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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

What’s the world’s best sport-luxury sedan? Many would point to Porsche’s Panamera on performance alone, despite not technically being a sedan due to its practical rear hatch and sloping rear deck…

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Porsche updates 2021 Panamera with greater performance and sportier look

2021 Porsche Panamera Turbo S Sport Turismo — The new 2021 Panamera Turbo S looks fabulous in its more practical Sport Turismo body style.

What’s the world’s best sport-luxury sedan? Many would point to Porsche’s Panamera on performance alone, despite not technically being a sedan due to its practical rear hatch and sloping rear deck lid to match. There’s even a more useful wagon-like Sport Turismo version that’s responsible for many of the Panamera’s sales since being introduced for the 2018 model year, so therefore the car more appropriately fits within the alternative four-door coupe category. Still, no matter how you look at it, the Panamera is one impressive sport-luxury offering.

As it is, the Panamera will cruise into 2021 with some modest styling updates and yet bolder drivetrain enhancements, particularly at the top of the range where the new Panamera Turbo S replaces the Turbo, with power moving up from 550 horsepower to 620, a 70-horsepower bump in just one, single refresh. This results in a sprint from standstill to 100 km/h of just 3.1 seconds when Sport Plus mode is selected, all before attaining a top track speed of 315 km/h.

Of note, last year’s most potent Panamera was the electrified Turbo S E-Hybrid, good for 677 net horsepower, albeit a zero to 100km/h run of “just” 3.4 seconds, 0.2 seconds quicker than the outgoing Panamera Turbo, but 0.3 seconds off the new Turbo S. That hyper-quick hybrid is at least temporarily gone for 2021, but don’t fear hybrid fans as it’ll be back soon with even more power.

According to plenty of interweb reports, Thomas Friemuth, who heads the Panamera line at Porsche, has confirmed the electric portion of the car’s drive system will produce some 134 horsepower, which means the new Turbo S E-Hybrid, when mated to the new 620-horsepower twin-turbo V8, should put out somewhere in the neighbourhood of 750 horsepower. If you think this lofty number sounds insane, consider for a moment that a key Panamera rival, Mercedes-AMG’s fabulous GT 4-Door Coupe, is expected to hit the tarmac soon with more than 800 horsepower.

2021 Porsche Panamera 4S E-Hybrid — The new Panamera 4S E-Hybrid adds considerable power over the previous 4 E-Hybrid, and is a significant step up over the base Panamera.

Those satisfied with mere blistering pace rather than ultimate scorching speed, yet still wanting hybrid economy, can opt for the all-new 4S E-Hybrid that comes fitted with 552 net horsepower that propels the big luxury car from zero to 100 km/h in just 3.7 seconds ahead of topping out at 298 km/h. The entry-level 4 E-Hybrid, which only made 462 net horsepower and needed 4.6 seconds to arrive at the 100 km/h mark, is no longer available for 2021.

Benefiting both new 4S E-Hybrid and Turbo S E-Hybrid trims is 30-percent more EV range than their predecessors, all thanks to an upgraded 17.9 kWh battery, an improvement of 3.8 kWh. The hybrid models’ control systems and chassis components have been modified too, with next-generation steering control as well as new tires, enhancing comfort and performance.

This said, the hybrid isn’t the only 2021 Panamera to receive steering and suspension improvements. In fact, the new Turbo S gets a custom tuned three-chamber air suspension, while the top-tier model’s Porsche Active Suspension Management (PASM) system and roll stabilization system, the latter called Porsche Dynamic Chassis Control Sport (PDCC Sport), have also been modified to perform at more extreme levels. Porsche Torque Vectoring Plus (PTV Plus) was updated to improve at-the-limit handling as well, all resulting in the best performing Panamera yet, and one of the best performing passenger cars available period.

Proving that point, the automaker took its new Panamera Turbo S to the legendary Nürburgring Nordschleife race course in Germany on July 24, 2020, resulting in Porsche works driver Lars Kern setting a new “executive cars” class record of 7:29.81 minutes over the 20.832-kilometre track. We can hardly wait to see how the new Turbo S E-Hybrid will fare.

Those wanting most of the Panamera Turbo S’ performance for a more approachable price point can opt for the Panamera GTS, which continues into 2021 with the same 473 horsepower 4.0-litre twin-turbo V8 and identical zero to 100 km/h rating of 3.9 seconds. This engine added 20 horsepower over its predecessor when introduced, helped along by a special standard sports exhaust that utilizes asymmetrically positioned rear silencers for an especially exhilarating exhaust note.

Lastly, or more accurately, the first rung on this model’s hierarchal ladder is the most basic Panamera, which is the only trim offering rear-wheel drive, all others incorporating Porsche Traction Management (PTM) all-wheel drive as standard. Both the base Panamera and the Panamera 4 include a 325-horsepower twin-turbo 2.9-litre V6 capable of very a spirited 5.6-second zero to 100 km/h sprint with RWD, and an even better 5.3-second run off the line with all-wheel drive.

That base Panamera starts at just $99,300 plus freight and fees for 2021, which is unchanged despite its improvements, while a Panamera 4 can be had for $104,600. The rear-wheel drive Panamera only comes with the regular wheelbase and coupe-like liftback, but the base powertrain will all-wheel drive can be had in three body styles, starting with the regular wheelbase liftback before moving up to the longer wheelbase $112,200 Executive and finally the more wagon-like $111,700 Sport Turismo.

The 4S E-Hybrid is next on the financial pecking order at $128,500, or $141,400 for the Executive version and $133,100 for the Sport Turismo, while the 2021 GTS remains priced at $147,400 for 2021, and increases to $154,400 when its cargo compartment is expanded to Sport Turismo dimensions.

Finally, the Turbo S starts at $202,400 for the regular wheelbase model, $214,300 for the Executive, and $207,000 for the Sport Turismo.

Of course, there’s more to any Panamera than mere performance, which means it was important for Porsche to keep the car looking fresh and up-to-date. Therefore, all 2021 Panameras will now come standard with the previously optional SportDesign front fascia design, which includes the brand’s new single-bar front lighting module, augmented air intakes, and bigger, more assertively styled corner vents.

The new Turbo S gets some exclusive frontal styling with even larger lower fascia corner vents that adds to its aggressiveness, while some unique exterior paint options help to set this model apart.

Three new 20- and 21-inch alloy wheel sets can personalize any Panamera model further, while the new car’s long, body-wide horizontal taillight gets new contours for 2021, while the lenses have been darkened on the GTS model.

The Panamera’s interior remains mostly the same entering 2021, which is no bad thing. Just the same, improvements include new functions and services for the Porsche Communication Management (PCM) infotainment system, such as enhanced Voice Pilot online voice control, Risk Radar for real-time road sign and hazard info, wireless Apple CarPlay smartphone connectivity, and more.

Also enhanced, the 2021 Panamera can be had with Lane Keeping Assist featuring road sign recognition, as well as with the Porsche InnoDrive suite of advanced safety and convenience systems, which includes Lane Change Assist, LED matrix headlights including PDLS Plus, Night Vision Assist, Park Assist with Surround View, adaptive cruise control, and a head-up display unit that projects key info on the windshield ahead of the driver.

The 2021 Panamera is ready to order from your local Porsche retailer now, with deliveries starting in Q1 of 2021. After you make that call, make sure to check out our complete photo gallery above, and then be sure to enjoy the three videos below (which include the new 2021 Panamera Turbo S on the Nürburgring Nordschleife race track), plus remember to go to CarCostCanada’s 2020 Porsche Panamera Canada Prices page where you can learn more about the automaker’s zero-percent financing offer on all 2020 models, plus access info about manufacturer rebates when offered, and always available dealer invoice pricing that could save you thousands. Find out how the CarCostCanada system can save you money, and remember to download the free CarCostCanada app from the Apple Store or Google PlayStore so you can have access to all this important info whenever you need it.

New Panamera achieves lap record on the Nürburgring Nordschleife (3:09):

The new Panamera – digital world premiere (11:33):

The new Panamera: Highlights (2:13):

Story credit: Trevor Hofmann

Photo credits: Porsche

Nissan has taken a cue from Toyota’s best-selling RAV4 by toughening up the look of its Rogue for 2021, and if recent sales trends are indicative of things to come, most would-be buyers should find…

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Nissan redesigns its popular Rogue compact SUV for 2021

2021 Nissan Rogue — Nissan has squared off some of the Rogue’s curves for 2021, and by so doing has produced a more assertive looking compact SUV.

Nissan has taken a cue from Toyota’s best-selling RAV4 by toughening up the look of its Rogue for 2021, and if recent sales trends are indicative of things to come, most would-be buyers should find its sharper angles and more rugged appearance appealing.

Like Toyota, Nissan has built decades worth of respect for its 4×4-capable SUVs and pickup trucks, so pulling a number of styling cues from its full-size Armada down to the more affordable, economical and car-like compact class certainly doesn’t hurt the new Rogue’s image.

To a lesser extent Honda did likewise with its CR-V, but other than ATVs and motorcycles the second-most popular compact sport utility’s maker doesn’t have any serious off-road heritage to pull from, giving Nissan and Toyota, not to mention Chevrolet, Dodge/Ram, Ford, GMC, Jeep, Kia and Mitsubishi, which also currently produce or have produced off-road-oriented trucks and SUVs, a unique advantage while the SUV sector continues to take over the entire automotive landscape.

While the word aggressive is probably not applicable, the new 2021 Rogue looks more assertive than its predecessor. Nissan is quick to point this out in its press release, using words such as “edgy” and “adventurous” to describe the overall “spirit of the vehicle,” and expanding on that theme with phrases like “commanding presence,” “athletic strength,” and “adventure-ready exterior.”

While we all love creative marketing-speak, the expected Nissan design cues are clearly evident, including its new squared off V-motion grille up front and blackened D pillars at back, the latter creating the appearance of a “floating roof,” this now enhanced when choosing new two-tone exterior colour combos that allow for an all-black roof. Rugged looking lower body cladding beefs up appearances further, accentuated via a new “U-shape” bodyside design, while the attractive set of LED taillights don’t depart quite as much from their forebears as the new multi-level LED headlights do up front.

In a market that always seems to expand outer dimensions, a compact SUV that shrinks 1.5 inches from nose to tail and shaves 0.2 inches from its height is a welcome addition. While its shortened and lowered stance won’t be felt inside, these slight dimensional changes contribute to the crossover’s blunter more traditional SUV-like appearance without making it look too tall and boxy.

Unlike the RAV4, Nissan has yet to offer the new 2021 Rogue with an off-road trim line, the competitive Toyota having provided a more rugged looking and somewhat more 4×4-capable Trail version since its 2019 redesign, which can be upgraded with an even more empowering TRD Off Road Package for 2020, but that’s not to say the Rogue’s hardy new image is only skin deep.

In models equipped with Nissan’s Intelligent All-Wheel Drive system, it starts with a centre console-mounted Drive Mode Selector that incorporates an “Off-road” setting for tackling more treacherous terrain, or at least it can help overcome unruly rocks and other reasonably sized obstacles poking up from the dirt on the way to the summer cottage. A “Snow” mode does likewise for slippery conditions, while the Drive Mode Selector also incorporates Standard, Eco and Sport settings when weather patterns are less extreme, these final three the sole settings available in front-wheel drive trims.

Enhancing traction further, the new Rogue gets an entirely new Vehicle Motion Control System that Chris Reed, Senior Vice President of Research and Development at the Nissan Technical Centre North America, claims to do “what a human can’t.”

“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” adds Reed. “It can then step in and help to smooth things out.”

Basically, Vehicle Motion Control joins the all-wheel drive system and Drive Mode Selector to provide individual four-wheel control, improving line traceability in order to smooth out corners via the braking system, and even applying an individual brake pad to do so. The system, which features a chassis control module that “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions” is especially helpful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” said Nissan in its press release, although it’s always on and therefore assists in all situations.

As for the Rogue’s all-wheel drive system, it now incorporates a new electro-hydraulic controlled clutch that distributes torque quicker and more accurately thanks to an ability to predict front-wheel slippage, thus allowing for better rear torque distribution along with greater traction and responsiveness overall.

Speaking of responsiveness, a new quicker-ratio rack-electric power steering setup should result in more immediate turn-in, while a rigid six-position front suspension mounting and redesigned multi-link rear suspension will no doubt help to flatten out the curves.

This is important, as the new Rogue with be quicker thanks to an updated direct-injection 2.5-litre four-cylinder engine that makes 11 more horsepower and 6 additional lb-ft of torque, the new total being a nice even (or odd) 181 units apiece. In order to achieve this gain in performance, Nissan uses its GT-R-proven mirror bore coating technique to reduce friction and therefore enhance efficiency, while also adding a variable displacement oil pump, an integrated exhaust manifold and an e-VTC intake valve along with other improvements.

Yes, Nissan has been a technology leader as of late, so prepare yourself for some serious digital wizardry along with a bigger safety kit filled with new gear like Intelligent Driver Alertness that monitors steering patterns and if detecting drowsiness warns to take a break with a chime and coffee cup icon, Rear Door Alert that signals if you’ve left something or someone in the back seat when exiting, and Easy Fill Tire Alert that lets you know when a tire needs more air.

The brand’s Safety Shield 360 suite of advanced driver assistive systems is included as standard too, with features like Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while an unusual yet welcome addition is standard Rear Intelligent Emergency Braking, which will automatically stop the Rogue if backing into an obstacle or worse, out into oncoming traffic.

Of note, Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are optional, the latter integrated with an even more advanced version of Nissan’s semi-self-driving ProPilot Assist system. Safety improvements continue with 10 standard airbags instead of the six found in the outgoing Rogue, and extended crumple zones in case of impact. Additional options include a new four-door Intelligent Key system that allows the driver and passengers to open all four doors, this part of the Rogue’s new “Family Hub” combination that also includes tri-zone automatic climate control with two independent temperature zones up front and one in the rear.

Even more noticeable, the Rogue’s upper-crust trim gets a fully customizable 12.3-inch “Digital Dashboard” gauge cluster that completely replaces the conventional instruments with a colourful TFT display, although the base model’s regular primary gauge package is still advanced thanks to a 2.0-inch larger 7.0-inch multi-information display at centre, which is also capable of full personalization.

On top of this, literally, a supersized 10.8-inch head-up display unit projects key information onto the windshield where it’s easiest to see, while the standard 8.0-inch centre touchscreen display (already large for the class) gets increased to 9.0 inches for those willing to spend a bit more. Android Auto and Apple CarPlay come standard across the line, with Google Maps and Waze (with voice recognition) integration available.

It all comes in a cabin that looks wholly improved over its predecessor, with many more soft-touch surfaces plus richer optional Prima-Tex leatherette or quilted semi-aniline leather upholsteries in Graphite, Grey or Tan, as well as nicer wood grains and metallic trims, while Nissan’s NASA-influenced Zero Gravity seats offer comfortable support along with standard front warming. The steering wheel rim is heatable in base trim too, a smart nod of respect to Rogue owners of all means, while rear outboard seat heaters are optional, as is two-way driver’s memory. Other options include a surround parking camera system Nissan calls Intelligent Around View Monitor, this combined with the aforementioned rear driver assistive systems.

A smart electronic shift lever is shorter and positioned closer to the driver, and due to not needing any mechanical hardware underneath, allows for a raised centre console with plenty of what-have-you space on a shelf below.

The Rogue still doesn’t provide a centre pass-through in the second row or better yet, the 40/20/40-split rear seatbacks provided by some competitors, which allow owners to lay longer items like skis down the middle while rear passengers enjoy the more comfortable, optionally heated rear window seats, but Nissan does include a one-touch automated folding mechanism with “an available remote fold feature” for convenience. The Japanese brand’s useful Divide-n-Hide cargo system is once again available too, plus a powered and Motion Activated Liftgate that lets you open the rear hatch by kicking your foot under the back bumper.

Once again available in S, SV and Platinum trim levels, the 2021 Rogue will be available this fall, with pricing expected closer to its launch date. If all this sounds like it’s worth waiting for, stay tuned for more updates, but if you’d rather take advantage of some pretty incredible savings available on the current model, check out CarCostCanada’s 2020 Nissan Rogue Canada Prices page that was showing up to $5,000 in additional incentives at the time of writing. All you’ll need in order to learn about available manufacturer rebates, financing and leasing deals, plus otherwise hard to find dealer invoice pricing is an inexpensive CarCostCanada membership. Find out how it works now and while you’re at it, download the free CarCostCanada mobile app from the Apple Store or Google Play Store.

Story credits: Trevor Hofmann

Photo credits: Nissan

Now that the entirely new 2020 Palisade is garnering positive reviews and gaining plenty of new owners, the time was right for Hyundai to give its top-selling Santa Fe a bold new face as well. This said…

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Hyundai updates the Santa Fe with a bold new look for 2021

2021 Hyundai Santa Fe — The 2021 Santa Fe shows a bold new face for this popular model, and a possible styling risk for Hyundai.

Now that the entirely new 2020 Palisade is garnering positive reviews and gaining plenty of new owners, the time was right for Hyundai to give its top-selling Santa Fe a bold new face as well.

This said not all onlookers are pleased with the design direction the South Korean brand is taking its popular mid-size five-passenger crossover SUV, with a quick CarCostCanada poll showing 100-percent of respondents preferring the outgoing model to the new one. Still, playing it safe can often result in more criticism while sticking your neck out with something daring might only cause initial pushback, so time will tell how buyers respond to the new model when it arrives later this year.

2019 Hyundai Santa Fe — The current 2019-2020 Santa Fe offers a more conservative styling approach, yet still provides a distinctive design.

One thing is for sure. There won’t be many mistaking the 2021 Santa Fe from its competitors, thanks to a distinctive new widened grille that looks one part Hyundai and another part Fisker thanks to extending right out to each corner of the frontal fascia. It’s nevertheless mostly unique, and according to Hyundai’s press release accentuates the SUV’s “wide and well-balanced stance.”

“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” said SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”

Hyundai didn’t explain why the new grille’s “signature geometric patterned inlay” is different depending on which photo is shown, however, the model with body-colour painted lower trim (most likely the new top-line Santa Fe Ultimate) receiving seven rows of isosceles trapezoids, and the model with dark grey lower bumpers and rocker panels getting better aeration via larger octagonal vent openings similar to those currently in use, resulting a sportier appearance. Are these actually different grilles or the result of active grille shutters? We’ll learn more as additional info gets introduced closer to launch.

As it is, not a lot has been revealed in Hyundai’s 2021 Santa Fe release, other than nine exterior photos of white-painted examples in the two trims just noted. Both receive all-new T-shaped signature LED Daytime Running Lights (DRLs), however, which distinctly flow from the lower grille extensions up to the headlamp clusters, where each T’s stem gets capped off by its glowing cross-member. The outer tip of each T visually continues rearward along the new Santa Fe’s beltline before meeting up with a crease in the model’s redesigned wraparound LED taillights, while thicker flat-planed wheel arches “accentuate the SUV’s rugged and powerful character,” adds Hyundai, which house large 20-inch alloy wheels featuring a seven-spoke geometric pattern in the two Santa Fe trim-line examples shown.

From the rear, the new 2021 Santa Fe receives more horizontal styling elements to bring attention to its wide stance, including a thin light bar connecting the new taillights just mentioned, and lower down on the bumper a narrow reflector strip spanning most of the model’s width, plus a wider, larger rear vent cutout and metallic skid plate below that, which Hyundai dubs “a unique three-layer look.”

Although Hyundai provides no photos of the updated 2021 Santa Fe interior, it shares some info in the press release that sheds some light on what we can expect. Keep in mind the current 2019-2020 fourth-generation Santa Fe (read our road test review of the 2019 Hyundai Santa Fe Ultimate here) is already one of the more luxuriously equipped two-row crossover SUVs available in the mainstream volume-branded auto sector, but according to Hyundai the new updated model provides “more space, comfort, and convenience,” and adds “a new level of luxury with every component finished in premium soft-touch materials.”

Hyundai continues by saying the new Santa Fe’s centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all switchgear is “centered for intuitive and ergonomic use.” What’s more, like with the new three-row Palisade, the new Santa Fe’s reworked lower centre console receives a quad of buttons for gear selection, replacing the conventional shift lever. This is possible due to the new Santa Fe’s shift-by-wire transmission, and while no photo was provided for publication, we noticed one on the 2021 model’s press site page that’s most likely the real deal. It looks identical to the Palisade’s centre stack and lower console, so therefore, while we can’t be certain which model it comes from, it’s safe to say we’ll see something similar if not exactly the same in the updated Santa Fe. Either way, we’ve included it in our photo gallery above, so make sure to check it out.

The new button-type gear selector receives a right-side extension housing a new Terrain Mode dial selector with stylish knurled metal edges that optimizes the performance of Hyundai’s HTRAC All-Wheel-Drive system, including Sand, Snow and Mud settings, plus Eco, Sport, Comfort and Smart modes (the latter intuitively recognizing and automatically responding to personal driving style). Additionally, five more buttons provide quick adjustment to various driving and parking camera controls.

The new drive controls sit below two redesigned rows of centre stack switchgear, the top silver-painted row mostly for adjusting the larger, wider 10.25-inch AVN (audio, video, navigation) high-definition infotainment touchscreen atop the dash, this interface featuring power/volume and tuning/scrolling/enter knobs with the same knurled metal-look grips as the Terrain Mode selector, and the middle row also including LCD readouts for the dual-zone automatic climate control system, plus the same knurled metal edging on its “Auto” and “Sync” dials. The upscale detailing most likely continues into other areas of the cabin, but we’ll need to wait for more interior photos to know how far Hyundai has gone with such improvements.

The Santa Fe is Hyundai Canada’s longest running SUV nameplate, having originally arrived for the 2001 model year as a larger than average compact car-based crossover SUV. Now, four generations later it was the second best-selling five-passenger SUV in Canada during 2019 behind the Ford Edge, with 18,929 sales compared to the blue oval brand’s 19,965. This said, it was number one in the entire mid-size segment in 2018 with 24,040 units sold compared to 19,156 for the Edge, and that was after nearly a decade of class dominance with a peak of 28,402 deliveries in calendar year 2017.

While Canadians clearly like the Santa Fe, Hyundai’s more recently introduced models are gaining traction in their various SUV segments too. The aforementioned Palisade was only introduced last year as a 2020 model yet 3,845 units were sold before the close of 2019. Sales were down for the first part of 2020 for obvious reasons, but from January through April the Palisade’s 1,285 units were nearly half of the Santa Fe’s 2,665 deliveries (the latter representing a 56-percent plunge), boding well for the larger utility when stronger sales resume, whereas the Kona (also available as an electric-powered EV) leads its subcompact SUV segment with 4,858 sales, the Tucson is close behind and third after the mighty Toyota RAV4 and Honda CR-V in the larger compact SUV class with 4,733 units, and the all-new Venue has been selling strongly amongst city car-sized utilities with 1,577 down the road.

Once again we’ll need to see how Hyundai’s faithful respond to the new 2021 Santa Fe’s unorthodox styling before we predict a return to the top of the mid-size SUV sales charts, but improvements to its already impressive interior won’t hurt. This said, those that prefer the outgoing 2020 model’s styling may want to purchase one now and by doing so take advantage of up to $3,000 in additional incentives. To learn more go to CarCostCanada’s 2020 Hyundai Santa Fe Canada Prices page, and just in case you can find a 2019 version still available, CarCostCanada’s 2019 Hyundai Santa Fe Canada Prices page shows factory leasing and financing rates from zero percent.

Hyundai Canada is also offering zero-percent leasing and financing rates for the 2020 Venue, 2020 Kona Electric, the 2019 Kona Electric and the conventionally powered 2019 Kona, the 2019 Tucson, and 2019 Nexo (a hydrogen-powered EV), while you can access up to $1,000 in additional incentives when opting for a 2020 Kona or Palisade, and like the 2020 Santa Fe up to $3,000 in additional incentives when choosing a 2020 Tucson. Find out more about a CarCostCanada membership that provides all of this info and more, including available manufacturer rebates and otherwise hard to get dealer invoice pricing that could save you thousands on your next purchase, by linking to their “How It Works” page, plus download the new CarCostCanada mobile app in the iTunes or Google Play stores.

Story credit: Trevor Hofmann

Photo credits: Hyundai

When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated. As it was, the Jeasoo Kim-designed compact SUV had already been…

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Buick gives compact Envision SUV sharp new styling

The great looking new 2021 Buick Envision strikes a dramatic pose in its highly competitive compact luxury SUV segment.

When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated.

As it was, the Jeasoo Kim-designed compact SUV had already been in production at SAIC GM’s Dong Yue Foundry in Yantai, Shandong for two years, and it never really broke much visual ground when new, so sales over the past three years in a highly competitive market segment that usually includes top-sellers from every luxury carmaker’s lineup, haven’t exactly been overwhelming, with the larger, pricier Enclave actually doing better and the smaller, entry-level Encore totally cleaning up.

2020 Buick Envision — The 2020 Envision is pleasant to look at, but probably won’t pull a lot of eyeballs when it drives by.

One glance at the new 2021 Envision and no one should question whether sales will pick up or not, as this is one very attractive new compact luxury crossover, pulling some cues from the old Envision’s headlamps and taillights and its grille partially from the current model’s 2019 mid-cycle makeover as well as more recently updated Buick models, yet appearing to have much in common with today’s sharply creased new Cadillac XT crossover luxury SUV lineup.

So far 2021 Envision details are limited, Buick not even showing any interior photos, but we do know the old 197 horsepower naturally aspirated 2.5-litre four-cylinder base engine will give way to a new standard 2.0-litre turbocharged four-cylinder, which was optional in the outgoing Envision and made 252 horsepower and 260 lb-ft of torque. Also changing is the current model’s six-speed automatic transmission, which will reportedly be replaced by a new advanced nine-speed automatic. Like the current Envision, the new one will likely come to Canada with standard all-wheel drive.

The outgoing Envision shares underpinnings with the second-generation Chevrolet Equinox and GMC Terrain, and therefore this new follow-up will probably get an update to the current fully independent front strut and four-link rear setup, one of the SUV’s most endearing attributes.

What’s more, the new Envision will ship with standard forward collision alert, autonomous emergency braking for both vehicles and pedestrians, plus lane keeping assist, lane departure warning, rear parking assist and more. Reportedly, much of the new Envision’s advanced driver assistive systems were developed at GM’s Canadian Technical Centre.

Options are said to include front parking assist, semi-autonomous parking assist, a 360-degree surround parking camera, blind spot monitoring with rear cross-traffic alert, a head-up display, a rearview mirror camera, plus more.

A 10.0-inch infotainment touchscreen display with an HD backup camera will be available, with Apple CarPlay and Android Auto smartphone integration as well as Amazon Alexa compatibility, while Buick will also make its top-tier Avenir trim available for the first time in the Envision.

The all-new 2021 Buick Envision will go on sale in early 2021, but we can expect more details in the coming months.

If you like the softer curves of the current 2020 Buick Envision design, and want to benefit from available discounts of this still current yet outgoing model, such as manufacturer rebates, financing and leasing offers and the savings that come from learning about otherwise hard to find dealer invoice pricing that could save you thousands, take note that one inexpensive CarCostCanada membership can provide you with all of the above and more, arming you with everything you need before even talking with someone at your local GM dealership.

Right now CarCostCanada is showing up to $1,000 in additional incentives for the 2020 Envision or 2020 Encore (the 2021 Encore can be had for zero-percent financing), while you can also receive up to $1,500 in incentives on a 2020 Enclave or 2020 Regal Sportback. Check out CarCostCanada to find out more.

Story credits: Trevor Hofmann

Photo credits: Buick

The RVR was early into the subcompact crossover SUV market, arriving way back in 2010 when its only competitors were the Honda Element, Jeep Compass and Patriot, Kia Soul, Nissan’s Cube and Juke, plus…

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Mitsubishi gives dramatic refresh to 2020 RVR

2020 Mitsubishi RVR — The new 2020 RVR certainly looks fresh, with its four-lens LED DRLs providing unique appeal. (Photo: Mitsubishi)

The RVR was early into the subcompact crossover SUV market, arriving way back in 2010 when its only competitors were the Honda Element, Jeep Compass and Patriot, Kia Soul, Nissan’s Cube and Juke, plus the Scion xB. It initially did very well, managing third in segment sales in its first full year and reaching top spot in 2013, but nine years of mild updates, other than a redesigned grille and lower front fascia for 2016, have caused middling results since.

Enter the 2020 RVR, a much more thorough refresh that not only revises the front end design to a near copy of the larger Eclipse Cross, but adds new standard LED headlamps and some really distinctive standard four-lens LED daytime running lamps, plus a stylish chrome front fender “vent” butting up against the front doors at each side, while modified rear end styling includes a fresh set of standard LED taillights over a fancier bumper treatment in back. All said, the highlight of the upgrades include a refreshed interior featuring an 8.0-inch centre touchscreen.

The new RVR, dubbed Outlander Sport in the US and ASX in Europe as well as some other global markets, was first introduced at the Geneva motor show last March before arriving in Canada now, and along with the more eye-catching design is actually a better value than last year’s model.

First off, the base ES FWD model’s price of $22,998 plus freight and fees is identical to last year’s entry-level RVR, yet the just-noted 8.0-inch Smartphone Link Display Audio infotainment interface comes standard and includes standard Apple CarPlay and Android Auto smartphone integration plus a large backup camera.

What’s more, all 2020 RVRs come equipped with heated power-adjustable side mirrors, variable intermittent wipers, heatable front seats, Bluetooth, an anti-theft security system, a rear rooftop spoiler, hill start assist, traction control, active stability control, a brake override system, and more.

Additionally, Mitsubishi now makes its advanced All Wheel Control (AWC) all-wheel drive system easier to afford by including it as part of a new ES AWC trim starting at just $25,498.

In total, Mitsubishi offers seven trim levels for 2020, with the $25,298 second-rung SE FWD adding blind spot warning with rear cross-traffic alert, this combination previously only offered on pricier trims.

The SE AWC, which starts at $27,998, swaps out Mitsubishi’s 2.0-litre four-cylinder engine for a larger 2.4-litre mill, upping output from 148 horsepower and 145 lb-ft of torque to a formidable 168 horsepower and 167 lb-ft of torque, while also including LED fog lamps. Of note, all RVR trims include a standard fuel-efficient continuously variable transmission (CVT).

Next in line is SEL AWC trim at $29,798, which ups the wheels from 16-inch alloys to new 18-inch aluminum rims while adding soft, plush microsuede to the upholstery. Alternatively, the $30,798 Limited Edition AWC (previously called Black Edition) adds a black headliner, a heatable steering wheel, and a centre console kneepad with red stitching.

The black headliner and heated steering wheel are also included with the top-tier $33,998 GT AWC (the “GT Premium” name has been discontinued), plus a new chrome beltline moulding.

Lastly, new standard colour choices include Oak Brown and Sunshine Orange, joining carryover colours Sterling Silver and Titanium Grey, while new Red Diamond paint becomes a $450 option along with $300 Labrador Black, Octane Blue, and Pearl White.

“RVR is our number one selling nameplate,” commented Juyu Jeon, president and CEO, Mitsubishi Motor Sales of Canada, Inc. “As an entry-level SUV, RVR has done the important job of introducing new customers to the brand and these customers are staying and growing with Mitsubishi Motors. We believe with its new bold, rugged look, Canadians will want to revisit why RVR has become a Canadian favourite for Mitsubishi.”

Sales of the Subaru Outback have been on an upward trajectory over the past five years, with calendar year 2017’s results of 11,490 units showing 87.7 percent growth since 2013. The “if it ain’t…

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2018 Subaru Outback 3.6R Limited Road Test

Sales of the Subaru Outback have been on an upward trajectory over the past five years, with calendar year 2017’s results of 11,490 units showing 87.7 percent growth since 2013. The “if it ain’t broke don’t fix it” mantra no doubt came into play for this 2018 model year refresh, but despite only receiving a subtle redo I have to say the iconic mid-size crossover looks better than ever.

Over the years the design has slowly evolved from beefed up wagon to low-profile SUV, with this latest iteration the most rugged looking yet. The 2018 model gets a reworked grille, revised lower front fascia, new door mirrors, and a much more aggressive rear bumper design, making it just as appealing to adventure seeking, wilderness conquering daddies as it has always been to reality-minded mommies.

While the grille gets a stronger strikethrough in its upper section, the 2018 Outback’s redesigned headlights might be the most dramatic visual enhancement up front. Now each cluster is more sharply angled with a unique scalloped treatment at the topmost inner point, as well as a more defined signature LED element inside, whereas the matte black lower fascia’s fog lamp bezels protrude upward in a more pronounced fashion, or at least they appear to do so now that more body-colour surfacing separates them from the centre vent.

New mirror housings with slimmer more sophisticated looking LED turn signals aside, there’s not much to distinguish the outgoing Outback from the new one when viewed from the side, although if you look very carefully from this vantage point it’s possible to pick out some augmentation to the new taillight lenses and rear bumper, the latter feature getting additional black cladding extending upward at each corner. That bumper cap makes the most obvious difference from the rear view too, giving the Outback most of the rugged visual upgrade mentioned earlier. Outback faithful should be well pleased with the exterior changes made to this 2018 model, although improvements made inside might elicit even broader smiles.

The renewed interior features higher-grade materials, greater comfort, reduced engine, wind and road noise due to acoustic front door glass, and more advanced electronics, with some key upgrades including a redesigned steering wheel with reorganized switchgear, standard dual USB charging ports for rear passengers, a new 6.5-inch STARLINK infotainment touchscreen for base 2.5i trim that supports Apple CarPlay and Android Auto smartphone integration plus Aha radio, a centre display that grows from 7.0 to 8.0 inches in just-above-base 2.5i Touring trim and higher, plus a new voice-activated dual-zone automatic climate control interface featuring digital readouts for easier legibility and greater overall functionality also comes standard with the same 2.5i Touring and upper trims, as does a redesigned centre vent grille, centre panel, air conditioning panel, and instrument panel. Lastly, Limited and Premier trims get steering-responsive LED headlights, while more functionality gets added to these models’ navigation system.

All 2018 Outbacks get a retuned suspension that makes a noticeable improvement in smoothing out pavement imperfections and quieting the ride, while it certainly doesn’t seem to have upset the mid-size crossover’s always stable and confidence-inspiring handling. The Outback isn’t just a strong performer, but possibly even more importantly it feels a lot more premium than its mainstream-branded peers. There’s a genuine solidity to its overall build quality, while the inherently smooth 3.6-litre H-6 adds to this upscale ambience in ways only a six-cylinder can.

I don’t know how long Subaru will support this engine now that the even more potent 2.4-litre turbocharged four-cylinder has been introduced for the larger 2019 Ascent, up 4 horsepower and 30 additional lb-ft of torque over the 3.6R, but for now the refined powerplant does a good job of helping the Outback imitate a luxury CUV in quietness and performance, its output measuring a meaningful 256 horsepower and 247 lb-ft of torque.

Performance off the line is very strong, although it’s more of a smooth linear power than anything WRX-like. Still, the high-torque Lineartronic continuously variable transmission (CVT) offers nice positive shifts, plus you can slot the lever over to a new seven-speed sequential manual mode before swapping gears via steering wheel paddle shifters in order to maximize performance or short-shift to minimize fuel usage, the latter good for a reasonably efficient claimed 12.0 L/100km city, 8.7 highway and 10.5 combined as-tested or 9.4, 7.3 and 8.5 respectively with the base 175-horsepower 2.5-litre four-cylinder.

The steering is substantive feeling, meaning that it’s not too loose and light, but it certainly isn’t overly heavy or ponderous either. In fact I found its weight just right no matter the speed, and extremely easy to turn into tight parking spaces.

Speaking of easy, visibility is superb in all directions thanks to a tall SUV-like ride-height and expansive glass all the way around, while rearward visibility and safety is improved by a very clear backup camera with an especially good wide-angle view, not to mention dynamic guidelines.

Improving driver ease yet further, Subaru includes an electromechanical parking brake with auto-release, plus the brand’s well-proven Symmetrical all-wheel drive system incorporating hill descent control and X-mode to overcome rougher off-road sections as well as deeper snow, either of which is made easier due to an impressive 220 mm (8.7 inches) of ground clearance.

We didn’t have any snow to slog through during my time with the car and had no opportunity to take it up the mountain for winter testing, only encountering some West Coast spring showers, but previous experiences with the Outback in inclement weather have always been positive so there’s no reason this one would be any different. In fact, the new model’s improved suspension compliance should be a benefit for dealing with such situations, on top of providing the superb ride mentioned earlier.

Not affecting my tester yet still important to note for the majority of Outbacks being sold, all four-cylinder trims are now Partial Zero Emissions Vehicle (PZEV) rated, which translates into one of the lowest emissions ratings in the mid-size SUV class. Important for safety, all Outbacks get a revised brake booster to improve stopping performance, while Subaru’s acclaimed EyeSight suite of advanced driver assistance systems remains available with all trims above base and standard on the top-line the Premier model.

EyeSight, at just $1,500, includes pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and new high beam assist, which incidentally let Subaru remove the third camera from the other side of the Outback’s rearview mirror.

Of course, a full array of active and passive safety features come standard across the line, while the Subaru Rear/Side Vehicle Detection System (SRVD), which includes blindspot detection, lane change assist, and rear cross-traffic alert, is standard with all models above the base 2.5i. Additional safety upgrades include a collision detection feature that can automatically unlock the doors if required, plus automatic door locks that do the opposite when getting under way, a window off-delay timer, and improved child safety seat anchors. Fully equipped with EyeSight and the Limited/Premier models’ full LED headlights, which are now steering-responsive as well, the 2018 Outback’s collective safety kit once again receives a best-possible Top Safety Pick Plus rating from the IIHS.

Along with the Outback’s lengthy list of safety equipment and aforementioned mechanical prowess, my Limited model was beautifully finished inside, plus roomy and comfortable for the five-seat mid-size crossover class. Cream-coloured contrast stitching enhanced the soft-touch instrument panel, even extending to the halfway point of the centre stack, and crossed the nicely revised door panels as well, albeit without the contrast stitching which is instead used for the door inserts and armrests, while new shift panel detailing and attractively redesigned leather upholstery join features like fabric-wrapped A-pillars that were already doing a good job of pulling this mainstream volume-branded crossover SUV closer to premium status.

The new steering wheel is a really attractive leather-wrapped design with sporty thumb spats to enhance comfort and grip. Switchgear is very good as well, and includes audio controls, voice activation, and phone controls on the left spoke, plus multi-information display controls below that, while the right spoke is taken up by dynamic cruise control functions, with a switch under that for the heatable steering wheel.

Possibly the biggest overall improvement to Subaru interiors is on the digital front, with the Outback’s displays very high in resolution, its colours bright, and graphics benefiting from wonderful depth of contrast. This is most noticeable with the new larger infotainment touchscreen, but it’s also true within the driver’s primary gauge cluster that features beautifully bright backlit analogue dials surrounded by an even brighter full-colour 5.0-inch multi-information display in EyeSight-equipped models (a 3.5-inch display is standard), this filled with plenty of premium-level functions, such as EyeSight those features including adaptive cruise control, the ECO gauge, additional fuel efficiency info, etc.

Back to the centre stack, infotainment functions include AM, FM and satellite radio, CD, USB, Bluetooth and aux media capability, Bluetooth phone, very accurate navigation with nicely detailed mapping, Starlink, Aha, Pandora, Travel Link, plus the aforementioned Apple CarPlay and Android Auto apps, car info, car settings, plus more, while it’s all organized from a stylishly colourful Apple-like home menu.

Features in mind, a quick glance at any Outback’s wheel and tire package can help distinguish its trim level, as base 2.5i and Touring models get 17-inch rolling stock and Limited/Premium trims receive larger 18-inch alloys. On that note, pricing for the base 2.5i starts at $29,295 plus freight and dealer fees, as found on CarCostCanada.com, while moving up through the line shows Outback 2.5i Touring trim priced $3,500 higher at $32,795, 2.5i Touring trim with EyeSight at $34,295, 2.5i Limited trim at $36,795, 2.5i Limited trim with EyeSight at $38,295, and 2.5i Premier with EyeSight at $39,195.

If you want the 3.6R six-cylinder engine in base Touring guise you’ll be asked to pay $35,795, whereas the 3.6R Limited starts at $39,795, the same package with EyeSight that I drove will set you back $41,295, and finally the 3.6R Premier with EyeSight is priced at $42,195.

Features exclusive to Limited trims and above that were not yet mentioned include brushed aluminum front doorsill protectors, silver and authentic looking matte woodgrain interior accents, an auto-dimming rearview mirror, a Homelink garage door opener, rear climate controls, a great sounding 576-watt, 12-speaker Harman/Kardon audio system, two-way driver’s seat memory, a four-way powered front passenger seat, a heated steering wheel, two-way heatable rear outboard seats, and more.

As yet unmentioned items pulled up from lesser trims that enhance the Limited model’s experience include auto on/off headlamps, LED daytime running lights, fog lamps, welcome and approach lighting, LED turn signals on the side mirror housings, a windshield wiper de-icer, proximity-sensing keyless access, pushbutton ignition, auto-dimming side mirrors, illuminated vanity mirrors, a sunglasses holder in the overhead console, a powered moonroof, a rearview camera with dynamic guidelines, a 10-way power-adjustable driver’s seat with powered lumbar support, a rear centre armrest, a powered rear liftgate, three-way heated front seats, a retractable cargo cover, four chrome cargo tie down hooks, two utility bag hooks, a cargo tray, a sub-floor compartment, 60/40-split rear seatbacks with one-touch flat-folding capability, plus more.

As noted earlier the Outback is spacious, with plenty of room for large adults front to back. It’s comfortable too, the front seats superbly supportive, especially in the lower back and from side-to-side. What’s more, the Outback is as nicely finished in back is it is up front, and includes a large and wide centre armrest that flips down at the ideal height for optimal adult comfort (or at least it was perfect for me), while it comes filled with sizeable cupholders featuring grippy rubber clasps to help keep drinks securely in place. A covered compartment on the backside of the front centre console includes two USB charging ports plus an auxiliary plug, but other than aforementioned rear ventilation, good reading lights overhead, and big bottle holders moulded into the lower door panels that’s about it for rear passengers.

As for rear seat roominess, I had about six inches ahead of my knees when the driver’s seat was set up for my five-foot-eight height, plus loads of space for my feet. There was also a good five inches above my head and about the same next to my shoulders and hips. In other words, there’s loads of room in back for two average sized adults and one child, or three smaller adults. Likewise, the cargo compartment is accommodating thanks to 1,005 litres (35.5 cubic feet) behind those rear seatbacks, or 2,075 litres (73.3 cubic feet) when they’re laid flat.

Thanks to Subaru making this already excellent crossover SUV better with each makeover, it’s hardly a mystery why Outback popularity continues to grow.

News & Reviews- Tag: update