redesign | The Car Magazine

Seven years have passed since Lexus introduced its fourth-generation RX, and while a dramatic departure stylistically than the more conservative model it replaced, time always takes its toll. The RX’…

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Bold new 2023 Lexus RX revealed with 367-hp hybrid

2023 Lexus RX 350 Premium — The new 2023 Lexus RX 350, shown here in base Premium trim, will be available this coming fall.

Seven years have passed since Lexus introduced its fourth-generation RX, and while a dramatic departure stylistically than the more conservative model it replaced, time always takes its toll.

The RX’ continued success (it’s long been its mid-size luxury crossover SUV segment’s number-one seller, in both in Canada and the U.S.) means than even what once seemed daring and different can start to look commonplace and dated, but a fresh new RX will soon remedy any softening in the sales department.

Evolution of outgoing RX design makes for a fresh new look

First off, Lexus’ distinctive spindle grille is gone, but not entirely. As RX Project Chief Designer Jota Kusakari explains in a video (see below), it’s now a “spindle body,” encompassing the entire SUV.

This can clearly be seen up front, where the bulging hood forms into a body-colour nose-cap that melds almost seamlessly into the blackened grille opening below, much like Lexus’ new RZ electric. The spindle shape continues to flair outward as it reaches the lower valance, similarly to the previous RX, while it’s accentuated further via corner vents to each side.

Spindle grille gives way to new “spindle body-concept”

As dramatic as the frontal redesign, the spindle body-concept enhances the new RX’ rear design even more than the outgoing version, where an angled crease, parallel to the rear clip cutline, slices upwards from the aft portion of each rear wheel cut-out, overtop an identically angled rear corner vent, before ending where a singular taillight element forms into its centre section, which, much like that on the smaller UX, features a light bar lamp that appears stretched between two sharply angled outer lenses.

This design increases the visual tension started by the previous RX, almost as if the new model’s sides have been pinched together slightly at centre. There are plenty of other details worth noting too, some being quite creative, yet while nothing remains the same from old to new, no one will mistake this fifth-generation RX for anything other than a mid-size Lexus.

All-new RX sits on Toyota GA-K platform architecture

The new RX is built upon Toyota’s well-proven GA-K platform, even though it might appear as if it was formed off the back of the outgoing model’s Toyota K architecture. The latter is due to some carryover design elements like the lower half of the just-noted grille opening, the sharply angled LED headlamps with checkmark-style LED driving lights, forward-canted vertical corner vents with circular LED fog lamps, sweptback roofline with floating D pillars, and sharply angled wraparound LED taillights.

Even the rear reflectors, which make way for sportier vertical vents, are at the same angle in more or less the same place, while F Sport models receive much larger vents next to new rear reflectors on the bumper cap, providing a much more aggressive appearance.

Lighter and stiffer makes for better handling

The GA-K platform is is up to 90 kg lighter in the RX than the outgoing model, thanks to new materials in the main framework, while torsional rigidity has increased as well. Along with this is a lower centre of gravity and better weight distribution, while an all-new multi-link rear suspension design, attached to a stiff high-torsion rear body frame, “facilitates more consistent suspension input/travel during acceleration, deceleration and steering moments,” says Lexus.

It should all result in optimized performance, while the new model’s 60-mm longer wheelbase should improve ride quality too. Additionally, a 60-mm shorter rear overhang should also aid handling as well as providing a more athletic looking stance. Lexus managed to maintain an identical overall length to the previous RX too, so those trading up should feel right at home when parking.

More rear passenger and cargo room is always welcome in the mid-size class

The new GA-K platform increases the “front/rear couple distance” too, which provides greater rear legroom, while cargo space is reportedly improved too, as is access to the load floor thanks to a lowered liftgate sill that decreases the lift-over height.

The GA-K platform, incidentally, also underpins the new Lexus NX, the luxury brand’s latest ES, plus plenty of others from the namesake mainstream volume brand’s lineup, such as the Toyota Camry, Avalon, RAV4, Venza, Highlander, and Sienna, thus it will once again be ideal for the automaker’s range of hybrid powertrains.

RX powertrain options expand from two to four

2023 Lexus RX 450h PHEV — A new RX 450h plug-in hybrid (PHEV) will be available as a late arrival.

Electrifying in mind, the entry-level RX 350 (more on that in a moment) will now be complemented by three different hybrid alternatives, including a new 2.5-litre four-cylinder version dubbed RX 350h that should be quite popular due to an expected lower price point and improved fuel economy than today’s RX 450h, with Lexus estimating a very thrifty 7.1 L/100km combined city/highway.

It should be more than capable of hauling a fully-laden mid-size crossover SUV too, being that it’s sourced from the aforementioned Venza and Sienna, which are now dedicated hybrids, plus Toyota’s Highlander Hybrid. It makes a net 246 horsepower and 233 lb-ft of torque, which is good for 7.6 seconds from zero to 100 km/h (just 0.2 seconds off of the base non-hybrid variant), plus comes mated to a continuously variable automatic transmission (CVT) plus all-wheel drive.

Lexus adds plug-in and high-performance hybrid options to RX lineup

2023 Lexus RX 500h F Sport Performance — Top of the line will be new RX 500h F Sport Performance trim with 367-hp and 406 lb-ft of torque.

Additionally, there will be a plug-in hybrid (PHEV) using a similar name to the current V6-powered RX 450h, albeit named 450h+, but it’ll arrive later and therefore Toyota hasn’t provided any additional info. Due to the name, we should expect a bit more performance than the new RX 350, plus, of course, greater and more utile EV range.

Lastly, the pinnacle of RX performance will now be the all-new 500h F Sport Performance, which promises to be quite the mid-size family hauler, with the emphasis on hauling arse. This model combines the more potent 2.4-litre turbocharged four-cylinder from the base RX 350 with a different six-speed automatic, an inverter, and all-wheel drive via Lexus’ eAxle unit boasting a stronger high output electric motor, inverter and reduction gearbox.

New 500h F Sport Performance puts RX in the mix with turbo-six Europeans

This results in a soul-stirring 367 horsepower and 406 lb-ft of torque, which is similar to what we can find under the hood of twin-turbo six-cylinder-powered competitors like the Genesis GV80 3.5T and Mercedes-Benz GLE 450 hybrid, and considerably more than what BMW’s X5 provides from its 3.0-litre turbo-six. The benchmark here is Volvo’s XC90 Recharge, with 400 hp and 472 lb-ft of torque from a turbocharged, supercharged and plug-in hybridized 2.0-litre four, but there will likely be a sizeable price difference between this new Lexus and the Swedish brand’s flagship SUV.

Where the XC90 Recharge can sprint from standstill to 100 km/h in 5.6 seconds, the top-tier RX 500h F Sport Performance can do so in a respectable 6.1 seconds, whereas the two competitors’ city/highway combined fuel economy is rated at 8.8 L/100km for the Swede and a very similar 9.0 L/100km for the Japanese. Incidentally, the aforementioned Mercedes-Benz hybrid SUV scoots from zero to 100 km/h in 5.7 seconds while achieving a claimed city/highway rating of 10.4 L/100km at the pump, while the non-hybrid X5 xDrive40i matches the Mercedes’ fuel economy while providing a sprint time of 5.5 seconds. Strangely, BMW has a pricier plug-in hybridized X5 dubbed xDrive45e that uses more fuel than the regular version, at 11.5 L/100km combined, and takes 0.1 seconds longer to hit 100 km/h.

Lexus introduces Direct4 all-wheel drive for new RX 500h F Sport Performance

Gripping pavement under the RX 500h F Sport Performance is a new Direct4 all-wheel drive system that Lexus is touting as its “highest technology all-wheel drive” system with “maximum grip, traction and acceleration in all situations.” Unfortunately, that’s all we know about it thus far, so we’ll just have to wait until more info comes out in order to learn what makes it better than Lexus’ regular AWD.

Overall, Lexus claims its RX 500h F Sport Performance provides “a sportier, more performance-driven look and feel,” thanks to its straight-line performance, of course, plus that all-wheel drive system and opposed six-piston brake calipers to enhance stopping power. These are framed in a set of 21-inch aluminum wheels “that exude a wide, confident stance,” and upgraded 235/50R21 rubber for enhanced traction.

Additional RX 500h F Sport Performance details include a unique mesh grille, plus special front and rear bumpers, while the cabin gets a whole host of F Sport upgrades such as a perforated leather-wrapped steering wheel rim, paddle shifters, aluminum foot pedals, additional aluminum trim, leather upholstery, microsuede-trimmed interior door panels, F Sport branded scuff plates, and more.

New RX 350 base model promises strong performance and better efficiency

Back to the basics, the entry-level and sole non-hybrid RX 350 drops the current model’s 3.5-litre V6 for a much thriftier 2.4-litre four-cylinder engine that’s capable of 9.8 L/100km combined. It makes a solid 275 horsepower and 317 lb-ft of torque, and while this might seem like a downgrade of 20 horsepower compared to the outgoing model’s 295, it’s also an upgrade of 50 lb-ft of torque, resulting in a net positive. It also comes mated to a sporty yet efficient eight-speed automatic transmission with standard all-wheel drive, so therefore, once factoring in pricing, which has yet to be released, this will likely be Lexus’ best-selling RX trim level in Canada.

The RX 350, and all RX trim lines, come standard with a generous supply of advanced safety and convenience technologies that the luxury firm dubs Lexus Safety System+ 3.0. This suite of features includes Pre-Collision System (PCS) with Pedestrian Detection, Intersection Support and new Motorcycle Detection; as well as All-Speed Dynamic Radar Cruise Control with new Curve Speed Management (DRCC); Lane Departure Alert with Steering Assist (LDA); and Emergency Driving Stop System (EDSS).

On the high-tech options list is Advanced Park that helps out when parallel parking, or when wanting assistance for back-up parking, forward-facing parking, or forward-facing and back-up exiting.

Seven grades mean standard and optional equipment will be plentiful

As for additional standard features, the new 2023 RX will get 19-inch alloy wheels, Lexus’ e-Latch proximity sensing access, and Lexus Interface, these details garnered from the Canadian press release, whereas the few options specifically mentioned include multi-coloured illumination accents, “tasteful” door trims, a head-up display (HUD), a 14-inch Multimedia Touchscreen Display, navigation, and a panoramic glass sunroof. Of course, there will be plenty more available in the 2023 RX’ seven grades, which will include Premium, Luxury, Ultra-Luxury, Executive, F SPORT 1, F SPORT 2 and F SPORT 3, but we’ll need to wait until closer to launch before knowing details.

A total of 10 exterior colour choices will be available too, depending on the chosen grade, including Caviar, Copper Crest (a Lexus-first), Eminent White Pearl, Grecian Water, Iridium, Matador Red Mica, Nebula Gray Pearl, Nightfall Mica, Nori Green Pearl, and Ultra White, while inside there’s a choice of four grade-dependant “ornamentation styles” including Ash Bamboo, Black Cascade, Black Open Pore, and Dark Graphite Aluminum, as well as six cabin colours including Black, Birch, Macadamia, Palomino, Peppercorn and Rioja Red.

Lexus expects the new 2023 RX to go on sale at the end of 2022, so it’s probably a good idea to claim your spot in line if you want to be first.

The All-New 2023 Lexus RX – World Premier (9:50):

Introducing the All-New RX | Lexus (2:51):

The Lexus RX | Lexus (8:35):

2022 Lexus Product Showcase | Lexus (24:40):

Story credits: Trevor Hofmann

Photo credits: Lexus

Land Rover has just pulled the wraps off its third-generation Range Rover Sport (compare it to the current Range Rover Sport here), and while its styling is purely evolutionary to the point that nobody…

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All-new 2023 Range Rover Sport debuts with advanced hybrid powertrains

2023 Land Rover Range Rover Sport — Land Rover has refined every inch of the new 2023 Range Rover Sport, improving aerodynamics and styling.

Land Rover has just pulled the wraps off its third-generation Range Rover Sport (compare it to the current Range Rover Sport here), and while its styling is purely evolutionary to the point that nobody could possibly mistake it for anything other than a more aerodynamically refined Range Rover, it certainly looks good, while exterior improvements, including flush glazing and powered pop-out door handles, a hidden waist rail finisher, and a laser-welded roof, help deliver a slick drag coefficient of just 0.29.

“The exceptional New Range Rover Sport sets new standards as the ultimate sporting luxury SUV, building on seventeen years of unique customer appeal,” said Thierry Bolloré, Chief Executive Officer, Jaguar Land Rover. “It is the latest embodiment of our vision to create the world’s most desirable modern luxury vehicles, effortlessly blending new levels of sustainability with the signature qualities that have made Range Rover Sport so popular.”

New mixed-metal platform architecture makes body structure 35 percent stiffer

Under the Sport’s sleek skin is an all-new rear-wheel drive-biased MLA-Flex mixed-metal platform architecture that provides up to 35 percent more torsional rigidity than the previous model.

“Land Rover’s pioneering flexible MLA architecture and the latest chassis systems come together to deliver the highest levels of dynamism we’ve ever seen on Range Rover Sport,” said Nick Collins, Executive Director Vehicle Programmes, Jaguar Land Rover. “Integrated Chassis Control governs the comprehensive suite of innovations, co-ordinating everything from the latest switchable-volume air suspension system to our Dynamic Response Pro electronic active roll control. The result is the most engaging and thrilling Range Rover Sport ever.”

Upgraded air suspension joins all-wheel steering for best-ever handling

The new platform aids cornering capability, high-speed stability and overall handling feel, plus all trims feature Dynamic Response Pro, which minimizes roll thanks to a 48-volt electronic active roll control system that’s capable of applying up to 1,400 Nm of torque across each axle, whereas the standard Dynamic Air Suspension system, with switchable volume air springs, provides twin-valve active dampers for “ultimate agility, control and composure,” says Land Rover in their press release.

What’s more, a Stormer Handling Pack combines Dynamic Response Pro, All-Wheel Steering, and an Electronic Active Differential with Torque Vectoring by Braking and Configurable Programs. Thanks to as much as 7.3 degrees of rear-wheel steering, the all-wheel steering system promises a compact car-like turning circle as well as the type of on-road agility normally found in a much smaller vehicle.

No shortage of conventional and hybrid power units available globally

Such agility and stability will be important considering all the power available in top-tier trims, but Land Rover has yet to announce exactly which powertrains will be available to the Canadian market.

Globally, the Sport will be offered with a 3.0-litre inline six-cylinder Ingenium engine in four states of tune. Both entry-level versions, dubbed P360 and P400, boast 48-volt mild-hybrid designs, and while we can’t be sure if either will make it across the Atlantic to our port of entry, we can be certain that all three mild-hybrid six-cylinder diesel engines, named D250, D300 and D350, won’t be sold here.

Two plug-in hybrid drivetrains provide up to 113 km of EV range

A more likely base engine in our market is the P440e, which incorporates an electric motor powered by a 38.2-kWh battery for a total of 434 net horsepower and a claimed zero to 100 km/h acceleration time of 5.8 seconds. Alternatively, or possibly offered as an option, a higher output version of the same engine gets the P510e moniker due to its larger 105kW electric motor, which along with the same 38.2-kWh battery provides net output of 503 horsepower and a standstill to 100 km/h sprint time of 5.4 seconds.

Both full-hybrid power units provide up to 113 kilometres (70 miles) of zero local emissions EV range in optimal conditions, or an expected real-world range of 88 km (54 miles), which, says Land Rover, is “enough for most owners to complete up to 75 percent of journeys on electric power.” Additionally, the two plug-in hybrid power units allow for up to 740 km (460 miles) of combined gasoline and electric range, making long uninterrupted road trips easier, plus you’ll be doing less damage to the environment than the previous model (and many competitors) thanks to CO2 emissions rated at just 18g per km.

Ultimate performance is still available by opting for a twin-turbo V8 or upcoming EV

If you like your Range Rover Sport with unadulterated V8 power, rest assured the redesigned gen-3 version won’t disappoint. This said the current model’s 5.0-litre supercharged V8 will not be available any longer, instead replaced by a new 4.4-litre twin-turbocharged mill that promises even stronger performance in non-SVR trim.

As it is, Land Rover’s press release gave no mention of the Sport’s SVR upgrade package, so it will most likely be a late arrival. Instead, the only V8 mentioned makes 523 horsepower, which is up 5 hp from the current blown V8’s 518 ponies, and capable of a spirited 4.3-second dash from standstill to 100 km/h when launch control is engaged.

Of course, these output and performance numbers are still shy of the SVR’s 575-horsepower engine, so only time will tell if a more potent version of the twin-turbo V8 makes the cut for the top-line SVR variant, or possibly if the all-electric model, set to arrive for model-year 2024, receives the revered designation.

Range Rover Sport’s off-road capability second to none

All powertrains come standard with an eight-speed ZF automatic transmission and Intelligent All-Wheel Drive featuring Land Rover’s award-winning Terrain Response, the latter now incorporating a road-focused Dynamic Mode alongside an updated Configurable Terrain Response system designed to tackle all types of off-road conditions, plus an innovative new Adaptive Off-Road Cruise Control system designed to improve off-road capability while reducing driver fatigue when on the trail.

“New Range Rover Sport’s advanced chassis dynamics feed into its immense capability away from the tarmac, utilizing its hardware and software to full effect,” said Rory O’Murchu, Vehicle Line Director, Jaguar Land Rover. “It is the first vehicle to feature our new Adaptive Off-Road Cruise Control, which has been engineered to help drivers focus on steering the vehicle by providing consistent and comfortable progress across rough terrain.”

New Range Rover Sport to improve interior beyond the current model

While some might find it hard to fathom a higher quality, more refined mid-size luxury utility than today’s Range Rover Sport, Land Rover promises improvements at every level.

While materials are said to upgraded, the focus has been more toward environmental friendliness than perceived quality. Its sustainable alternatives to leather, for instance, are dubbed Ultrafabrics and made from recycled polyurethane, plus finished in new Duo Tone colourways. Land Rover also makes available a unique textile trim option, which extends to the dashboard and door detailing. This said, Premium grained Windsor or even more supple Semi-Aniline leathers will still be on the menu, as will hardwoods, aluminum accents and more, but special Moonlight Chrome interior trim is new.

Land Rover goes big with digital displays

Ahead of the driver is a very sizeable 13.7-inch digital driver’s display, while the similarly large and curved Pivi Pro infotainment system incorporates standard wireless Android Auto and Apple CarPlay, plus a 3D surround overhead camera. Both systems also come with standard Software Over The Air updates, while Alexa is now part of the standard setup in all Land Rover vehicles.

“Living with the New Range Rover Sport couldn’t be easier thanks to its suite of connected technologies,” said Alex Heslop, Director of Electrical Engineering, Jaguar Land Rover. “Our award-winning Pivi Pro infotainment is at the heart of the experience and its haptic, curved floating touchscreen provides intuitive control of the vehicle systems. To help drivers maintain their focus, embedded Amazon Alexa voice AI is on hand, so customers can keep their eyes on the road and hands on the wheel while doing anything from setting the navigation and placing calls to selecting media sources.”

Additional standard Range Rover Sport features include a new set of high-performance Digital LED Headlights with Adaptive Front Lighting for seeing around corners, while new Low Speed Manoeuvring Lights improve visibility in parking lots and other closed, confined areas.

All Range Rover Sports also include deployable door handles with proximity sensing, soft door close and the ability to unlock when approaching, while Automated Walkaway Lock is also part of the standard package.

Plenty of features set the Range Rover Sport apart from competitors

award-winning Pivi Pro infotainment — A roomy interior for up to five adults comes standard.

Back inside, unique Range Rover Sport highlights include a Cabin Air Purification Pro system to clean the cabin environment, featuring PM2.5 filtration and nanoe X technology that goes so far as to reduce odours, bacteria and allergens, even airborne viruses as small as SARS-CoV-2. Additionally, a separate nanoe X unit gets fitted to the second row to provide more consistent air quality in both seating areas. An advanced CO2 Management function lets occupants purify the cabin ahead of a journey too, or alternatively while on the way.

The new Range Rover Sport’s Meridian Signature Sound System, on the other hand, incorporates the latest in Active Noise Cancellation technologies, plus up to 29 integrated audio speakers provide superb sound quality, some of which are hidden behind the textile of the rear doors and four others cloaked within the headrests to allow for “personal sound zones,” says Land Rover. The system incorporates a new subwoofer too, powered by a 1,430-watt amp.

Advanced driver safety also includes off-roading features

Standard advanced driver safety and convenience features include automatic emergency braking, lane keep assist, traffic sign recognition, a driver-attention monitor and adaptive cruise control, while front and rear parking sensors are also included. Unique to Land Rover, a special Wade Sensing feature helps when fording rivers, plus ClearSight Ground View and Manoeuvring Lights further enhance the Range Rover Sport’s off-road experience.

On the options list are 22-way power-adjustable, heatable and ventilated memory seats up front, featuring massage function and winged headrests. These flagship seats also provide a 31-mm increase in legroom and 20 mm of extra knee clearance, improving comfort and support whether on the road or trail.

Later this year, Land Rover will start producing the new 2023 Range Rover Sport at its Solihull manufacturing plant in the UK. By that time, or shortly before, we can expect an announcement about Canadian-market features, trims and pricing information, plus the ability to pre-order.

Globally, the new Range Rover Sport will be available in S, SE, HSE and Autobiography trims, plus a First Edition trim will be offered through its first year of production, boasting a “specially curated specification,” said Land Rover.

New Range Rover Sport Revealed (0:59):

New Range Rover Sport (15:14):

New Range Rover Sport Challenge with Jessica Hawkins (1:57):

Story credits: Trevor Hofmann

Photo credits: Land Rover

Honda is calling 2022 the “Year of the Crossover,” partially due to 2021 being the year of their 11th-generation Civic, but more specifically because of two very important upcoming SUV releases. Top…

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Honda teases a larger, sportier looking 2023 HR-V

2023 Honda HR-V Teaser — Honda has released two artist’s renderings of their next-gen HR-V subcompact crossover SUV, and we like what we see.

Honda is calling 2022 the “Year of the Crossover,” partially due to 2021 being the year of their 11th-generation Civic, but more specifically because of two very important upcoming SUV releases. Top of the list will be a complete redesign of Honda’s best-selling CR-V, expected later this year as a 2023 model, but the smaller 2023 HR-V that’s teased here in two artist’s renderings, is at least as critical for its entry-level gateway position.

The subcompact crossover SUV class has gained a lot of traction in recent years, growing from just eight models in 2010, to a shocking 27 now, and while the current HR-V is no longer the segment’s top-seller, it’s done very well for a design that’s been around for almost a decade with only one mid-cycle refresh.

To be clear, the HR-V arrived to the Canadian market in June of 2015, but it was already two years old and in its second-generation. Amazingly, despite arriving halfway through the year, it managed second in sales for the category, only beaten by Kia’s Soul, while it narrowly missed the top spot by just 301 units in 2016. Calendar year 2017 saw the HR-V rise right up to the top with 14,149 deliveries, but that triumph was quickly quelled when Nissan’s ultra-affordable Qashqai hit the streets in 2018, followed by the current sales-leading Hyundai Kona that sold a whopping 25,817 units in 2019, plus 31,733 in 2020 (despite the health crisis). What’s more, even though a microchip shortage caused calamity through last year’s auto production, the Kona nearly equaled 2020 results with a total of 31,101 units down Canadian roads in 2021.

Comparatively, the aging HR-V placed sixth in Canada’s subcompact crossover segment last year, with 11,616 deliveries, allowing it to narrowly edge out the smaller Hyundai Venue that found 11,548 buyers, plus the Mazda CX-30 that managed a strong 11,407 unit-sales. Additionally, it fell marginally behind Nissan’s Qashqai that overtook its Japanese rival with 11,972 examples sold. The second-place Subaru Crosstrek attracted more subcompact SUV buyers than the HR-V as well, with 23,342 unit-sales, while the third-ranking Nissan Kicks did likewise with 18,750 deliveries. Finally, the Kia Seltos managed fourth thanks to 14,436 new owners in 2021. While it might appear as if HR-V sales are much below average, keep in mind that it still outsold 19 mainstream volume-branded subcompact SUV competitors, which is no small feat.

A much better HR-V story gets told south of our border, mind you, where Honda was able to sell a staggering 137,090 units last year, which is almost 10,000 more than the U.S. subcompact SUV segment’s next-best-selling Crosstrek. Exactly how they upped year-over-year sales by more than 63 percent in 2021 is anyone’s guess outside of the brand’s inner circle, and it wasn’t only because the model took a slight dive in 2020. In fact, sales were up more than 38 percent from 2019, but it may have come down to available microchips in a market that made many vehicles hard to get.

Being that the second-generation HR-V was based on the back of the now discontinued (in North America) entry-level Fit hatchback, it was always much more accommodating than its diminutive dimensions let on. Just like the Fit, the HR-V boasts an extremely low cargo floor, plus an ultra-flexible 60/40-split rear “Magic Seat” that comes with backrests that fold down in the traditional way for carrying larger cargo loads, plus lower cushions that flip upwards, pickup truck style, for stowing taller items on the second-row passenger compartment’s floor. The innovative packaging allows it to compete with larger subcompact models like the Qashqai, Crosstrek, Seltos, CX-30 and new Toyota Corolla Cross, despite being externally sized more closely to the Kona, Kicks and Toyota C-HR. This makes it significantly larger than a Venue, incidentally, the smallest crossover currently available in our market.

If you happen to follow global automotive news you might already realize Honda debuted the updated Japanese Domestic Market version of the HR-V in 2021. It’s named Vezel in Japan, while the same SUV replaced the first-generation HR-V in Europe. That new model features an identical 2,610 mm (102.8 in) wheelbase as the outgoing model and our current HR-V, plus approximately the same overall length of 4,330 mm (170.5 in), the previous generation spanning 4,295 to 4,335 mm (169.1 to 170.7 in) from nose to tail depending on markets and trims. It’s just 20 mm (0.8 in) wider too, at 1,790 mm (70.5 in), and slightly lower overall at 1,580 to 1,590 mm (62.2 to 62.6 in) when compared to 1,605 to 1,610 mm (63.2 to 63.4 in) for the previous model, the latter difference likely dependant on tire choices.

This said, our second-generation HR-V (the third-generation globally) will be North American-specific and therefore won’t necessarily share the Japanese/European model’s platform. Instead, there’s a greater chance we’ll see it riding on a version of Civic/Insight and CR-V underpinnings, not to mention the new Acura Integra (a.k.a. ILX), which means it should receive a stronger powertrain, plus possibly the option of a sportier and/or fuel-friendly hybrid model too, as well as the continuation of Honda’s Real Time all-wheel drive.

Currently, our 2022 HR-V is available with front- and all-wheel drivetrains, while employing Honda’s 1.8-litre inline four-cylinder engine and continuously variable transmission (CVT) across the line. The engine is good for 141 horsepower and 127 lb-ft of torque no matter the trim, and as verified by the HR-V’s continued popularity it’s been potent enough for most peoples’ needs.

Probably more important than performance in this class is efficiency, and to that end today’s HR-V gets a claimed five-cycle rating of 8.4 L/100km in the city, 7.0 on the highway and 7.8 combined with FWD, plus 8.8 city, 7.5 highway and 8.2 combined with AWD, and lastly 9.1, 7.7 and 8.5 respectively with the sportier AV7 version of the same transmission, which makes it fairly stingy for the segment.

It’s difficult to say if Honda will be able to maintain the second-generation’s miserly ways with a larger 2.0-litre powertrain if incorporated into the design, especially considering the subcompact SUV will also grow in size and weight, but that 200-cc larger engine is rated at 7.7 L/100km city, 6.0 highway and 6.9 combined in the 2022 Civic Sedan, which also uses a CVT and FWD, so there’s no reason to think it will be much thirstier in a slightly taller crossover. That engine also puts out a much more suitable 158 horsepower and 138 lb-ft of torque, which should more than make up for the renewed 2023 HR-V’s size and weight gain.

Other possibilities include a hybrid variant, at least in markets where Honda can make a viable business case for selling one. Unfortunately, infinitesimal Insight sales in Canada, due to higher pricing than electrified competitors, plus no CR-V Hybrid availability at all, make it appear that moving large numbers of hybrids hasn’t been Honda Canada’s priority in recent years, a shame considering how well it once did with the Civic Hybrid.

2021 Honda Vezel/HR-V — This is the 2021 Honda Vezel, still called HR-V in Europe. Just right or too bland?

Still, it only makes sense the Japanese brand will eventually want to put forth a serious hybrid or electric challenger North of the 49th (Accord Hybrid aside). After all, despite our relatively small population, Canada remains the 13th largest automotive market globally. If Honda does choose to sell a hybrid variant into North America, they’d have the option of the 129-horsepower electrified drivetrain currently offered to European HR-V customers, or the 151-hp setup provided in our Insight sedan, the latter probably more suitable to buyers in our market.

All said, it’s impossible to know if a larger HR-V will return more sales than the current model. Of course, redesigns normally produce an immediate spike in activity, but being that we have so many brands selling multiple models into this class, and the sales results of their smaller and larger models vary dramatically, we need to believe that Honda has based its decision to produce a larger HR-V on extensive market research, because changing up their highly successful subcompact SUV formula poses a significant risk. What’s more, if Honda isn’t able to integrate its versatile Magic Seat system into the new design, usable cargo space may not increase. Loyal HR-V owners will be collectively hoping they do.

When it comes to styling, what we can gather from the artist’s rendering is a vastly more appealing crossover SUV, even discounting the added width, tire/wheel sizes and other visual tricks artists play when rendering prototype vehicles. The upcoming HR-V appears to be a sportier, tougher looking crossover, with an attractive new grille design that seems to frown instead of smile. This more menacing theme has worked well for Toyota trucks and SUVs, while the C-shaped glossy-black corner vents are so similar to the outgoing Acura RDX’ (pre-facelift) that one has to assume we’ll also be getting a spin-off for Honda’s luxury brand. An ADX with the Civic’s optional 180-horsepower turbocharged engine, anyone? How about an optional 200-hp Type S? Its powertrain could easily be pulled from the Civic Si. That would give the Lexus UX a run for its money.

The rendering’s rear styling shows enlarged taillight clusters bearing some semblance to the current model’s design, not to mention a respectful nod to past Civic models, particularly the eighth-generation sedan. It’s also easy to see additional Acura influences on the backside of the new HR-V, so it will be interesting to find out how the finished product looks.

As for the interior, small crossover SUVs are often where automakers let their proverbial hair down in order to have some fun. Just the same, Honda did no such thing with the domestic-market Vezel, which gets a fairly staid, conservative dash design, featuring only the slightest bit of creativity around the centre stack (see the gallery for photos).

In the end, these two renderings only serve to tell us that an “all-new HR-V will launch in North America this year,” further promising to be both “sporty and versatile,” or so says the two-line press release. Thankfully, we shouldn’t have to wait very long to find out.

Story credits: Trevor Hofmann

Photo credits: Honda

Kia has gone from a lineup of smooth, sleek cars and utilities, to embracing an edgier, sportier design language that’s all about forward thought and has little to do with hanging onto the past. Just…

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Kia reveals edgy new 2023 Sportage in its home market

2023 Kia Sportage — Kia is getting especially edgy with its upcoming Sportage, transforming today’s ovoid model into a dramatically angled piece of rolling modern art.

Kia has gone from a lineup of smooth, sleek cars and utilities, to embracing an edgier, sportier design language that’s all about forward thought and has little to do with hanging onto the past.

Just take a look at today’s K5 (née Optima) mid-size family sedan, or the premium-level Stinger sport sedan, not to mention the Seltos subcompact crossover SUV, the always funky Soul, all-new Sorento mid-size SUV, rugged looking Telluride full-size SUV, and the recently renewed Carnival (née Sedona) mid-size van, while the new K3 will soon mix it up in the compact sedan class when it replaces today’s Forte. Each new Kia design pushes the mainstream volume brand to sharper, wedgier extremes, and now it’s the Sportage compact crossover SUV’s turn to transform from ovoid to edgy.

At first glance, the 2023 Sportage appears like Kia’s most aggressive attempt to push that design envelope yet. If the current Sportage seemed to pull inspiration from Porsche’s Cayenne when introduced in 2016, the creators of this fifth-generation SUV were tapping into the genes of Lamborghini’s Urus, or at least Audi’s RS Q8.

This makes sense considering the president and chief design officer of the entire Hyundai Motor Group is one Peter Schreyer, previously responsible for Audi’s TT (and A3, A4, A6, etc.), Volkswagen’s New Beetle (and Golf, Eos, etc.), a slew of Hyundai and Genesis models, plus everything Kia has put to market since 2008 when he took over the design department. No wonder Kia has been producing such great looking models over the past decade.

The new Sportage is designed to turn heads, with a futuristic front fascia that’ll have you searching to find the headlights. They’re tiny LEDs in complex clusters set within two boomerang-shaped LED driving lights, both of which bookend the wide gloss-black grille positioned below a set of narrow, horizontal nostril-like openings. It’s a radical design that nevertheless should be pleasing to a large swath of SUV buyers that are currently wanting something sporty yet practical to trade up to from their less-appealing cars.

From profile, the new Sportage features a lot of side sculpting on the door panels, with a narrow greenhouse up top, for added visual length, and some really attractive detail around the lower rocker panels, giving the SUV an exposed structural look that lightens its overall presence.

While the new Sportage looks more conventional from the rear, its body-wide taillight cluster lends to a feeling of width, with a thinness at its mid-section that almost makes it seem like it was stretched into place. All of that delicate detail is supported by a meaty rear bumper section that’s a visual extension from the just-noted blackened rockers, continuing upward to encompass two-thirds the SUV’s backside, and capped off by angular metal-look trim that mirrors a similar treatment on the aforementioned rockers and lower front fascia, the latter surrounding a set of LED fog lamps. The edgy treatment continues over to the sizeable alloy wheels, which are machine-finished with glossy black pockets in order to make them an intrinsic part of the design.

“Reinventing the Sportage gave our talented design teams a tremendous opportunity to do something new; to take inspiration from the recent brand relaunch and introduction of EV6 to inspire customers through modern and innovative SUV design,” said Karim Habib, Senior Vice President and Head of Global Design Center. “With the all-new Sportage, we didn’t simply want to take one step forward but instead move on to a different level in the SUV class.”

Kia’s new design language, which they call “Opposites United”, continues into the cabin where the uniquely shaped air vents and horizontal instrument panel trim combine like parentheses to highlight the massive dual-display primary gauge cluster and infotainment touchscreen within.

The single-screen layout follows a driver display design that both Kia and the namesake brand of its parent company Hyundai have been utilizing in their most recent models, which incorporates some of the most advanced tech in the industry, particularly rear-facing camera monitors that automatically provide a rearward view down either side of the vehicle when using the turn signal.

A row of switchgear follows the horizontal theme just below, integrating a nicely organized dual-zone automatic climate control panel at the mid-point, while a gently sloping piano black lacquered centre console is filled with an engine start/stop button, a rotating gear selection controller, a drive mode selector, and various other driving related buttons to the left, plus switches for the heated and cooled front seats and heatable steering wheel rim to the right. A wireless charging pad is likely fitted under the lidded compartment just ahead of this cluster of controls, along with USB ports and other connectivity/charging interfaces for personal devices.

“When you see the all-new Sportage in person, with its sleek but powerfully dynamic stance, and when you sit inside the detailed-oriented cabin with its beautifully detailed interior and first-class materials, you’ll see we have achieved those goals and set new benchmarks,” added Habib. “In the all-new Sportage, we believe you can see the future of our brand and our products.”

Kia hasn’t shown any other details, such as its front and rear seating or the cargo compartment, but capacities should be similar to the new Hyundai Tucson that shares its underpinnings, and that compact crossover SUV has grown in size from its predecessor, now measuring 4,605 mm (181.3 inches) from nose to tail, which makes it 155 mm (6.1 in) longer than before, with a 2,751 mm (108.3 in) wheelbase that’s grown by 86 mm (3.4 in), plus it’s around half an inch (12-13 mm) wider and taller than the SUV it replaces.

The Sportage has long shared mechanical components with the Tucson as well, so we can expect a version of the same 2.5-litre four-cylinder engine, which makes 190 horsepower and 182 lb-ft of torque in the compact Hyundai. The Tucson utilizes an eight-speed automatic transmission across its entire trim line too, which should be the only gearbox used in the Sportage as well, while Hyundai’s compact SUV provides a front-wheel drive train in lower priced models, plus optional all-wheel drive.

We can expect more details closer to the new Sportage launch, which should take place sometime next year. All the usual trims should be available, as well as an off-road oriented X-Line version, plus a new hybrid-electric based on the latest 2022 Tucson Hybrid.

For the time being, Kia is offering the latest 2022 Sportage with up to $750 in additional incentives, as well as $2,500 off of 2021 models, while CarCostCanada members are averaging savings of $2,361. Check their 2022 and 2021 Kia Sportage Canada Prices pages for all the details, including complete trim pricing with all available options and colours.

Also, learn how the CarCostCanada system works so you can save big on your next new vehicle purchase too, by accessing manufacturer rebate information, factory financing and leasing deals, and especially dealer invoice pricing. What’s more, remember to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this valuable information on your device when you need it most.

Story by Trevor Hofmann

Photos by Kia

It’s been nearly a decade since Nissan launched its car-based Pathfinder crossover, representing a risky move that replaced three generations of body-on-frame SUV predecessors, as well as the Quest…

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Redesigned 2022 Nissan Pathfinder rolls off production line

It’s been nearly a decade since Nissan launched its car-based Pathfinder crossover, representing a risky move that replaced three generations of body-on-frame SUV predecessors, as well as the Quest minivan that faded away five years later, but it proved positive for sales. Now those awaiting its replacement before trading up can take heart, because the all-new fifth-gen Pathfinder just started rolling off the automaker’s Smyrna, Tennessee assembly line.

“Start of production of the new Pathfinder marks another major milestone in our Nissan NEXT momentum story,” said Jeff Younginer, Vice President, Nissan Smyrna Vehicle Assembly Plant. “The Smyrna plant team is thrilled to put the newest version of this iconic vehicle on the road for customers.”

The new Pathfinder, which has been built in the Nashville suburb since 2004, pulls its sole 3.5-litre direct-injection V6 engine from Nissan’s Decherd Powertrain Plant in Decherd, Tennessee, located about an hour south on Interstate 24. The drivetrain’s all-new nine-speed automatic transmission, on the other hand, hails from ZF’s production plant in Gray Court, South Carolina, but would-be buyers hoping for greater performance will likely be more interested to know that it’s not the continuously variable transmission (CVT) from the outgoing model.

The new nine-speed auto should provide quicker, more engaging shifts when performing passing manoeuvres or managing the three-row mid-size SUV through fast-paced corners, while Nissan promises smooth operation as well. Additionally, standard Intelligent 4WD with a seven-position Drive and Terrain Mode Selector means Canadian buyers will enjoy optimal traction year-round. This is especially important off the line thanks to the powertrain’s strong 284 horsepower, the torquey V6 partially responsible for the new SUV’s impressive 6,000-pound (2,721-kg) maximum towing capacity.

Along with wholly renewed styling that should appeal to Nissan’s many truck buyers thanks to plenty of sharp angles and rugged details, the bigger and broader version of its trademark “U” shaped grille especially notable, a completely redesigned interior provides seating for up to eight, new available second-row captain’s chairs (which reduce seating to seven), plus an optional 10.8-inch head-up display that projects key info onto the windscreen ahead of the driver, a large 12.3-inch digital gauge cluster, and the brand’s ProPilot Assist semi-self-driving capability with Navi-Link, while the Nissan Safety Shield 360 suite of advanced driver assistive systems comes standard.

The new 2022 Pathfinder will start showing up in Nissan Canada dealer showrooms this summer, although those wanting to take advantage of especially good savings may want to consider the outgoing 2020 Pathfinder which utilizes the same V6 engine. Nissan is currently offering up to $7,000 in additional incentives when purchasing a 2020 model, and new zero-mileage examples are still available being that no 2021 version was produced. Be sure to check out CarCostCanada for all the details, and remember to download their free app so you can access timely info on available factory rebates, manufacturer financing and leasing deals, and dealer invoice pricing that could save you thousands on any new car, truck or SUV.

2022 Pathfinder and Frontier Reveal (14:39):

Dévoilement du Pathfinder et du Frontier 2022 (14:39):

The All-New 2022 Nissan Pathfinder (0:06):

2022 Nissan Pathfinder LIVE Walkaround & Review (5:31):

Design Spotlight | Nissan Design Director Ken Lee on All-New 2022 Pathfinder (8:55):

How many seats does the Pathfinder have? | 2022 Nissan Pathfinder Q&A (0:55):

How many trims are available? | 2022 Nissan Pathfinder Q&A (0:31):

What’s the towing capacity? | 2022 Nissan Pathfinder Q&A (0:39):

Story credits: Trevor Hofmann

Photo credits: Nissan

It’s no secret that trucks aren’t updated as often as cars, although this has been changing in recent years due to peoples’ tastes shifting from sedans, coupes and wagons to more utility-oriented…

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Redesigned 2022 Nissan Frontier will have you quickly forgetting its antiquated predecessor

It’s no secret that trucks aren’t updated as often as cars, although this has been changing in recent years due to peoples’ tastes shifting from sedans, coupes and wagons to more utility-oriented offerings. No matter, because no one, including those within Nissan’s inner circle, could’ve likely guessed the Frontier would still be trucking along mostly unchanged after 16 years of production.

Currently the oldest non-commercial design available new, Nissan will pass this baton down to its own 370Z when the all-new 2022 Frontier arrives later this year, unless the Japanese automaker shocks us all with an earlier than expected release of the legendary sports car, of which today’s version now has a dozen years to its credit. Both will be important to Nissan’s success, albeit the new 400Z (as most are calling it) is more about enhancing the brand’s performance image, while the Frontier should do a good job of bolstering its bottom line.

Of course, trucks are important for a mainstream brand’s image too, and just by appearances the Frontier should appeal to the masses. That will be important, as Nissan has lost a lot of market share to mid-size pickup competitors, most of which have introduced multiple redesigns since the last Frontier was new. Toyota’s Tacoma remains top of the list, followed closely by GM’s Chevy/GMC Colorado/Canyon (fraternal) twins and more distantly by Ford’s Ranger, which were all discontinued and resuscitated in recent years, and while no definitive word has surfaced about a revised Dodge (Ram) Dakota, Jeep anted up with its highly successful Gladiator a few years ago. Even Honda’s Ridgeline, the only mid-size pickup truck the Frontier still outsells, has seen upward sales momentum since its more rugged 2021 refresh, so it’s a good thing Nissan’s new Frontier will soon be ready to do battle.

The 2022 Frontier arrives with boxier styling that pays some angular homage to the brand’s old Hardbody pickups of the ‘80s and ‘90s, albeit the new look gives more respect to Nissan’s full-size Titan, particularly the front door window cutouts that, like Ford’s F-150, are kinked to aid visibility. It seems influenced by GMC’s just-noted Canyon too, at least before the domestic truck said goodbye to its arguably better-looking rectangular grille and hello to a much deeper, chunkier version this year. Any resemblance to the Canyon will hardly be an issue for Nissan fans, however, as the new Frontier’s styling will be unique enough, is plenty rugged, and boasts lots of up-to-date LED touches.

Speaking of up-to-date, nothing from the old Frontier will be pulled forward into this new iteration’s cabin, which is a very good thing. The new model’s styling has been completely reimagined, and appears so refined that Nissan should really be considering a new Xterra based on the same platform. Where the old truck’s dash is rounded in retrospect, the new design is just as bold and blocky as the exterior styling, although in a more conservatively tasteful way. Stitched soft-touch synthetic appears padded ahead of the front passenger, as do the grip-like sides of the lower centre console, the example shown no doubt in higher-end Pro-4X trim thanks to its sporty orange/red highlights and premium-level finishings.

A mostly analogue gauge cluster features a large colour multi-information display at centre, par for the course these days, which should come packed full of functions, while the sizeable standard 8.0-inch touchscreen atop the centre stack boasts Android Auto, Apple CarPlay and all the other expected base functions, backup camera included, with that parking camera upgradable to an Around View surround monitor seen within a larger 9.0-inch display in higher trims. Likewise, wireless charging (albeit no wireless CarPlay) is now on the options menu, as is nine-speaker Fender audio in the Pro-4X.

Speaking of the Pro-4X, which is Nissan-speak for a serious professional-grade mud-slinging, rock-crawling 4×4, improvements include a special set of Bilstein shocks plus underfloor skid plates covering the transmission and gas tank, while cool red tow hooks can be found up front, and a special orange/red-enhanced version of Nissan’s new logo gets stamped front, back and inside.

The 2020 Frontier (there is no 2021 model) included S, SV and Pro-4X trims (and can be had with zero-percent financing right now), plus a Midnight Edition that won’t likely be repeated for the 2022 model year, but may be revisited at a later date. Reportedly, a sporty Nismo edition will arrive at some point in the future too. The three main trims will once again be offered for 2022, although a more simplified lineup will discontinue two-wheel drive variants in Canada, other than a fleet-only base King Cab S work truck.

This last point clarifies that the smaller King Cab and more accommodating Crew Cab will both make a return, with the former available across the entire model range and the latter only unavailable with base S trim. This said, Canadian Frontier buyers can get Pro-4X with the King Cab, which will be a bonus for those preferring bed space over interior roominess.

Once again, the King Cab provides a six-foot bed, leaving the shorter five-foot bed for the Crew Cab, other than when the long-wheelbase SV model is chosen, which increases the span between axles from 3,200 mm (126 in) to 3,550 mm (140 in).

Unlike the US-spec Frontier that received a new 3.8-litre V6 and nine-speed automatic two years ago, this all-new 2022 model will be Canada’s introduction to the much more advanced, fuel-friendlier combination. The engine puts out 310 horsepower and 280 pound-feet of torque, which should be plenty of fun off the line, highly capable during highway passing manoeuvres, and especially enjoyable when attacking the wild.

Off-roading in mind, all retail Frontiers get Nissan’s part-time shift-on-the-fly 4WD system featuring 2WD, 4HI and 4LO driving modes that connect through to an electronically-controlled transfer case. Hill start assist and hill descent control are included too, while the Pro-4X receives an electronic locking differential.

Standard four-wheel drive means the Canadian-spec Frontier’s maximum tow rating will be limited to just 2,944 kilograms (6,500 lbs), compared to US-specified two-wheel drive models that are good for up to 3,408 kg (7,500 lbs). Both trailer weights are impressive, however, especially when comparing some in this class that can only tow up to 2,268 kg (5,000 lbs).

Wholly on the positive, Nissan’s Safety Shield 360 suite of advanced driving assistive technologies come standard in Canada, including automatic emergency braking with pedestrian detection, blind spot warning, lane departure warning, rear cross-traffic alert with auto-braking, high beam assist, and adaptive cruise control.

The new 2022 Frontier will arrive this summer, with pricing and trim details expected before launch. Until then, make sure to check out our full photo gallery above, and enjoy all the videos Nissan provided below.

The All-New 2022 Nissan Frontier (0:06):

All-New 2022 Nissan Frontier (0:15):

2022 Pathfinder and Frontier Reveal (14.39):

2022 Nissan Frontier LIVE Walkaround & Review (6:40):

How big is the truck bed? | 2022 Nissan Frontier Q&A (0:37):

How much can the Frontier tow? | 2022 Nissan Frontier Q&A (0:33):

2007 Nissan Frontier Driven More Than 1 Million Miles (5:34):

Story credits: Trevor Hofmann

Photo credits: Nissan

After almost eight years in its present form, Mini has simultaneously taken the wraps off a mid-cycle upgrade of its Hatch and Convertible models, and while both are still infused with brand identity…

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Refreshed 2022 Mini departs from classic look with bigger, bolder grille

Say hello to the radically refreshed 2022 Mini Cooper 3-Door, complete with a larger grille, new lower front fascia, and more.

After almost eight years in its present form, Mini has simultaneously taken the wraps off a mid-cycle upgrade of its Hatch and Convertible models, and while both are still infused with brand identity that’s unmistakable from any distance, significant changes have been made.

Following a trend that’s laudable to some and lamentable to others, Mini’s grille will grow significantly for 2022, but its visual presence will be less noticeable on more basic Cooper and Cooper S trims than on the sportiest John Cooper Works (JCW) version, the former receiving a large body-colour bumper section within, and the latter getting a fully blackened mesh opening, along with a much more aggressive lower front fascia in black as well.

2022 Mini Cooper 5-Door — The new models’ side profile remains mostly the same, except for the side garnish on the front fender.

Another unorthodox move was to replace the classic circular fog lamps found on all previous generations with a set of vertical creases that draw nothing from this retro brand’s past, these looking more like brake ducts than anything enlightening—the headlamps now integrate the fog lamps. The new JCW expands on the corner vent brake duct theme, and arguably looks better for it.

It’s nevertheless unlikely Mini’s risky new forward-thinking design language will be all that acceptable to long-time fans of the brand, despite a press release attesting to the new design’s “purist look”. Those two words are referring to a grille surround that’s a bit closer to the original car’s shape than anything offered since the brand’s 2001 remake, but other than this loosely hexagonal borderline, the ovoid headlamp clusters to each side, and the car’s curvy shape overall, very little pulls from Mini’s storied past.

2022 Mini Cooper S 3-Door — A thin LED turn signal repeater gets added to the redesigned “side scuttle”.

In fact, Mini’s new front fascia may become just as polarizing as the elongated twin kidney concoction found on BMW’s chunky new 3 and 4 Series models, which have caused a plethora of digital artists to fix a “problem” that hadn’t existed since such renderings were only done with pencil and pastels on paper. Ugly might be too strong a word for such a cute and cuddly British brand, but it’s difficult to fathom why the curators of this legendary marque allowed an overzealous design team to run roughshod over its past.

The difficulty with any retrospective model is the regular need to make updates in order to maintain a fresh, new look, as must be done with any vehicle, yet the inability to stray too far from the original inspiration’s design character, which might run the risk of destroying the special charm, unique character, or je ne sais quoi of said model, tampering with the very essence of what it is. Multiply this issue by an entire brand and the problem gets exacerbated.

Up until this point, Mini has taken on this challenge admirably, expanding on an iconic British model that, dune buggy-style Mini Moke, Mini pickup truck, Marcos sports car and Wildgoose RV aside (the latter two only using the classic Mini as a donor model and produced by independent firms), was only initially offered as one single city car with varying lengths and rear window/door configurations (albeit under seven different brands with unique fascia treatments) throughout its forty-plus-year tenure (1959-2000).

As part of BMW’s 1994 takeover of Rover group (formerly British Leyland) from a conglomerate partially owned by British Aerospace (BAe) and Honda (at that time the Rover brand was comprised of an assortment of rebadged Honda models, one of which, an Acura Legend renamed Sterling 800 Series, was sold here), the German automaker eventually discontinued the original Mini in October of 2000 (then in its Mk IV generation) and brought out the all-new (Mk I) model in 2001, as mentioned a moment ago, along with a wholly revitalized MINI brand (Mini initially became its own standalone brand in 1969).

2022 Mini Cooper S Convertible — The cool Union Jack-style taillights are now standard.

A base “One” trim was (and still is) the least expensive way to get into the Mini Hatch for the European market, while the Cooper and Cooper S arrived in 2001 as well, albeit globally. The performance-oriented JCW joined the family soon after, while the convertible was added for 2005, followed by the second-generation hatchback two years later, and the updated drop-top for 2009, one year after the extended-wheelbase Clubman arrived. Mini’s subcompact SUV, the Countryman showed up in 2010, whereas the short-lived two-seat Mini Coupe arrived for 2011 and equally impractical Mini Roadster in 2012, both selling poorly and therefore killed off in 2015. The Countryman-based Paceman was only offered from 2013 to 2016, being discontinued just as the second-generation Countryman arrived for 2017.

The considerably larger and more accommodating third-generation Mini Hatch arrived in 2013 for the 2014 model year, along with the somewhat controversial yet very practical five-door version, while the revised convertible joined the family in 2015, and a new Clubman, now with six conventional doors for true compact utility (the two in back hinged at each side), was made available for 2016, a year prior to the current Countryman.

While your mind might now be ablur after this quick rundown of the modern Mini brand’s 20-year existence, there’s a key reason for the historical reminder. Mini’s caretakers have already proven to be quite daring with the brand’s retro identity, but even so they haven’t truly messed with the secret sauce that makes a Mini a Mini. A quick glance at today’s 2021 model lineup and the brand’s heritage is clear, but as already said its visual lineage appears somewhat muddled moving into 2022. This could either make or break a brand that hasn’t exactly been tearing up the sales charts over the past decade.

Not to be confused with a true fourth-generation redesign, the 2022 model is only an extensive mid-cycle makeover. This said, despite its near eight-year tenure, most feel the current Mini Hatch is all it needs to be, and then some. Ask anyone to name a hot hatchback and the Mini name enters the conversation more often than not, especially if luxury is part of the equation. Such talk should ramp up this year, much thanks to the controversial new frontal design.

Where the front clip shows radical change, it’s easier to see the 2022 model’s third-generation roots from the side profile and rear design. The only update to the former are new front “side scuttle” fender garnishes that now feature thin LED turn signal light strips, whereas the car’s rear design merely gets a restyled bumper cap minus the rear fog lights and reflectors, plus some other minor details. Up top, Mini now offers a Multitone Roof that uses a cool gradient effect to mix Soul Blue, Pearly Aqua and Jet Black.

Moving inside, the only notable change is a new standard digital gauge cluster, as first seen on the electrified Mini Cooper SE and ultra-sporty John Cooper Works GP. The steering wheel framing those primary instruments is new too, now offering a heatable rim, while the centre air vents are now better integrated within the dash panel.

A new 8.8-inch infotainment display now comes standard across the line as well, complete with updated graphics, plus new and improved features, including satellite radio and Apple CarPlay, but Google Android phone users will need to rely on Mini’s proprietary system as integration of this more popular smartphone is still not possible. Tech in mind, lane-departure warning will be standard, while the adaptive cruise control system will include stop-and-go functionality. Lastly, Mini has revised the cabin’s ambient lighting system.

After a brief hiatus during the 2020 model year, Mini Canada smartly added its six-speed manual gearbox back to the 2021 3-Door, 5-Door and Convertible, and will continue to do so for 2022. This is important for such a performance-oriented brand that previously had up to 45 percent of its U.S. Cooper S 3-Door buyers opting for the DIY alternative, while its quick-shifting seven-speed double-clutch automatic with paddles remains optional.

Engine output remains 134 horsepower and 164 lb-ft of torque for the base Cooper’s 1.5-litre turbocharged three-cylinder engine, while the Cooper S’s 2.0-litre turbo-four continues to produce a rev-happy 189 horsepower and 207 lb-ft of torque. Likewise, the JCW’s output remains an energetic 228 horsepower and 236 lb-ft, and the plug-in SE once again sports 181 horsepower and 199 lb-ft of torque.

The 2022 Mini Cooper JCW is much more aggressively styled, and arguably best looking too.

Pricing for the all-new 2022 Mini 3-Door, 5-Door and Convertible has yet to be announced for Canada, but when production begins in March, we can expect slight increases across the board due to the aforementioned upgrades to standard trims.

For those who’d rather buy a new 2021 Mini or possibly a 2020 model, take note the automaker is currently offering up to $1,000 in additional incentives for the former and $3,000 off the top of the latter, as per CarCostCanada’s 2021 and 2020 Mini 3 Door Canada Prices pages; up to $1,250 or $2,500 off of 2021 or 2020 5-Door models; and $1,500 in incentives knocked off either 2021 or 2020 Mini Convertibles. CarCostCanada provides members with information about the latest manufacturer rebates, factory financing and leasing deals, and dealer invoice pricing that could save you thousands when negotiating. Make sure to find out how a membership can benefit you, and remember to download the free CarCostCanada app from the Google Play Store or Apple Store.

Story credits: Trevor Hofmann

Photo credits: Mini

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok,…

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Honda’s ruggedly refreshed 2021 Ridgeline is now available to order

2021 Honda Ridgeline — Honda has refreshed its 2021 Ridgeline with a much more rugged looking grille and front fascia design that should be much more appealing to pickup truck buyers.

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok, but lacked a certain visual ruggedness necessary for luring in truck buyers in large numbers. Honda appears to be ready to deal with that problem for 2021, thanks to renewed styling that toughens up the mid-size model’s exterior design.

Gone is the Ridgeline’s smooth, wind-cheating grille and sloping hood, replaced by a much bolder, more upright grille and broader, flatter hood with a centre power bulge. This is combined with a more rugged looking lower front fascia and redesigned front fenders, all combining for a truck that looks as capable as the Ridgeline really is.

Changes to the new Ridgeline’s flanks and rear design are much less pronounced, with the former painting the cab’s rearmost extension a stylish black instead of body colour, and the rear bumper losing any chrome embellishment.

The more visually appealing 2021 Ridgeline will go on sale across Canada tomorrow, January 15, starting at $44,355 plus freight and fees for the Ridgeline Sport with standard AWD, while other trims include the Ridgeline EX-L at $47,355, Ridgeline Touring at $51,555, and Ridgeline Black Edition at $53,055. It will start arriving in Canadian dealerships in the beginning of February.

Take note that CarCostCanada is reporting up to $1,000 in additional incentives for the outgoing 2020 model, which already has a $1,650 lower MSRP, so if you want to save on the old version now’s the time to take action (find out about all of CarCostCanada’s other benefits too, plus download their free app while you’re at it).

Before you do, be aware that the new grille and other styling enhancements aren’t the only changes made to the 2021 model. The new Ridgeline also benefits from new, brighter LED low beam headlamps with reflector beam halogen high beams, while new more aggressive 18-inch wheels wrapped in new more rugged looking tires join a 20-mm wider track in giving the updated truck greater visual breadth.

The Ridgeline’s interior needed little to make it more welcoming, but nevertheless Honda fitted the centre stack with a revised infotainment touchscreen featuring a real volume knob for quick, easy audio adjustment. With a focus more on style than functionality, all 2021 Ridgeline trims get contrast stitching for the seats, while Sport trims get new fabric seat inserts, and Sport, EX-L and Touring trims add new dash, steering wheel and centre console trim accents. Everything else about the cabin remains the same, including its spacious rear passenger compartment with a flat floor and foldaway 60/40-split rear lower seat cushions.

The Ridgeline’s power unit continues into 2021 unchanged too, the 3.5-litre direct-injected V6 producing up to 280 horsepower and 262 lb-ft of torque, while its standard nine-speed automatic transmission makes sure fuel economy remains the truck’s trump card, with all trims claiming 12.8 L/100km in the city, 9.9 on the highway and 11.5 combined.

As mentioned earlier, Honda’s i-VTM4 torque-vectoring all-wheel drive is standard, as is its ability to send up to 70 percent of the engine’s twist to the rear wheels when needed, while continuously apportioning up to 100 percent of that torque between left and right rear wheels depending on slip. The Ridgeline’s standard Intelligent Traction Dynamics System enhances power delivery further by attributing engine torque to the wheel with the most traction, whether overcoming wet, snowy, muddy, or sandy conditions.

Of course, optimizing traction benefits safety, as does the 2021 Ridgeline’s standard Honda Sensing suite of driver-assistive technologies including Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM) with Lane Departure Warning (LDW), and Adaptive Cruise Control (ACC).

The Ridgeline also does well in U.S. collision safety ratings, with strong National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) ratings, achieving a “GOOD” rating in all IIHS collision tests, and a “SUPERIOR” IIHS rating for frontal crash prevention, while it gets a 5-star Overall Vehicle Score in the European NCAP system.

When checking out the photo gallery above you’ll see the Ridgeline hauling Honda dirt bikes and towing one of the Japanese brand’s ATVs, which should be a good indication this truck can do more than merely out-handle its competition on paved roads. Like the outgoing model, the 2021 Ridgeline can manage up to 1,571 lbs (713 kg) on top of its trunk-infused bed, and gets a 5,000 lb (2,267 kg) trailer rating.

On this note, a friendly reminder to remove the spare tire from the trunk before hauling heavy loads that can’t be removed onto highway shoulder lanes, such as bark mulch or building materials, as it will be inaccessible if you get a flat (and flat tires occur more often when a truck is loaded).

Other than this inconvenience, offset by the convenience of having a lockable trunk embedded under the cargo floor in the first place, the new 2021 Honda Ridgeline looks like a winner.

Story credits: Trevor Hofmann

Photo credits: Honda

News & Reviews- Tag: redesign