats and the Wrangler’s upgraded suspension. (Photo: Trevor Hofmann)

The 2019 Wrangler’s 3.6-litre Pentastar V6, eight-speed automatic transmission and part-time four-wheel drive system is a no-compromise combination, however, unless I were to try and compare it to my old CJ5’s V8, and even then I’m guessing its exhaust note would be the only clear winner in a drag race. The modern engine’s tailpipes emit a sonorous tone too, albeit much more refined than the monster truck mayhem bellowing from past memory, the smooth operating six producing 285 horsepower and 260 lb-ft of torque for quick acceleration, while the eight-speed auto’s shifts are quick yet never jarring.

2019 Jeep Wrangler Unlimited Sahara
The entire Wrangler hardtop can still be taken off, while these two panels overtop front occupants can be more easily removed. (Photo: Trevor Hofmann)

Of note, a six-speed manual is standard, with the eight-speed auto adding $1,595 to the 2019 Wrangler Unlimited Sport S’ $40,745 (plus freight and fees) base price, with this Unlimited Sahara starting at $44,745 and the top-line Unlimited Rubicon getting a $47,745 retail price (a base two-door Wrangler S can be had for $33,695). You can also pay $2,590 for a 2.0-litre turbocharged four-cylinder with electric assist that comes standard with the eight-speed auto, this more fuel-efficient alternative providing a bit less thrust at 270 horsepower, but more twist at 295 lb-ft of torque. I have yet to test this new engine so can’t comment, but have driven the six-speed manual and, while a very good gearbox, prefer life in this class of vehicle with an automatic, especially one as refined and quick-shifting as this eight-speed (check out all 2018, 2019 and 2020 Jeep Wrangler prices, including trims, packages and individual options, plus manufacturer rebates and dealer invoice pricing at CarCostCanada, where you can now save up to $3,500 in additional incentives on a 2020, or $4,000 on a 2019).

2019 Jeep Wrangler Unlimited Sahara
Rear seat comfort and roominess is better too. (Photo: Trevor Hofmann)

The autobox gives the 3.6 better economy too, with a rating of 12.9 L/100km in the city, 10.2 on the highway and 11.7 combined compared to 13.8 city, 10.1 highway and 12.2 combined for the manual, while the four-cylinder option leads the pack with a claimed rating of 10.9, 10.0 and 10.5 respectively. As for the upcoming 2020 model year, Jeep will soon answer my many requests by providing its 3.0-litre V6 turbo-diesel as part of its Wrangler lineup. The engine makes 260 horsepower and a substantial 442 pound-feet of torque, while fuel economy should even be thriftier than the current 2.0-litre turbo’s results. The only complaints will come from 4×4 purists, because the diesel will only be available with this long-wheelbase Unlimited model, the more off-road capable regular-wheelbase Wrangler to remain gasoline-powered only.

2019 Jeep Wrangler Unlimited Sahara
Access to the cargo area is unchanged from previous Wrangler’s, which is obviously no problem for its many fans. (Photo: Trevor Hofmann)

Saving the best for last, the Wrangler is the quintessential 4×4, with few rivals even trying to measure up. In fact, pickup trucks aside, the Wrangler is the only serious compact off-roader available from a mainstream volume brand, and will remain so until the Bronco arrives. Chevy and GMC stopped building their small pickup-based Blazer and Jimmy in 2005, but that little SUV never quite matched up to the Wrangler’s 4×4 capability, while Toyota’s FJ Cruiser said sayonara from our market in 2014. Likewise, Nissan’s Xterra was gone from our shores in 2015, leaving the venerable Wrangler to scoop up those 4×4 buyers it didn’t already have.

Of course, I took my Wrangler Unlimited Sahara tester to a local off-road playground I utilize regularly, and it performed flawlessly. All the mud and standing water was a cakewalk for this capable ute, reminding me that the even more robust Rubicon is probably overkill for most peoples’ needs (although it looks awesome). Once on dirt I slid the secondary low gear lever into its 4H (four-high) Part Time position, the first 4H position meant more for slippery pavement or gravel, which allowed me to cruise over the less challenging trails.

2019 Jeep Wrangler Unlimited Sahara
The new rear seat folding system now covers the previously exposed seat frames, but the load floor isn’t quite as flat. (Photo: Trevor Hofmann)

When mucking through thick mud and deep water I engaged 4L (four-low), at which point its secondary set of gears provided all the crawling traction needed to safely, securely pull me out of most any situation. I’ve tested the JK over much more harrowing terrain, the aforementioned Rubicon Trail being one of many off-road encounters, and it always proved a reliable companion. I can only imagine how much more enjoyable Cadillac Hill would be with the new model’s improved suspension, but alas this will need to wait for a future drive, hopefully powered by the upcoming turbo-diesel.

No doubt that future Wrangler will be the best ever created, but it’ll need to be very special to beat this current model. If you haven’t driven a Wrangler in a long time, possible due to memories of harsh suspensions and hostile surroundings, I highly recommend some time well spent in this new model. Even if you tested the old JK a year or two ago and found it a bit too rough around its edges, don’t let that experience discourage you from giving the new JL a chance.

2019 Jeep Wrangler Unlimited Sahara
The much more comfortable new Wrangler might be an ideal fit to your lifestyle. (Photo: Trevor Hofmann)

Lastly, here’s some sound business reasoning for choosing a Wrangler over any other vehicle currently available. According to ALG, the world’s best-known 4×4 has the highest residual value in Canada’s entire automotive sector, with the four-door Unlimited only losing 30-percent of its value over three years, and the two-door version’s value dropping by just 31.5-percent over the same period. On top of this, the Wrangler won the Canadian Black Book’s 2019 Best Retained Value Awards in the Compact SUV category for the 9th year in a row, while this year it achieved a new retained value record of 91 percent (Jeep also achieved the best retained value position with the Renegade in the Sub-Compact Crossover category).

This means the Wrangler doesn’t only have to be about what you want, but can also justifiably represent what you need. In other words, the Jeep Wrangler is quite possibly the most intelligent automotive choice available today.

Remember when full-size truck-based SUVs were the environmental equivalent of the antichrist? Hummer was the “Chucky” poster child brand of everything automotively evil, and its 2010 demise at least…

2017 GMC Yukon XL Denali

2017 GMC Yukon XL Denali
The 2017 GMC Yukon XL Denali looks positively rich with its massive chrome grille, 22-inch chrome wheels, and gorgeous optional White Frost Tricoat paint. (Photo: Karen Tuggay, Canadian Auto Press)

Remember when full-size truck-based SUVs were the environmental equivalent of the antichrist? Hummer was the “Chucky” poster child brand of everything automotively evil, and its 2010 demise at least partially due to socially falling out of favour with the do-gooder elite that helped it get a foothold in the mainstream market in the first place.

That would be pre-California governator Arnie Schwarzenegger in the driver’s seat, the real Col. John Matrix even influencing the design of GM’s Tahoe/Yukon-based H2 before turning up personally to introduce it in concept form at the 2001 New York auto show. Not long after it became politically incorrect to be seen in anything so carelessly gluttonous with fossil fuels (he first ran for governor in 2003 and was elected in 2006), a photo of Arnold spinning a globe of the world on his finger with the words “Save the Planet — Or Else” on the cover of Newsweek comes to mind. His environmental scorecard wasn’t exactly agent orange, but then again it wasn’t anywhere near as green as predecessor Gray Davis’ agenda, or for Jerry Brown that both preceded and immediately followed, but the True Lies star had to at least look more steward than predator.

2017 GMC Yukon XL Denali
Long? This Ohio-class SUV needs a nuclear reactor of its own. (Photo: Karen Tuggay, Canadian Auto Press)

Not anymore. Arnold drives an even bigger military grade Hummer H1 now, while relatively cheap gas and even cheaper money has caused a spike in the number of big SUVs leaving domestic and imported brand showrooms. Only Toyota’s Sequoia (What’s that you ask?) has taken a downturn in recent years, with every other full-size mainstream branded SUV having had its best year in a very long time in 2016, if not its best year ever. GM dominates this segment, with 10,681 Chevy Tahoes/Suburbans and GMC Yukons down the road last year, while the next-best Ford Expedition found just 3,729 buyers. Nissan’s new Armada saw considerable growth in 2016 with 716 sales, whereas the aforementioned Sequoia dropped to 697 units.

Here in Canada, GMC regularly outsells Chevrolet in the full-size SUV category, with last year’s totals being 5,446 units compared to 5,235, whereas it’s a much bigger gap in the opposite direction in the U.S. market where Chevy sold a total of 163,388 Tahoes and Suburbans to GMC’s 90,501 Yukons for a much greater per capita total of 253,889 units. Just for fun, can you guess how many plug-in hybrids and full-electric vehicles sold during the same 12 months? Out of 30 unique offerings, U.S. sales totalled a mere 159,139 units, and that’s after baiting customers with mega government handouts. So much for the environmental movement hitting the mainstream.

2017 GMC Yukon XL Denali
There’s lots to love about the Yukon XL Denali, including a full 14 inches of wheelbase and 20 inches of extra length over the regular Yukon. (Photo: Karen Tuggay, Canadian Auto Press)

To GM’s credit its Chevrolet Volt was a major player on that list of 30 plug-in models, while the new Bolt EV is a very real, affordable electric that consumers can buy now—no jab at Tesla intended. These (likely) money-losing bowtie projects are funded by the aforementioned high-profit SUVs, as well as even higher profit pickup trucks, ultra-popular crossover SUVs, and a number of strong selling conventionally powered cars (the new Malibu is superb, by the way), which is just another reason for Arnie and company to embrace the big SUV.

Don’t get me wrong. I fully respect and appreciate Arnold Schwarzenegger; I loved Hummer, especially the final H2 and H2 SUT while rock-crawling around Aztec, New Mexico in 2008; and I adore the Yukon, especially this mammoth Yukon XL, GMC’s version of the 14-inch extended-wheelbase Chevy Suburban, making both 20 inches longer overall and more than doubling cargo capacity behind the third row. The Denali is even better, coming close to the ultimate Cadillac Escalade ESV experience without the, “In yo’ face mutha f…” hip-hop star attitude.

2017 GMC Yukon XL Denali
The Denali comes very well stocked with luxury and convenience features. (Photo: Karen Tuggay, Canadian Auto Press)

Its massive 420-horsepower 6.2-litre V8 feels like it’s got enough twist on tap to spin the world in the opposite direction when accelerating westward, its standard 275/55R20 or even meatier as-tested 285/45R22 rubber churning asphalt from all four corners via an efficient eight-speed automatic fed by 460 lb-ft of torque. Despite pushing 2,605 kilos (5,743 lbs) of bulk it feels light on its feet, but I best not go into driving dynamics details before the upcoming road test or this wouldn’t be a “Garage” teaser story, now would it?

I will fill you in on some 2017 updates, mind you, a new “Teen Driver” feature allowing some parental guidance when the big ute is out of site with kids at the wheel. Safety issues in mind, low-speed forward automatic braking is now optional on lesser models and standard with the Denali, while all trims get new active front aero shutters to improve highway economy.

I thought you’d never ask. The Yukon XL is five-cycle Transport Canada rated at 15.1 L/100km city and 10.4 highway with the base 5.3-litre V8 and RWD, while that engine with 4WD is good for a claimed 15.2 city and 10.8 highway. The as-tested Yukon XL Denali gets a 16.0 L/100km city and 11.7 highway rating, which is actually pretty good compared to some full-size SUV rivals.

2017 GMC Yukon XL Denali
Do you think you might fit in? You’d need to be 251-cm (8-foot-2.8-inch) tall Sultan Kösen to feel cramped, not Arnold who’s “only” 188 cm (6-foot-1.6). (Photo: Karen Tuggay, Canadian Auto Press)

Other than the obvious chromed styling enhancements and larger engine, multi-speedier transmission, standard 4WD configuration, and 20-inch rims, the XL Denali gets a standard magnetic ride control suspension, heavy-duty trailering package with an integrated trailer brake controller, transmission oil cooler, HID headlights with auto high beams, fog lamps, an acoustic laminated windshield, rain-sensing wipers, power-folding side mirrors, chrome-accented assist steps, proximity-sensing access with pushbutton ignition, a unique leather-clad interior, a heated leather-wrapped steering wheel, power-adjustable pedals, heated and ventilated power-adjustable front memory seats, an auto-dimming rearview mirror, a universal garage door remote, tri-zone auto climate control, 8.0-inch customizable colour TFT driver information display, a head-up display that projects key info on the windshield, a rear parking camera, OnStar with 4G LTE and a built-in Wi-Fi hotspot, wireless phone charging, active noise cancellation, 10-speaker Bose Centerpoint Surround audio, HD and satellite radio, front and rear parking sensors, blindspot monitoring with lane change alert and lane keep assist, forward collision alert, a safety alert driver’s seat, power-folding third-row seats, a powered liftgate, and plenty more.

2017 GMC Yukon XL Denali
Cargo space? Unless you’re hauling a house you’ll probably be ok. (Photo: Karen Tuggay, Canadian Auto Press)

My stunning White Frost Tricoat-painted tester, an $1,195 option, was completely loaded up past the Yukon XL Denali’s reasonable $82,290 asking price, with gorgeous $3,195 22-inch six-spoke chromed “Multi-Feature Design” alloys, plus $1,920 power-retractable assist steps that neatly tuck up within the rockers to look like a nice strip of chromed trim.

Additionally, a $2,900 (including a $795 option credit) Open Road package added a powered glass sunroof up front and a ceiling-mounted flip-down Blu-Ray DVD entertainment system in back, the latter with Wi-Fi wireless projection capability, a remote, four pair of two-channel wireless digital headphones, a cluster of auxiliary HDMI/MHL audio/video inputs, two rear USB ports, plus nine months of SiriusXM radio and NavTraffic service. Not so obvious but appreciated even more was $1,095 worth of adaptive cruise control with the fortunately unsung benefit of Automatic Collision Preparation, which replaced the previously noted standard Low Speed Forward Automatic Braking with full forward collision mitigation. There was more, adding $11,350 in options for a new total of $93,640 before freight and fees, but we’ll leave it there.

Come back soon for experiential details from the driver’s seat, plus the good, the bad, and the… no there’s nothing ugly inside, the pros and cons of its infotainment touchscreen, switchgear quality, overall comfort levels, load-holding, load-hauling and towing specifics, and anything else I can think of adding. Until then, don’t go and buy a Sequoia…

Stories about unprecedented pickup truck sales growth aren’t fully founded in reality, as shown by 2016 Canadian sales stats. Only Ford’s F-150 saw a big improvement last year, with 145,409 units…

2017 Nissan Titan Crew Cab PRO-4X

2017 Nissan Titan Crew Cab PRO-4X
The 2017 Nissan Titan Crew Cab PRO-4X gets less chrome than its siblings for a sportier look. (Photo: Karen Tuggay, Canadian Auto Press)

Stories about unprecedented pickup truck sales growth aren’t fully founded in reality, as shown by 2016 Canadian sales stats. Only Ford’s F-150 saw a big improvement last year, with 145,409 units out the door compared to just 118,837 in calendar year 2015, but it suffered from production issues that year. Toyota’s Tundra grew its numbers too, from 10,829 deliveries in 2015 to 11,364 in 2016, but compared to the blue oval, Toyota is clearly in the minor leagues when it comes to full-size pickups.

Last year’s losers include the Ram pickup that had its best year ever with 91,195 units in 2015 but fell to 89,666 sales in 2016 (nevertheless that’s its second-best-ever tally), whereas GMC Sierra deliveries dipped from 53,727 units in 2015 to 51,091 last year, Chevy’s Silverado sales dropped from 46,407 in 2015 to 44,932 in 2016, and believe it or not Nissan’s new Titan, which had 3,226 buyers in 2015 found only 2,715 last year, despite an entirely new model.

2017 Nissan Titan Crew Cab PRO-4X
Its rugged exterior can be had in a much brighter array of available colours if you want it to really stand out. (Photo: Karen Tuggay, Canadian Auto Press)

This dramatic downward drop wasn’t necessarily due to any reduction in interest, but more so a changeover to the new model (which required phasing out the old one) and the lack of a gasoline-powered version (only the new heavy-half “Extra Duty” Cummins diesel was available for 2016).

Incidentally, the full-size pickup truck sales scenario played out similarly in the U.S. last year, with all models south of the 49th moving up and down the sales chart just like here in Canada, except for the Ram pickup and Titan that gained in numbers and the Tundra that lost out.

2017 Nissan Titan Crew Cab PRO-4X
LED lighting elements, body-colour and black trim, and these 18-inch machine-finished alloys add to the PRO-4X look. (Photo: Karen Tuggay, Canadian Auto Press)

The Titan’s lack of gasoline power has been remedied for model year 2017, and the first four months of the New Year has improved for Japan’s alternative full-size truck brand here in Canada with 1,566 deliveries so far. If extrapolated throughout the year this number would grow to almost 4,700, resulting in the Titan’s best year ever (it’s previous high was 3,499 units in 2012), but we’d better not count these chickens before they’re hatched, as we know how that can turn out in the auto industry.

Still, there are a lot of reasons to be bullish about the new 2017 Titan, especially in standard trim. Those who like the look of the rugged new Titan XD will be happy Nissan kept its façade mostly unchanged with the standard truck, including its bold three-part rectangular grille, massive headlamp clusters, muscularly flared fenders, sporty side engine vents, and acres of chrome (depending on trim).

2017 Nissan Titan Crew Cab PRO-4X
This is a sign of its new base V8 engine, now good for 390 horsepower and 401 lb-ft of torque. (Photo: Karen Tuggay, Canadian Auto Press)

Actually, the $57,600 Crew Cab PRO-4X in our garage is the sportiest Titan variant, meaning much of its chrome has been swapped out for body-colour, matte black and satin aluminum, resulting in a look that’s much more sophisticated and (to these eyes) much more appealing. Along with the subdued glitter it gets a fabulous looking set of 18-inch machine-finished alloys with black painted pockets and (partial) spokes, these wrapped in 275/65 Toyo Open Country winters on my tester (although the standard 275/70 all-terrains would no doubt prove more capable off the beaten path).

Adding to the PRO-4X model’s trail trekking prowess are Bilstein off-road shocks, an electronic locking rear differential, hill descent control, transfer case and lower radiator skid plates, etcetera, while the interior gets metallic-tone interior accents, carpeted floor mats with PRO-4X logos, front bucket seats with special PRO-4X embroidery and a centre console in place of the standard bench, plus more.

2017 Nissan Titan Crew Cab PRO-4X
This upscale cabin comes as part of both PRO-4X and Luxury package upgrades. (Photo: Karen Tuggay, Canadian Auto Press)

The standard Titan loses no size to the XD, with both near identical in length, width and height, depending on trim. The Regular Cab body style gets an eight-foot bed, whereas Crew Cab models utilize a five-and-a-half-foot bed. Nissan promises an extended cab model at a later date, but for now only the two cab and bed configurations are available.

I won’t go into detail about our tester’s cabin other than to say the $6,400 Luxury package makes for an impressive off-roader thanks to leather upholstery with white contrast stitching, front seat ventilation, a heatable steering wheel, heatable rear seats, a 360-degree Around View monitor, and remote start.

Our Crew Cab tester was outfitted with Nissan’s Utili-track Channel System with four load-securing tie-down cleats, standard with the PRO-4X, while integrated in-bed lockable boxes are also available. Even more important (depending on your height) is a new retractable Rear Bumper Step Assist system that aids access to the bed for only $399 (although standard with the PRO-4X), while available $1,029 step rails or $1,159 running boards would’ve been helpful too.

2017 Nissan Titan Crew Cab PRO-4X
A 360-degree camera helps with a truck this large. (Photo: Karen Tuggay, Canadian Auto Press)

Standard PRO-4X exterior features not already mentioned include auto on/off headlights with signature LEDs, “Follow Me Home” functionality and integrated LED DRLs, plus fog lamps, LED under-rail bed and tailgate area lighting, heatable power-adjustable manually-extendable tow mirrors with integrated turn signals and puddle lights, rain-sensing wipers, front and rear parking sensors, blindspot monitoring with rear cross-traffic alert, a power-sliding rear window with a defroster, a factory-applied spray-on bedliner, a 110-volt power outlet in the bed, an electronic locking tailgate, rear utility bed steps, a Class IV tow hitch receiver with a four-pin/seven-pin wiring harness, trailer brake controller and trailer light check, and more.

2017 Nissan Titan Crew Cab PRO-4X
That’s leather with white contrast stitching, part of the PRO-4X Luxury package. (Photo: Karen Tuggay, Canadian Auto Press)

Proximity keyless entry with pushbutton ignition gets you inside, where you’ll be met by everything already noted as well as a leather-wrapped steering wheel, dual-zone automatic climate control, NissanConnect infotainment with a 7.0-inch touchscreen featuring a rearview camera, navigation, mobile apps, voice recognition, SiriusXM Traffic and Siri Eyes Free, Rockford Fosgate audio with 12 speakers and a sub, a centre console-mounted household-style 110-volt AC outlet, an eight-way powered driver’s seat with powered lumbar, heatable front seats, a lockable rear-seat cargo organizer, and much more.

The lighter weight regular Titan is an able ranch hand yet not quite the beast of burden of the XD, its maximum payload just 730 kilos (1,610 lbs) compared to the XD’s best 907-kilogram (2,000-lb) rating, and its top tow rating is 4,259 kg (9,390 lbs) instead of 5,443 kg (12,000 lbs). This comes down to a lighter duty chassis with unique spring rates, hubs, brakes, and more.

2017 Nissan Titan Crew Cab PRO-4X
A roomy interior? We’ll tell all in an upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)

The only engine on offer in the regular Titan is Nissan’s Endurance 5.6-litre V8 capable of a generous 390 horsepower and 401 lb-ft of torque, which adds up to 73 more horsepower and 16 lb-ft of extra torque over the outgoing V8. This new engine is also found in Nissan’s 2017 Armada SUV (and its Infiniti QX80 counterpart), while all variations on the theme are partnered to the same seven-speed automatic transmission.

For comparison purposes, the Endurance 5.6-litre V8 matches up well against the Ram 1500’s 5.7-litre Hemi V8 and Toyota’s 5.7-litre Tundra V8, while it’s stronger than Ford’s 5.0-litre V8 and GM’s 5.3-litre V8.

2017 Nissan Titan Crew Cab PRO-4X
That’s a helpful retractable step under the Titan bumper. (Photo: Karen Tuggay, Canadian Auto Press)

Four-wheel drive is standard on all but the base Titan Regular Cab S model, which incidentally starts at just $35,498. That price will likely go down when a V6 model is introduced, but so far we only have a promise from Nissan, with no release date.

As for fuel economy, the Titan Crew Cab achieves a claimed 15.2 L/100km in the city and 11.1 on the highway, whereas my PRO-4X tester is less frugal at the pump with a rating of 16.0 L/100km city and 12.0 highway.

I’ll include much more info as well as my driving impressions in an upcoming road test review, so stay tuned for more…