It’s been about a year since I got back behind the wheel of Toyota’s completely rethought Venza, and I have to say its styling has grown on me. From seeming to pull inspiration from the previous-generation…

2022 Toyota Venza Limited AWD Road Test

The sleek looking 2022 Toyota Venza Limited AWD splits the air in order to maximize fuel-efficiency.
The new 2022 Toyota Venza Limited AWD is the mid-size crossover SUV class’ fuel-efficiency leader.

It’s been about a year since I got back behind the wheel of Toyota’s completely rethought Venza, and I have to say its styling has grown on me. From seeming to pull inspiration from the previous-generation RAV4, at least to my mind’s eye, I now see it has having a unique, modern, advanced look all of its own. Funny how taste’s change with familiarity, as there are now plenty more on the road than when initially driven.

It should be said that I normally prefer more truck-like crossover SUV designs, such as Toyota’s current RAV4 and Highlander. These pull a number of heritage design cues from Toyota’s storied 4×4 past, as well as styling influences from the Japanese brand’s more rugged, off-road-ready present-day SUV and pickup truck models, with the current RAV4’s overall look paying homage to the fabulous FJ Cruiser that itself was inspired by the brand’s original Willys/Jeep Wrangler-competitive FJ40, while both the RAV4 and Highlander share the basic shape of their grille designs with the current-generation Tacoma, which most truck fans will agree is one of the best-looking mid-size pickups ever.

Smooth, refined, sophisticated shape and execution

The 2022 Toyota Venza Limited AWD has a wind-cheating design, obviously formed in the wind tunnel.
The Venza has a really attractive rear design, particularly its thin, organically shaped taillights.

By comparison, the Venza’s smooth, wind-cheating shape seems designed for an altogether different purpose, even though it targets a similar audience to the Highlander, albeit one that doesn’t need as much passenger and cargo space. To be crystal clear, the Venza seats five comfortably in two rows, while the Highlander is good for seven over three rows; the third-most twosome best dedicated to children.

As for the Venza’s cargo capacity, it’s not only considerably less commodious than the Highlander’s, it’s surprisingly down on the RAV4’s too, by a significant 211 litres (7.4 cu ft) with its second row upright, and 417 litres (14.7 cu ft) when laid flat. Specifically, the Venza measures just 816 litres (28.8 cu ft) behind the rear seats and 1,560 litres (55.1 cu ft) when its 60/40-split back row is tumbled forward (and fractionally less¬–0.2 litres (0.007 cu ft)–when its optional Star Gaze roof is included). And yes, Toyota doesn’t offer a centre pass-through either, so rear row/cargo flexibility is limited.

Stacking up against siblings and competitors

The 2022 Toyota Venza Limited AWD offers some attractive details.
Elegant LED headlights, tiny fog lamps, and large multi-spoke alloy wheels provide a distinctively aerodynamic appearance.

So why move up from a RAV4? Sales will indicate not many Canadians do, with Toyota Canada having sold a whopping 67,977 RAV4s last year (resulting in the number one spot in light vehicle deliveries overall, let alone within its own segment; number-two was Honda’s CR-V with just 50,135 deliveries). This compares to a mere 6,249 Venzas, or less than 10 percent. Of note, 19,885 Highlanders were sold in Canada throughout 2021, making it number-one in the entire mid-size SUV segment. Despite being a new model for 2021, the Venza also had the entire year to make its mark, having been introduced in the latter part of 2020, so while sort of holding its own, it didn’t exactly burn up the sales charts.

Check out the 2022 Toyota Venza Limited AWD model's LED headlamp.
Here’s a closer look at one of the Venza’s LED headlights, complete with some of its unique signature elements.

After all, Nissan’s very long-in-tooth and comparatively gluttonous V6-powered Murano outsold it, as did a few other five-passenger rivals, such as the Subaru Outback, Ford Edge, and the two-row segment’s top-selling Hyundai Santa Fe (not to mention the mid-size class’ second-most popular Jeep Grand Cherokee, if you want to include 4×4-capable offerings). A few models that offer both five- and seven-passenger variants did better than the Venza too, namely Toyota’s own 4Runner (which, of course, is also 4×4-capable), Kia’s Sorento, and Volkswagen’s Atlas (the Atlas Cross Sport is the five-passenger variant, but VW combines the two SUVs’ sales numbers).

On the positive, the Venza outsold the relatively new Chevrolet Blazer and Honda Passport last year, while three-row SUVs that saw the new Toyota crossover’s slim taillights pass them by include the Dodge Durango, Chevrolet Traverse, Mazda CX-9, Kia Telluride, GMC Acadia, Subaru Ascent, Nissan Pathfinder, and the very new Jeep Grand Wagoneer, albeit the Ram truck-based utility didn’t have much time to pull in new customers, whereas the Dodge Journey was already well on its way out (being a 2020 model) and therefore came last in this category. A notable mention is the Ford Mustang Mach-E, which while outsold by the Venza, did well for an all-electric offering.

Pricey, yet affordable for a hybrid

Are you a fan of the Vanza's tail lamps?
The Venza’s LED taillights are as slender as you’ll see anywhere.

It’s not too difficult to figure out why Toyota’s mid-size, two-row crossover SUV entry lags behind many competitors, pricing. A base 2022 Venza LE starts at $39,150, which incidentally is up $660 from last year’s starting point. That makes it more expensive than a $33,699 base 2022 Hyundai Santa Fe Essential AWD, a non-hybrid model that doesn’t manage fuel as thriftily as this miserly Japanese contender, but you can buy a lot of gas for almost $5,500, plus the more affordable Korean simply fits within more peoples’ budgetary and therefore lending restraints.

Take a peek into the 2022 Toyota Venza Limited AWD.
The Venza provides a very upscale interior featuring premium-level materials on most surfaces.

On the positive for Toyota, last year’s Santa Fe to Venza price gap was a whopping $7,091, so the step up to this hybrid is no longer as steep. It should be noted that Hyundai offers a Santa Fe Hybrid in this class too, but it starts $2,549 higher at $41,699 than the base Venza, while those wanting a Santa Fe Plug-in Hybrid (Toyota doesn’t offer one in this class) can ante up $49,699 for a bit more fuel savings and the benefit of traveling in the HOV lane, depending on local regulations.

Of note, additional electrified models in the two-row, mid-size SUV class include the new Jeep Grand Cherokee 4xe Plug-In Hybrid, but at $71,005, and sporting serious off-road credentials it’s really targeting the luxury 4×4 crowd, while the electrified mid-size crossover SUV segment’s most affordable $36,695 Kia Sorento Hybrid, as well as the $44,995 Sorento Plug-in Hybrid, which is priced best as far as plug-ins go, come with seating for six via three-rows including second-row captain’s chairs, but deserve a mention due to their value proposition. If you feel the pull to a full-electric EV you may want to consider the competitively priced $51,495 Ford Mustang Mach-E and potentially Chevy’s even better looking (in this author’s humble opinion) and equally nameplate-offending (to classic 4×4 fans) upcoming 2024 Blazer EV.

Dedicated to aerodynamics and hybrid efficiency

Here's a closer look at the 2022 Toyota Venza Limited AWD model's cockpit.
The driving position is excellent, and overall environment ideal for long stints behind the wheel.

Of course, Toyota has its own long-awaited all-electric model coming out too, the 2023 BZ4X. It’s a largish compact crossover, being 94 mm (3.7 in) longer and 5 mm (0.2 in) wider than a RAV4. While we can expect more EVs to come, nobody offers more hybrids than the originator of the species (as far as practical four-door models go). Toyota currently offers no less than nine hybridized models, which is pretty amazing. And that’s only in North America. Toyota makes other hybrid models in other markets, particularly Japan, where this Venza is sold under the Harrier nameplate.

That last point may be why this new mid-size crossover SUV appears so different from its more rugged-looking stable mates. Rather than give the Harrier a makeover for its new Venza role, it was merely rebadged for our market, and does what it needs to do for the most part. Still, I can only imagine it would appeal to even more buyers if it pulled more of the brand’s North American styling influence onto its front fascia, at least. Sure, the RAV4 is more or less the same in Japan as it is here, but Toyota’s domestic market doesn’t get our Highlander, 4Runner, Sequoia, Tacoma or Tundra. Alternatively, their Fortuner (GR) and Land Cruiser series (including the 4Runner-sized Prado) take care of mid- and full-size SUV duties in Asia, while the Tacoma-sized Hilux oversees all truck responsibilities. These are looking a lot bolder than they did in the past, but still not as aggressive as their North American counterparts (new LC aside).

Refined style and luxe interior appeal to plenty of new buyers

The 2022 Toyota Venza Limited AWD model's details are very impressive.
The dash top is make from a premium-like soft-touch synthetic, while the steering wheel is padded leather and instrument cluster provides a nice balance of analogue and digital, plus plenty of colour.

To this latest Venza’s credit, it had plenty of admirers throughout my test week. Whether viewed from up front, where its wind-cheating design once again reminds me of the old RAV4, or taken in at the rear, which I particularly like thanks to its sliver-thin taillight clusters and connecting centre reflector, the latter giving it a unique character when put side-by-side to its myriad mid-size competitors, the new Venza is an attractive mid-size crossover. If the overall design had sharper edges, those taillights could even be mistaken for Lexus’ latest tail lamp designs, but the Venza’s are more organically shaped like the rest of the SUV, so its rear styling is more visually comparable to luxury utilities from Lincoln, Infiniti and even Porsche, albeit once again it provides enough uniqueness to stand out on its own.

Step inside and that premium-brand cache continues. Yes, this new iteration is much more luxurious than the first-generation Venza, which is important in a segment that’s steadily refining new model after new model. Likewise, for the Highlander, which provides similar levels of luxury as you go up through the trim lines, such as more soft-touch surface areas, fabric-wrapped roof pillars, and the list goes on, resulting in a very pleasing cabin.

Colourful enough for you? The Venza's semi-digital display is very attractive.
The Venza Limited’s primary gauge cluster incorporates two analogue dials and a large 7.0-inch digital display.

Interestingly, there are no simulated or genuine wood inserts, but instead Toyota covers much of the instrument panel in a soft-touch padded leatherette, featuring a thin grey corded strip with attractive metal ends. This can be found to the left of the driver and ahead of the front passenger, plus across the front two-thirds of each door upper. Following this pampering theme, an angled piece of padded leatherette folds down into comfortable armrests just behind, at which point some decorative trim might possibly be mistaken for the just-noted missing wood inlays when glanced at quickly. This trim piece supports the window switches, power locking buttons, and on the driver’s side, power mirror controls.

Easy to navigate digital interfaces set the Venza apart

That's one mighty big main display atop the centre stack.
The centre stack is well laid out for ease-of-use, but take note the ignition button hangs on its own just below the HVAC controls, which might take a bit of getting used to.

Framed by a comfortably padded leather steering wheel is a semi-digital gauge cluster complete with two analogue dials. The left side is for hybrid info, including Eco, Power and Charging gauges, plus one for the engine temperature, while the right side is filled with a speedometer with a fuel gauge. At centre is a large 7.0-inch multi-information display that includes hybrid info as well as most other features found on the infotainment system.

Speaking of that large centre touchscreen, the high-resolution display measures a significant 12.3 inches. In default mode, it’s split into a larger two-thirds section on the left and a smaller one-third section to the right, but you can push a set of double arrows on the far right to reverse the layout if desired. The system comes stock full of features too, with the default main page incorporating climate control, audio functions, and quick calling pre-sets to the left, these divided in half so they look like three separate tiles, while the rightmost third displayed the navigation map as a default. Again, this section can be reconfigured depending on what you need or prefer, with a long list of variables.

Big enough for you? The Venza Limited uses a 12.3-inch main display.
The Venza Limited’s 12.3-inch main touchscreen display is impressive in size and overall functionality.

You can access Home, a menu page, an audio page, or the map with navigation controls via touch-sensitive quick-access buttons just below the screen on a separate section of the centre stack. This interface also incorporates a touch-sensitive audio volume controller and a similar tool for tuning radio stations or tracks. A separate panel is dedicated to the dual-zone automatic climate control system, and was as easy to operate as it was attractive to look at.

Well-organized centre stack and console aid in driving experience

All of the above features hover over a carved-out section of the lower console, which integrates a sideways-mounted wireless phone charger, separate USB-A ports, and an auxiliary port for powering devices. Additionally, Toyota hangs its ignition button just below the upper centre stack. Being this is in a different place than usual, I kept pressing the odometer trip reset button instead, which is where most vehicles have their ignition switch, although it’s completely hidden by the right side of the steering wheel spoke, so it makes sense why Toyota would place the start/stop button within eyesight on the centre stack. I eventually familiarized myself to the new location.

The Venza's transmission is all about refinement and fuel economy.
A nicely sorted transmission is controlled by this gear lever on the lower console.

Moving downward, the lower centre console gets a traditional shift lever with manual mode, but that comes after an electronic parking brake with a hold function, plus an EV mode switch for driving under pure-electric power over short distances at low speeds, and lastly a drive mode selector that can be swapped between Eco, Normal and Sport settings.

I quickly learned that I didn’t need Sport mode to get it off the line quickly. When wanting to accelerate fast out of my local side street, due to a near constant four-lane stream of traffic, the Venza jumped forward with an immediacy I didn’t expect when in set an Eco mode. This said, Sport makes it all that much more energetic when taking off or passing, giving the SUV more zip all-round. More often than not I drive vehicles like the Venza in a calm and relaxed fashion, so I kept it in Eco or Normal mode throughout the week. This still allowed for all the performance I needed when called upon, plus all the fuel-efficiency I could want. Comfort for five aside, that’s really what the Venza is all about.

Hybrids are still the value leaders initially and over the long haul

Check out the Venza Limited's digital rearview mirror!
The Venza Limited gets a digital rearview mirror, which can otherwise be switched off to provide a regular auto-dimming centre mirror.

In fact, at $1.82.9 per litre when needing to fill it up, a busier than average week behind the wheel only cost me $55. This is a great deal less than in any other vehicle I’ve driven recently, even including compact four-cylinder economy cars. Toyota claims a fuel economy rating of 5.9 L/100km in the city, 6.4 on the highway and 6.1 combined, which is mind-blowingly good for the Venza’s size and weight, so this SUV makes sense for those wanting to save money on fuel, even if they’re considering an all-electric SUV like Tesla’s smaller Model Y or similarly sized (to the Venza) Model X.

The 2022 Toyota Venza Limited AWD model features four-way powered lumbar support.
The Venza Limited’s driver’s seat is very comfortable, thanks in part to four-way power lumbar support.

After all, you can drive a long way with savings of about $46k and $117k respectively when compared to the Venza’s base starting price of $39,150 (plus freight and fees). Even fully loaded in Limited trim with a window sticker showing $48,550 like my tester, it’s a relative bargain. Of course, Hyundai and Kia offer similar sized electrics in the $45k to $60k range, while Cadillac’s upcoming Lyriq will provide luxury SUV duds for not much more at a base of less than $67k, but once again the overall frugality price would go to Toyota’s Venza.

Fortunately, along with its forward thrust, which granted, isn’t anywhere near as jaw-dropping as those just-noted all-electric crossovers, the Venza is a commendable handler, but as capable as it is through a curving canyon road, it’s primarily been set up for comfort and ride quality. Smooth is the name of the Venza’s game, to the point that I’m willing to bet that its ride is one of the best in its class.

Venza Limited makes it easy to get comfortable

The Venza Limited includes an opaque dual-pane panoramic sunroof.
Check out the Venza Limited model’s dual-pane panoramic sunroof in opaque mode.

It helps that the driver’s seat is comfortable too, with plenty of adjustment. I found it pleasantly surprising that this top-line Venza Limited provides four-way lumbar support, plus the three-way heatable and cooling seats worked as needed. The single-temperature heated steering wheel didn’t warm all the way around like some others, but it kept hands toasty from the two o’clock to four o’clock positions on the right side, and the eight to 10 o’clock positions on the left, with some heat bleeding off towards the centres to eliminate any early morning icy chill. Good enough.

The just-mentioned seat ventilation gets forced through perforated SofTex pleather centre front seat panels, incidentally, while solid SofTex covers each bolster and headrest. SofTex is Toyota-speak for breathable man-made leatherette, by the way, looking and feeling so much like the real deal that I needed to verify whether or not it was genuine leather on the automaker’s website.

The three rear seating positions are very accommodating as well, especially the two outboard window seats, which also boast heatable cushions. Additional rear passenger equipment includes air vents on the backside of the front console, plus two USB-A ports for connecting devices. A large centre armrest folds down in the middle, revealing two integrated cupholders.

Cargo flexibility isn’t the Venza’s strongest suit

Rear seat roominess anyone? The Venza has plenty!
The Venza provides plenty of rear seat room and comfort.

A powered rear liftgate opens up to a large cargo area, including a sizeable spot to stow items below the cargo floor, next to the compact spare tire. As noted earlier, the rear seatbacks fold down in the usual 60/40 configuration, which once again is my only complaint, being that I prefer a 40/20/40 split so that skis can be laid down the middle and rear passengers more comfortably placed by the window seats, an important issue if you’re a parent and have to coax one less comfortable child into the centre position without heat on the way home from the slopes.

The Venza's only shortcoming is a smallish cargo compartment.
The Venza comes up a bit short on cargo space compared to the Highlander or even the RAV4, plus it only has 60/40-split rear seatbacks.

A good way to deal with any backseat complaints is to crank the excellent JBL audio system, something I did regularly despite mostly driving alone, albeit the interior’s pièce de résistance is the fabulously large, slightly opaque powered panoramic sunroof overhead, which features a nifty powered cloth sunshade. Then again, the digital rearview mirror is pretty trick too. I’m seeing more and more of these handy devices on upscale Toyotas, plus with some other brands. It allows you to see past any heads popping up from the rear seating area, not to mention cargo piled behind, resulting in a much clearer view of the rearward road. Just be careful to also use the regular rearview camera in the infotainment system when backing up, as objects in the digital mirror appear closer than they really are, plus low sports cars can disappear altogether. Also, the digital mirror can get overwhelmed by headlights at night, so I switched back to its conventional auto-dimming function when the sun went down.

As you can probably tell, I couldn’t find much fault with the latest 2022 Venza, and like last year’s version, I highly recommend it for those that prioritize comfort, refinement, reliability and fuel economy. That Toyota’s digital interfaces are well designed and easy to use is just another bonus. The Japanese automaker should truly be selling more of these than they do.

Review and photos by Trevor Hofmann

When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has…

2022 Volvo V90 Cross Country B6 AWD Road Test

The new 2022 Volvo V90 Cross Country B6 AWD looks good in this park setting.
The 2022 Volvo V90 Cross Country B6 AWD is a comfortable, capable family cruiser with decent off-road chops.

When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has segmented into many more niches, with minivans, SUVs and newer crossover utilities taking over for family hauling duties. Nevertheless, some premium brands still produce performance-oriented sport wagons that have proven to make an ideal base for raised crossovers of their own, with Audi’s Allroad and Volvo’s Cross Country virtually owning this fragment of the market since the late ‘90s.

For a bit of background, Volvo arrived first into the mid-size luxury crossover wagon segment in September of 1997 with its original V70 XC or Cross Country (CC), followed by Audi’s Allroad Quattro in 1999, which was an off-pavement version of the Ingolstadt-brand’s A6 Avant wagon. The latter, along with its adjustable air suspension, took on the name of A6 Allroad Quattro in 2006, while the V70 CC had already undergone a name-change to XC70 partway through its second generation in 2003, before undergoing a third and final iteration in 2007, and eventually morphing into two all-new models. These included the more compact V60 Cross Country that hit the scene in 2015, providing Volvo with a direct challenger to Audi’s A4 Allroad Quattro that had already been on the market for six years, plus the V90 Cross Country, a mid-size model that quickly followed in 2016, and the subject of this review, which once again directly challenges the A6 Allroad.

V90 Cross Country has the styling and interior refinement to take on all challengers

The sharp looking 2022 Volvo V90 Cross Country B6 AWD is ultra-stylish from behind.
The great-looking V90 CC has wholly unique styling from front to back.

As for which of these two can be deemed the best-looking raised luxury crossover wagon on today’s market, the decision is up to you. Volvo should win some sort of award for understated good taste, but now Mercedes’ all-new E 450 4Matic All-Terrain Wagon is vying for your eye as well, and this muscled up Merc isn’t only going head-to-head with the aforementioned segment leaders, but has the ability to scoop up sales on the basis of brand strength alone.

Each of these mid-size luxury crossover wagons carries its trademark design language inside too, with the Merc most dramatic thanks to its double driver display/infotainment touchscreen, bright metal oval vents, and other swoopy curves, while, like it or not, Audi has long since dropped its minimalist perfection for asymmetrical angles all over the place. Similar to its classy exterior, Volvo once again delivers good taste inside, with the instrument panel’s overall design being horizontal, albeit bisected with a vertical centre display and twin vertical vents, plus more upright vents at each corner. Even the grain of the gorgeous open-pore Grey Ash ahead of the front passenger is vertically aligned (alternative hardwoods, metals, leathers, and composite surface colourways are available), this theme continuing over to each door panel as well.

Volvo refinement is amongst the best in class

The closer you look, the more attractive the 2022 Volvo V90 Cross Country B6 AWD is.
All of Volvo’s new design trends are apparent, but the V90 CC adds SUV-like black body cladding for a more rugged appearance.

That wood butts up against generous supplies of satin-finish aluminum, while the centre dash-mounted and front door speaker grilles, proudly stamped with Bowers & Wilkins branding, are especially appealing thanks to their brushed stainless-steel surfaces. Common for any class, piano black lacquered plastic glistens in the light as effectively as this inky surface treatment attracts smudges and dust, but fortunately Volvo has kept the long-term trend to a minimum, mostly around the centre display screen and vents, plus the surface surrounding the lower console controls. The rest of the cabin, mind you, is ensconced in high-grade contrast-stitched leather and soft-touch synthetics.

Of course, each roof pillar is wrapped in the same high-quality woven material as the roof-liner, which frames a well-organized overhead console incorporating LED lighting and controls for the sizeable powered panoramic sunroof, while back down below, the rotating dials amongst those previously mentioned controls appear more like silver jewellery than the ignition switch and audio volume knob they actually are.

New B6 mild-hybrid optimizes fuel economy without sacrificing performance

Check out the 2022 Volvo V90 Cross Country B6 AWD's LED taillights.
Volvo’s signature LED taillights can be seen from a mile away, while the new B6 badge will only be noticed by fans and owners of the brand.

There is no scrolling drive mode selector on this V90 Cross Country B6, unlike the 2019 Volvo V90 Cross Country T6 AWD I tested and reviewed a couple of years ago. And now, with fuel prices up considerably, I don’t mind that Volvo’s general approach to its V90 Cross Country has focused more on fuel economy than performance.

The T6 designation stamped on the back of the car from two years ago meant that it included the Swedish brand’s venerable 2.0-litre four-cylinder engine paired with a turbocharger and a supercharger, which made it capable of 316 horsepower and 295 lb-ft of torque. This allowed for a claimed Transport Canada rating of 11.6 L/100km city, 8.1 highway and 10.0 combined, whereas the new B6 badge denotes that its power unit drops the supercharger and adds a standard mild-hybrid system, resulting in slightly less thrust at 295 horsepower, albeit a bit more twist at 310 lb-ft, with the resulting fuel economy improving to 10.6 L/100km city, 8.1 highway and 9.5 combined. This is also a bit better than the six-cylinder-powered A6 Allroad and E 450 All-Terrain, so kudos to Volvo for that.

If you like the looks of the 2022 Volvo V90 Cross Country B6 AWD, wait until you get inside.
The V90 CC’s interior is just as tastefully designed as its interior, and impressively refined.

Like the previous V90 CC, the new hybrid power unit utilizes an eight-speed Geartronic automatic transmission for shifting duties, which is a wonderfully smooth operator. I’d guess the slight decrease in power, and slight increase in torque is a wash as far as straight-line performance goes, because this sizeable, luxurious wagon pulled off the line with more than enough energy, and performed even stronger during highway passing manoeuvres. It powers through the gears quickly, and while no paddles are offered in this model’s single trim, the leather-clad shift lever works well enough when manual mode is required.

Ample handling prowess with a sublime ride

The V90 CC includes a 12.3-inch digital driver's display and a 9.0-inch vertical infotainment touchscreen.
The V90 CC balances sport and comfort ideally, with some of the finest materials in the industry.

The Cross Country doesn’t provide the same level of handling sharpness as the V90 wagon, especially when compared to the R-Design trim noted earlier, but it’s no slouch through the corners either. With a substantial 204 mm (8.3 inches) of ground clearance, it’s about 30 percent taller than its tarmac-hugging sibling, so therefore its centre of gravity won’t allow the same lateral grip through fast-paced corners, but I doubt you’ll notice unless pushing it really hard on a serpentine two-laner.

Volvo had given my tester’s wheels a $1,000 upgrade too, from 19s to 20s, which were accompanied by a set of 245/45 all-season tires, enhancing its at-the-limit grip from the base 235/45 R19s. It’s also possible to get a different set of 20-inch alloys as well as sharp looking 21s on 245/40s, just in case you plan on spending a lot of time carving up canyon roads.

Check out the V90 CC's 12.3-inch digital driver's display.
This high-definition 12.3-inch primary driver’s display provides attractive graphics and good functionality.

Equipped with the 20s, the V90 CC’s ride is absolutely sublime and wholly controlled all the time, plus that extra ground clearance makes it an ideal companion for outdoing fresh dumps of snow in ski resort parking lots, or for that matter trekking up backcountry roads en route to the cottage for that weekend getaway that was supposed to include sunshine. What’s more, it even tows up to 1,580 kg (3,483 lbs), in case that destination includes a large body of water and you want to bring along watercraft.

Solid construction and standard AWD make the V90 CC one tough competitor

The available Bowers & Wilkins audio system is sensational.
The standard hardwood and stainless-steel speaker grilles from the optional Bowers & Wilkins audio system look fabulous.

If you want to get technical, the Cross Country features an aluminium double wishbone front suspension and an exclusive integral link design in the rear, featuring a transverse leaf spring made from a lightweight composite, while the setup in back benefits further from an air suspension that instantly responds to the road or trail below in order to maintain its optimal height, stability, and comfort. This said, it’s not an adjustable air suspension like that in the A6 Allroad, but the Swede makes use of the same type of high-strength steel and aluminum monocoque body construction as the German, ensuring ultra-tight rigidity for enhancing handling, refinement and safety.

The optional B&W stereo features 19 speakers.
A separate tweeter sits on top of the dash.

All V90s include all-wheel drive too, with the Cross Country’s system also featuring hill decent control and an off-road mode that provides greater ease and confidence-inspiring control during moderate backcountry excursions. To access this feature, you’ll need to first press settings on the centre display, then select driving, and then activate or deactivate the off-road mode (it also cancels automatically when turning off the engine). I’d rather have a quick-access switch on the lower console to perform this task, but this said, going off-pavement is normally a deliberate choice, and not something that needs to be done on the fly like when using sport or eco modes. When optimized for the wild green yonder, the V90 Cross Country is quite capable of light- to medium-duty off-roading, such as overcoming small stumps and rocks on a logging road, or wading through a shallow river bed.

Comfort is always king in a Volvo

Faster and more capable, the new The 2022 Volvo V90 Cross Country B6 AWD's infotainment system is now powered by Google.
Volvo makes one of the best infotainment systems in the class, and it’s even better now that Google powers the back end.

My tester’s driver’s seat was equal in comfort to the V90 CC’s superb ride, which is a Volvo trait, as I’ve learned over the years. It’s truly a car I could drive all day long and never tire of. It helps that the tilt and telescopic steering column provides ample reach for my long-legged, shorter torso body type, and there was no shortage of adjustability options in my upgraded powered Sport driver’s seat.

Before diving into the driver’s seat upgrades, my tester also came with a $1,000 Climate package featuring a heatable steering wheel rim and headlight cleaning system that sprays high-pressure jets onto the front lenses to enhance visibility at night; plus a $2,000 Advanced package was also included, boasting a head-up display system that projects key info onto the windshield ahead of the driver, as well as a special air cleaner for removing fine particulates from the cabin, a 360-degree overhead camera for making parking in tight spaces easier, and high-level interior illumination that includes special courtesy lights for entry/exit, subtle door pocket lamps, mood lights, and more.

Plenty of option packages on offer, but roominess is standard

Check out the 2022 Volvo V90 Cross Country B6 AWD's brilliant overhead camera.
Just how the 360-degree overhead parking camera shows so much area around the car is hard to understand, but it works very well.

Back to that driver’s seat, my tester also featured a $3,850 Lounge package that included the special Nappa leather-covered Sport seats noted earlier, with extra upper bolstering and beautiful contrast stitching. They’re superbly comfortable and provided excellent support, thanks in part to a powered lower cushion extension for the driver, which nicely cups under the knees, plus four-way powered driver’s lumbar support, necessary for applying pressure to the exact spot in anyone’s lower back for alleviating discomfort. This upgrade also benefits the front passenger that gets memory function for their powered seat, while four-way automatic climate control is included as well, complete with a separate rear HVAC interface on the backside of the front centre console, which also incorporates heatable seat switchgear for the rear outboard positions.

Check out some of the V90 CC's nicest switchgear.
Some of the V90 CC’s switchgear is like jewellery.

Those rear seats are impressively comfortable as well, particularly the just-mentioned two next to the windows. As far as rear seat room goes, when the driver’s seat was set up for my aforementioned long-legged, short-torso five-foot-eight frame, I had almost 10 inches of space ahead of my knees, plus five inches from my shoulder to the door panel, another four inches or so next to my hips, and at least three and a half inches above my head. Therefore, stretching out my legs was easy when placing my feet underneath the front seats. You’ll never feel claustrophobic in back of this V90 either, thanks to that previously-noted panoramic sunroof, plus vents on the backside of the front centre console, as well as on the midpoint of each B-pillar, while there are LED reading lights just above.

No shortage of innovative safety gear or technology

The V90 CC's shifter is a thing of beauty.
More Volvo jewellery, the engine start/stop switch is one of a kind in the industry.

If you’ve got smaller children, Volvo can outfit those outboard positions with a couple of two-level integrated child booster seats for just $625, while you can enhance rear seat safety further with the Swedish brand’s $600 steel protective grille found in my test car. When lowered via hinges from its stowage space under the cargo area roof (see the photo gallery), it separates the rear passenger compartment from the load-carrying area, keeping passengers and pets safely away from each other when braking hard, or worse, if involved in a collision. Of course, this also keeps rear passengers safe from flying cargo that hasn’t been strapped down, which is a common cause of injury during accidents.

Both front and rear passengers will also appreciate the aforementioned Bowers & Wilkins audio upgrade. It’ll set you back a cool $3,750, but delivers a level of sound quality few will ever experience in a car. This high-end audio system features 1,400 watts of power and 19 speakers, the odd number referencing the cool-looking stainless steel “Tweeter-on-Top” centre speaker that’s been a feature in top-of-the-line Volvos for years. This system also includes an air-ventilated subwoofer in back, plus special silver speaker cones made from a proprietary Continuum material that can be seen through the grilles.

Base V90 Cross Country should be good enough for most

The V90 CC's optional Sport seats gets an extendable lower cushion on the driver's side.
The V90 CC’s optional Sport seats are some of the best in the industry.

While it might sound like you’ll need to buck up for a lot of options in order to enjoy your V90 CC, nothing could be further from the truth. The standard $65,950 model’s front seats, for instance, are already inherently comfortable, with superb support all-round. This car also comes standard with dual-zone automatic climate control featuring CleanZone filtration, which makes sure the air your family breaths is clean and fresh, no matter the surrounding traffic.

A 12.3-inch digital driver display is also standard, featuring the ability to shrink the primary instruments when utilizing the multi-information system at centre, while all the mirrors get standard auto-dimming as well. Rain-sensing wipers are included with the most basic trim too, as are wiper blades with integrated washers, auto-folding heated and powered side mirrors, aluminum tread plates, powered and heatable front seats, leather upholstery, a leather-wrapped sport steering wheel and shifter (even the key fob is a leather-wrapped, metal-adorned thing of beauty), a wireless phone charger, a 220-watt audio system, power-folding rear head restraints, a powered rear liftgate, a stainless-steel cargo scuff plate, an alarm, a whiplash injury protection system, and all the usual airbags including one for the driver’s knees.

Standard safety has always been one of Volvo’s strong points

If you're sitting in the back seat of the 2022 Volvo V90 Cross Country B6 AWD, you won't be feeling second class.
The rear seating area is spacious and comfortable, plus filled with executive class features.

Additional standard features include road sign information, adaptive cruise control, front and rear parking cameras with visual and audible distance warnings as well as Park Assist semi-autonomous self-parking capability, semi-autonomous Pilot Assist steering control, lane keeping aid, oncoming lane mitigation, the BLIS (Blind Spot Information System) and rear cross-traffic alert with mitigation, post-impact braking, all of which helped the 2022 V90 CC to achieve a best-possible Top Safety Pick + rating from the U.S. Insurance Institute for Highway Safety (IIHS), while Volvo’s brand-wide total of 13 Top Safety Pick + winners makes it the safest automaker in the entire car industry.

Volvo also includes an impressive 9.0-inch vertical tablet-style touchscreen display on the centre stack, which I’ve long found to be one of the best in the business. Not only does it use a brilliantly high-definition display, filled with deep, rich colours and attractive graphics, that’s as easy to use as a regular smartphone or tablet thanks to the ability to tap, swipe, or pinch the screen for the majority of functions, but its full list of features makes it very versatile.

New Google infotainment operating system streamlines smartphone connectivity

The V90 CC comes with a large panoramic sunroof.
All seats have a fabulous view in all directions, especially up.

A recent update means it now processes inputs faster than ever too, thanks to a deal Volvo made with Google to completely integrate Android into the back-end. Now the updated system connects your Android smartphone even more seamlessly than the Android Auto app, but you’ll need to set up a Google account in order to take advantage.

Once done, you’ll have access to built-in Google apps such as voice-activated Google Assistant that lets you call or text friends or business associates, set destinations, modulate the cabin temperature, choose music, inquire about any on-line information, or even control connected home devices just by saying “Hey Google” before your request. The system also integrates Google Maps with real-time traffic info, automatic rerouting, and voice control, while Google Play store is available to download your favourite apps (like CarCostCanada), and more.

As practical as it’s luxurious

The V90 CC provides loads of cargo space.
The V90 CC’s retractable cargo cover moves up and out of the way automatically when the liftgate powers up.

That aforementioned liftgate powers open to reveal an accommodating cargo compartment with a retractable cargo cover that automatically lifts up and out of the way. Altogether it measures 714 litres (25.2 cu ft) with the rear seats upright, and 1,526 litres (53.9 cu-ft) when they’re folded flat, making it similar in size to most two-row mid-size crossover SUVs.

The dedicated luggage area is luxuriously finished with carpets that go all the way up the sidewalls and seatbacks, plus of course the load floor. Making my tester even more convenient was a lift-up floor divider with attached grocery bag hooks, as well as a rubber cargo mat, while under the floor is a shallow carpeted compartment for storing ultra-thin items, such as the carpeted floor mats when the all-season ones are being used.

Excellent alternative to a more traditional luxury crossover SUV

Check out all the space inside the 2022 Volvo V90 Cross Country B6 AWD's cargo compartment.
The centre pass-through comes standard, but you’ll need to pay extra for the rubber cargo mat.

I was a bit disappointed to see 60/40 split-folding rear seatbacks instead of a full 40/20/40 configuration, but Volvo includes a small, narrow centre pass-through that’s ideal for a couple pair of skis, while each side can flip down further via powered release buttons. These automatically dropped the headrests too, using the same release mechanism that allows them to be flipped down from up front. Once lowered they provide a nice, flat load floor for lots of gear.

And that last point really sums up what the Volvo V90 Cross Country is all about. Carrying loads of gear and family to your favourite destinations in absolute comfort and efficiency, while having fun getting there.

In summary, the V90 Cross Country is an excellent alternative to a more traditional-style luxury crossover SUV. I highly recommend you take a closer look.

Review and photos by Trevor Hofmann

Volvo’s new XC40 Recharge is everything I already loved about this fabulous little luxury utility, and less! Less running costs, less emissions, and less of an impact on the local environment, but then…

2022 Volvo XC40 Recharge Pure Electric Road Test

The 2022 Volvo XC40 Recharge Pure Electric certainly looks sharp
The new XC40 Recharge Pure Electric gets a fresh new face including a body-colour grille cover that adds to the model’s sporty demeanour.

Volvo’s new XC40 Recharge is everything I already loved about this fabulous little luxury utility, and less!

Less running costs, less emissions, and less of an impact on the local environment, but then again in contrast, the new XC40 Recharge’ 78-kWh lithium-ion, high-voltage battery and twin 150-kW electric motors provide even more get-up-and-go than the turbocharged 2.0-litre gasoline-powered variants last tested. And while we’re talking about more, you’ll also need to make a bigger financial commitment to own one.

Getting clear on costs

The 2022 XC40 Recharge Pure Electric Core will set you back a minimum of $59,950, plus freight and fees, whereas a base XC40 Momentum starts at just $39,950. This said a top-tier gasoline-powered XC40 Inscription begins life at $49,750 before potentially adding on a few thousand in extras, whereas a fully loaded XC40 Recharge Pure Electric Ultimate starts at $71,800, before choosing from an even lengthier and pricier list of options.

The 2022 Volvo XC40 Recharge Pure Electric is more affordable than most competitors.
Going electric isn’t cheap, but for many the price is worth it, and the new XC40 Recharge is a smart choice when it comes to affordable luxury.

This puts the XC40’s cost of going electric at about $20k give or take a couple of thousand, although we should never forget government EV incentives that range from $1,000 to $8,000 depending on your province. All things considered, the new Recharge might not initially seem like the ideal choice amongst XC40 trims, at least financially, but for those who want the extra performance and positive nods from passersby, it’s a great choice amongst electrics.

The gasoline-powered XC40 variants previously tested included a 2019 T5 AWD R-Design that I reviewed back in June of its model year, plus a 2020 T5 AWD Momentum that I covered in October of that year. Both were infused with the non-electric model’s upgraded powertrain, featuring an energetic 248 horsepower and 258 lb-ft of torque. They were relatively easy on fuel and fun to drive, but take note this purely gasoline-powered engine, as well as the less potent T4 variety that’s available in the entry-level XC40, will be replaced by more fuel-efficient hybridized B4 and B5 powertrains this fall for the 2023 model year.

Shocking acceleration comes standard

The XC40 still looks good after nearly half a decade, and even better in EV form.
With trademark L-shaped LED taillights, the XC40 Recharge pulls on tradition while providing a sporty, compact profile.

While all this is good news for small luxury SUV lovers, Volvo’s new Recharge Pure Electric power unit, which is available right now for the 2022 model year, puts an entirely new spin on XC40 performance and efficiency.

This all-electric cute ute is serious fun at take-off, thanks to dual electric motors that supply four-wheel traction out to wide, grippy tires, my tester’s having been upgraded to a set of 20-inch five-V-spoke diamond-cut alloy rims on 235/45 rubber up front, and 255/40s in the rear, which are the same as on the first XC40 R-Design I drove back in 2019.

The electrified utility’s acceleration is actually quite shocking (not literally), with a standing start to 100 km/h taking a mere 4.9 seconds, this thanks to a combined 402 horsepower and 486 lb-ft of torque from both front and rear motors.

Recharge your XC40 Recharge in only 40 minutes

Trademark "Thor's hammer" LED headlamps set the XC40 apart from competitors.
The closer you look, the cooler the details are.

The XC40 Recharge’ Lithium-ion (Li-ion) battery is rated at 78.0 kWh, incidentally, and only takes 7.5 hours to refill from a 240-volt home or public charger. Then again, if you can locate a 400-volt charger you’ll need only 40 minutes to complete the same task, making it an ideal companion for longer trips.

I can access a few of these 400-volt chargers near my home in Richmond, BC, and would be able to do likewise in any other Vancouver suburb, or for that matter on major routes outside of the greater Vancouver area in any direction, while some of my regular road trip locations, such as Whistler and Kelowna, BC, have plenty of high-speed chargers to choose from. Recharging an EV isn’t quite as quick as refueling with gas, but it’s certainly a lot friendlier on the wallet, and there’s always a coffee shop nearby for catching up on work, or even better, a little rest and relaxation.

Great range for commuting and running errands in town

The 2022 Volvo XC40 Recharge Pure Electric's interior will impress.
The XC40 Recharge is one of the more luxurious subcompact SUVs in its class, but the unique features are what make it stand heads and shoulders above its peers.

Of note, if you go easy on the throttle and don’t overdo it with the aircon, the XC40 Recharge provides up to 359 km (223 mi) of range. This means you won’t be able to drive directly from Vancouver to Kelowna, for instance, or even Burnaby to the Okanagan’s most populous city. If you’re taking off from Surrey, however, you’ll be fine, and ditto for Toronto to Muskoka, while Montrealers will have no problem getting both to and from Mont Tremblant without recharging until arriving back home.

This said, most XC40 Recharge owners will be content just using their little all-season runabouts around town, where it has enough range to last days without recharging, depending on your commute. Like a lot of people these days, I work from home, so didn’t need to recharge my tester until the day before bringing it back to Volvo’s rep, at the end of my weeklong test. I managed to drive it all over the place in between, never concerning myself with any hypermiling techniques in order to get the most economy out of the power unit. It’s truly too much fun to resist, anyway, causing me to regularly take off from standstill with a level of schoolboy enthusiasm I had when fuel was only about 45 cents a litre.

Impressive interior design and quality

The 2022 Volvo XC40 Recharge Pure Electric's cabin is a very inviting and accommodating environment.
The materials quality is superb, design inviting, and functionality of everything top-notch.

It’s also a really nice cabin to spend time in. In fact, despite being Volvo’s most affordable model, the XC40 is everything I’ve grown to appreciate about modern-day Volvos, which means that its overall interior styling, design layout, refinement, and technical interfaces are at least as good as most competitors, and better than some.

There’s no shortage of soft-touch surfaces either, with nicely textured, matte-finish harder composites only used sparingly in the usual places for this class. Some highlights worth noting include sporty textured aluminum dash and door inlays, a cool quad of vertical vents for the easy-to-use dual-zone automatic climate control system, a fabulous set of drilled metal harman/kardon stereo speaker grilles on the front portion of the door panels (they sound great too), and beautifully contrast-stitched black leather bolsters for the microsuede-centred front and rear seats.

Nestled within a traditional hooded binnacle, the 12.3-inch primary gauge cluster is fully digital and customizable, with attractive graphics and very functional multi-information content at centre. About two-thirds of the screen is utilized by the route-guidance system’s map in default mode, with other driving functions placed to each side. The fully digital gauge cluster comes standard with all XC40 trims, which is a step up from most other offerings in this segment.

Big changes as Volvo upgrades its vertical centre touchscreen to Google OS

All XC40 trims come standard with a fully digital primary gauge cluster.
The XC40’s standard gauge cluster is fully digital, with a centre-mounted multi-information display that defaults to this detailed map.

Making up the majority of the centre stack is Volvo’s updated tablet-style vertical infotainment touchscreen, which comes with a new Google-derived operating system. Don’t expect to find anything resembling Android Auto as far as graphics and usability go, however, as this is designed to appear like a revised version of Volvo’s excellent Sensus infotainment interface, with Google not only running in the background, but also taking regular credit when using its “Hey Google” voice activation system. The latter prompt can be used for just about anything from changing radio stations and turning up the heat, to searching for an address in the route guidance system or, in the case of my tester, finding a charging station.

To fully use the system, you’ll first need to log in with your Google account, which allows it to fully integrate with your personal smartphone. At this point you can utilize full navigation functions and much more. It’s certainly a step up from the outgoing Sensus system, but even previous Volvo owners (and Android Auto users) will need some time to acclimatize, as is the case with most things new.

Navigation woes persist with Google

Check out the massive centre touchscreen, complete with a new Google operation system.
Volvo’s default navigation system is now Google Maps, which might have once been ideal, but has more recently caused me problems.

The only issue I had with the system is Google maps, which once-upon-a-time was a superb app, but from more recent personal experience isn’t always that accurate. I’ve had it send me to incorrect addresses and even ask me to perform manoeuvres that would definitely get me a sizeable ticket along with a considerable fine if performed.

For instance, amid rush hour on a busy corridor it rerouted me down a residential side street, obviously trying to escort me past the busier thoroughfare, and then asked me to turn left on another main route, which is an action that wasn’t permitted at that time of day, that day of the week, and designated so via signage. These weren’t new signs either, but rather this action hasn’t been permitted for decades due to such heavy traffic flows in the area. I already knew this, but out of curiosity and testing purposes allowed the system to guide me. Unfortunately, the result was a big fail, and caused me to reroute, which put me further back in traffic than I would’ve been if I’d just stayed on the route I knew.

A similar scenario played out with the Volvo XC60 B6 hybrid I drove the week prior, in which it tried to take me to the wrong location, although this one seemed due to recent construction. It appears Google maps isn’t updating fast enough to compensate for such changes. This said, I find most carmaker-imbedded navigation systems more accurate, or at least I have in recent times.

Dreamy seats and a fabulous driving position are Volvo hallmarks

These might possibly be the best seats in the subcompact luxury SUV segment, period.
The XC40’s seats are excellent, and very adjustable.

This said, the XC40 Recharge’ driving position is superb, like every other Volvo I’ve driven in recent years. There’s plenty of reach from the tilt and telescopic steering column, while the rim is wonderfully comfortable and heated via three different temperature settings. The three-way heatable and three-way cooled seats are wonderfully comfortable too. They’re aided by four-way lumbar support, plus all the usual power adjustments as well as manually-extendable lower cushions.

They’re attractive too, as noted earlier, with microsuede inserts, leather side bolsters, and nice light grey contrast stitching, plus piping on their outer edges. There’s even a tiny blue and yellow Swedish flag sewn on the insides of the backrest, just in case you were wondering where this car was designed and made.

Likewise, the XC40’s visibility is better than the class average in all directions, much thanks to a tall greenhouse with few blind spots. This makes parking ultra-easy, a process made even more effortless due to the SUV’s subcompact dimensions, not to mention its front and rear Park Assist sensors that visually and audibly warn of close-proximity objects.

Cool features abound

The rear seats feature plush microsuede seat inserts too.
The XC40 Recharge’s rear seating area is comfortable and accommodating, plus it comes well stocked with top-tier features.

But I’m getting ahead of myself. I haven’t even told you how to get the XC40’s all-electric Recharge system going. In a nutshell, you don’t have to do anything. As soon as you’ve unlocked and opened the door with the proximity-sensing key fob that can remain in pocket or purse, it’s ready to drive. Similar to Tesla, there’s no ignition button. It doesn’t require the release of an emergency brake either. All you need to do is push or pull the gear lever into “D” for drive or “R” for reverse, and go. When you get to your destination, just press “P” for park and get out of the car. A simple touch of the door handle locks it up ahead of the power mirrors retracting inwards.

Additionally, as part of my previous XC40 reviews I noted a number of unique features designed to make this little ute easier to live with than any rival, such as the two slots on the dash just left of the steering column, perfectly sized for holding gas/credit cards; and the parking pass holder placed next to the driver’s windshield pillar is a handy feature too. There’s even a little garbage bin integrated within the centre console, with its own push-down lid and easy removability for cleaning. What’s more, the carpeted door panel pockets are large enough for a 15-inch laptop as well as a big drink bottle, while the glove box hides a nifty hook that can be flipped outward to hang a purse or shopping bag. There’s even an available storage box below the driver’s seat, and the list goes on. No wonder the XC40 won European Car of the Year when it was introduced back in 2018.

Convenience is king

The 2022 Volvo XC40 Recharge Pure Electric comes with a very large panoramic glass sunroof.
The large panoramic sunroof is a nice touch in such a compact utility.

If you’re using an older phone, like me, it might be time to upgrade to a USB-C-to-C cable, because there are no USB-A ports available in the XC40 Recharge. Still, the wireless charging pad on the lower centre console powered my phone up quickly enough, plus, on an unrelated yet still appreciated note, to each side was a handy spot for stowing additional items such as sunglasses.

Back to the charging pad itself, I should mention that sometimes while driving I was notified that my phone wasn’t charging, at which point I had to physically slide my device back onto the centre of the pad. I have a fairly grippy case, so this was an unusual circumstance. Thankfully, the convenient notification feature let me know my phone wasn’t getting any juice, but taller ridges around the charging pad area might better help keep devices in place.

On the positive, I love the panoramic sunroof, and especially like the touch-sensitive slider function used for both the powered front glass roof portion, and the power sunshade. The overhead console is nicely designed too, with LED overhead reading lights that are also touch-sensitive, while even the rearview mirror was well thought out, looking better than average due to being rimless with handy switchgear for the universal remote below.

Comfortable for rear passengers and practical for cargo

The XC40 Recharge can carry a lot of cargo.
A centre pass-through makes the cargo area much more useful.

Much of the above can be enjoyed from the roomy rear seats as well, not to mention a large, comfortable centre armrest with dual integrated cupholders that actually hold drinks in place. Tall vertical vents for distributing air evenly to rear passengers can be found on the backside of the front centre console, with three-way rear outboard seat heaters controls located nearby, next to a device charger.

Before delving into rear luggage capacity, take note there’s a small carpeted “frunk” under the front hood, which holds 31 litres (1.1 cubic feet) of well-hidden gear, while the rear cargo area is the one that truly matters, measuring 452 litres (16 cu ft) behind the 60/40 split-folding rear seatbacks, and an accommodating 1,328 litres (46.9 cu ft) when those seats are folded flat. Volvo has smartly included a centre pass-through too, large enough for a couple pairs of skis, which means rear passengers will still be able to enjoy the aforementioned heatable window seats.

Notably, a portion of the cargo floor doubles as a grocery bag holder when pulled upright, while opening the rearmost section exposes a compartment below for storing the regular 110-volt three-prong household-style charging cord, which is easily the most robust of any I’ve ever seen. I used it throughout my test week, and appreciated the blinking light that let me know it was charging. I had no issues charging from home, being that I work there and don’t go out every day. This said, it takes nearly two days to fully recharge this “old-fashioned” way, so most owners will want to purchase a higher voltage home charger.

Still looking great after all these years

Want to hide your valuables? Check out this nicely carpeted "frunk"!
This tiny carpeted “frunk” makes the most of the available space under the hood.

As noted earlier, the XC40 has been with us for a number of years already. Nevertheless, despite having almost a half-decade of experience under its stylish belt, I think it remains one of the better-looking subcompact crossover SUVs on the market, with the Recharge variant adding a more modern take on the design by filling in the grille opening with a nice body-colour cover. I think the little ute manages to balance sporty and cute ideally, making it a good choice for couples that share their ride. Plenty of fun colours can personalize it further, truly allowing for a bespoke appearance.

Of course, I’m biased, as I love the traditional boxy, upright, classic SUV shape, but it only works because Volvo has followed the new XC40 Recharge’s significant dose of style up with so an extra helping of function, and plenty of go-fast sport. There’s a lot to love about this tiny SUV package, which makes it an ideal candidate for your next new vehicle purchase.

Review and photos by Trevor Hofmann

Two weeks of living with two trims of Kia’s latest Seltos, and it’s now easy for me to understand why this little crossover has become such a popular option in the subcompact SUV segment. The Seltos…

2021 Kia Seltos EX and SX Road Test

2021 Kia Seltos EX
Kia’s Seltos, looking good here in mid-range EX trim, is one of the best-selling crossovers in its subcompact SUV class.

Two weeks of living with two trims of Kia’s latest Seltos, and it’s now easy for me to understand why this little crossover has become such a popular option in the subcompact SUV segment.

The Seltos came out of nowhere in 2020, only to rise up to fourth overall in a category with no less than 22 offerings last year (it’s grown to 25 since). This just might be unprecedented success, and is especially impressive when considering that Kia already offers the eighth-placed Soul and 18th most popular Niro. The Soul, incidentally, is available in regular internal combustion or electric variants, whereas the Niro comes with conventional, plug-in hybrid, or EV powertrains. The Seltos is only gasoline-powered so far, which says a lot about our current purchasing habits when contrasted against the direction our various governments and many special interest groups are pointing us in, although hybrid and/or EV powertrains will likely follow thanks to shared architecture with the Hyundai Kona Electric.

2021 Kia Seltos SX
Stylish and nearly identical from front to back in EX to SX (shown) trims, It’s easy to see why this Kia has quickly become so popular.

Hyundai-Kia’s B-SUV platform (that’s formed off the back of the Rio’s K2 platform) is a major Seltos positive, as the Kona, in regular or EV form, a good SUV to share underpinnings with considering its number-one position in segment sales, with a lead of nearly one-third over the next-most-popular Subaru Crosstrek.

The Canadian numbers were 31,733 to 22,161 units in 2020, while the third-place Nissan Kicks managed 14,149 deliveries, and fourth-place Seltos came close to achieving podium placement with 13,016 sold examples of its own. It skipped right by some category diehards too, such as Honda’s (somewhat long-in-tooth) HR-V that was only able to pull in 12,068 sales, Nissan’s Qashqai at 11,074 units, Hyundai’s Venue with 10,740 deliveries, and the Soul with 9,869. The rest are all in the four figures, some like Jeep’s Renegade and Fiat’s 500X (basically the same SUV under very different skins) only capable of finding 362 and 35 respective buyers apiece.

2021 Kia Seltos EX
Even the Seltos base headlamps look good, and feature automatic high-beams in EX trim.

To be clear, the subcompact crossover SUV segment is really split up into two parts, with the Seltos slightly larger than some of those just mentioned, particularly Nissan’s Kicks and Hyundai’s Venue. While most expect something smaller to arrive in Kia’s lineup soon, along the lines of the truly subcompact Venue, the $21,295 Soul claims that spot for now, despite being almost identical to the Seltos in cabin size and cargo capacity. Your reasons for choosing either will come down to personal styling preferences, plus the $23,395 Seltos’ more modern dash layout, how the two drive (electrically-enhanced included), and possibly the need to save a couple of thousand for a non-EV Soul, whereas the significantly smaller Venue is better suited to four occupants and much less gear, albeit for considerably less initial money (with a base of $18,199) and better ongoing fuel economy (I covered the 2021 Venue here).

2021 Kia Seltos SX
A move up to the SX includes these sophisticated looking and much brighter full-LED headlights.

It might also be helpful to understand some of the industry trends, and particularly how Hyundai and Kia fit in with respect to this. The macro trend sees car buyers migrating to crossover SUVs, and to that end Hyundai now uses its Venue as the most affordable gateway into its brand, having discontinued its subcompact Accent 5 Door hatchback after the 2020 model year (and Accent sedan before that). Kia, on the other hand, still sells its Rio 5 Door, having only dropped the four-door sedan version of this car after 2020, and by so doing makes sure that its conquest pathway is much more affordable. Where Hyundai is now asking $3,250 more for a Venue than it was for an Accent, Kia is able to pull in buyers with budgets of $17,295 (which admittedly is much pricier than the previous $15,495 2020 Rio 5-Door or even more affordable $14,845 2019 Rio sedan—notably the 2020 Rio sedan wasn’t available in cheaper LX trim at all, causing that year’s base LX+ sedan to start at $18,045), and a 5- to 10-percent difference is a lot when on a tight budget.

2021 Kia Seltos EX
The EX includes fog lamps and an attractive set of grey-painted 17-inch alloys.

Comparatively to either the Rio or Venue, the Seltos might seem like a luxury SUV. First off, it appears more upscale from the outside than either, with a sportier character than the cute, albeit somewhat awkward looking Hyundai; the Venue’s big grille on a small SUV styling won’t be for everyone. The Seltos’ lines are comparatively clean, uncluttered, and, to my eyes at least, attractive, starting with a wide, relatively narrow front grille opening, and expanding outward via stepped headlamp clusters, which include a set of unique-looking LEDs in top-level trims. A tight, tidy rear design incorporates a good helping of metal brightwork and optional LED tail lamps, while attractive 16-, 17- and 18-inch alloy wheels can be found across the entire line.

2021 Kia Seltos SX
Some brighter metal-like detailing graces the SX model’s front fascia, while its 18-inch alloys really pop.

Specifically, the 16-inch alloys are only included with the base Seltos SX FWD model, meaning the move up to SX AWD pushes wheel-size out another inch. All other trims include standard AWD, while the wheels remain 17 inches in diameter right up to the SX Turbo, that gets gorgeous machine-finished 18s with cool red-accented centre caps, although the mid-range EX Premium (one step above the EX) includes a sharp set of machine-finished 17-inch rims.

The two models I tested over a back-to-back two-week stint included EX and SX trims, the former featuring the more fuel-economy-oriented Atkinson-cycle enhanced 2.0-litre four-cylinder engine making 146 horsepower and 132 lb-ft of torque, while mated to a continuously variable transmission (CVT). The latter, on the other hand, came standard with the brand’s 1.6-litre direct-injection Turbo, resulting in a more spirited 175 horsepower and 195 lb-ft of torque, plus a much quicker shifting seven-speed dual-clutch automatic transmission. These two very unique trims gave me a good feel for what Kia has on offer across the entire Seltos range.

2021 Kia Seltos EX
Both EX and SX trims feature standard LED taillights.

The lesser EX model is seen here in Neptune Blue, with its 17-inch grey-painted twinned five-spoke alloys, whereas the top-line SX Turbo wears Lunar Orange, along with the sportier 18-inch rims I mentioned a moment ago. Both are premium paints that incur a reasonable $250 upcharge, this being the same for all eight colour options except base Onyx black.

Rather than pore over feature details, all of which you can look up for yourself on the automaker’s retail website, I’ll cover some of those items I particularly appreciated and/or found lacking in my test models, plus share my experiential notes, continuing from previous exterior styling comments over to thoughts about the interior, especially its more conventional hooded instrument panel layout and tablet-style infotainment display than the more premium Mercedes-like dual-screen setup found in the recently updated mid-size Sorento and upcoming (slightly larger than its predecessor) compact 2023 Sportage (which looks similar to what I’ve already tested in the 2022 Hyundai Tucson).

2021 Kia Seltos SX
It might be missing soft-touch door uppers, but the top-line Seltos SX delivers some premium materials and features inside.

The more futuristic dash design appears to be the way Kia is going, having even updated its various looks and functionality since the fabulous Telluride that I covered a few months ago. Instead, the Seltos’ dash layout appears more like the Niro’s and other older models. It’s highly utile, with a nicely shrouded hood shading dual analogue dials bookending a 3.5-inch, colour multi-information display in the EX, and larger, more versatile 7.0-inch Supervision LCD/TFT display in the SX. The former provides visual indication that the automatic high beams are active, something I really appreciated, plus dynamic cruise control info, while latter does both and much more.

Still, after experiencing Kia’s newer design layout in other models, I the current iteration comes across a tad dated, despite being complemented by a very helpful head-up display (HUD) system that projects key info onto the windshield ahead of the driver, something not seen too often in this class. For reference, I find the same when comparing a similarly-sized Mercedes GLB to anything in its class, not that the German and Korean models should be compared in any other way, especially when it comes to pricing.

2021 Kia Seltos SX
Both EX and SX trims offer nicely organized and comfortable driving positions.

The Seltos does provide a very refined interior for the subcompact SUV class, however, with my EX-tester even including the same perforated Sofino faux-leather seat upholstery as my top-tier SX Turbo, which I initially thought was the real deal. The EX didn’t include the SX’ powered driver’s seat, mind you, or its two-way powered lumbar support, but was comfortable nonetheless, as were the two crossovers’ shared leather-wrapped steering wheel and shift knob, although the EX model’s gloss-black dash facing wasn’t quite as upscale as the SX trim’s padded and stitched leatherette bolster, which even extends under the larger centre display as well as to the left side of the primary gauge binnacle and steering column—good to see you get something for the extra coin.

2021 Kia Seltos EX
EX trim comes standard with fairly conventional analogue primary gauges bordering a 3.5-inch multi-information display.

There are more upgrades, of course, despite EX and SX models sharing the just-noted gloss-black trim on the steering wheel spokes, lower centre console surfacing, and door inlays, as well as identical single-zone automatic climate control interfaces, solar glass front windows, and chromed grille insert, satin chrome beltline trim, and aforementioned LED taillights (that transition from incandescent bulbs in EX trim), not to mention unseen but important (to some) features like Blind-spot Collision Avoidance Assist (in place of the base model’s Blind-spot Collision Warning), Lane Keep Assist, Lane Follow Assist, and Rear Cross-Traffic Collision Avoidance Assist (in place of the LX’ simpler Rear Cross-traffic Alert), as well as a raft of features pulled up from base LX trim.

2021 Kia Seltos SX
The SX features a larger 7.0-inch driver display, enhancing the entire left side of the gauge cluster.

These latter items include a Safe Exit Assist System, Rear Occupant Alert, Hill-assist control, Downhill brake control, Tire Pressure Monitoring System, six airbags, and more, which were enough to earn higher-end Seltos trims Top Safety Pick status from the IIHS (albeit not “+” status, only achieved in this class by Chevy’s similarly-sized Trailblazer, Ford’s new Bronco Sport, Subaru’s Crosstrek Hybrid, Mazda’s CX-30, plus the smaller Mazda CX-3). Of note, Buick’s Encore GX, Hyundai’s Venue and Kona, Kia’s Soul, Subaru’s regular Crosstrek, plus Toyota’s C-HR (as well as Kia’s larger Sportage, although it doesn’t compete in this segment) earned the same regular Top Safety Pick score, but notably Buick’s smaller Encore, Chevrolet’s Trax, Fiat’s 500X, Ford’s EcoSport, Jeep’s Renegade and Compass, Mini’s Countryman (although it’s more of a premium player), Mitsubishi’s RVR, plus Nissan’s Kicks and Qashqai (Rogue Sport in the U.S.) didn’t.

2021 Kia Seltos EX
Like base LX trim, the EX utilizes an 8.0-inch centre touchscreen with nice graphics and plenty of features.

Somehow, I completely lost track of detailing the Seltos’ interior refinement, not even mentioning both models’ stylish satin silver trim that helped make me feel as if I was in a much more upscale SUV than its aforementioned pricing should allow, or for that matter its nicely stitched leatherette gearshift boot, softly padded leatherette side and centre armrests (front to back for the former and covering a handy storage bin for the latter), while the folding rear centre armrest, filled with the usual twin cupholders, is exclusive to EX and SX trims. Lacking, sadly, were soft-touch door uppers in either trim or row, the two models’ identical inner door skins leaving me somewhat disappointed due to Kia having spoiled me to expect more from entry-level models than other brands, which admittedly don’t necessarily upgrade their equivalent rides to such high levels of luxury either.

2021 Kia Seltos SX
EX Premium and SX trims boast a premium-like 10.25-inch centre display, which is really impressive for this class of SUV.

Some features that differentiate both the SX and EX Premium from the regular EX trim include the previously noted LED headlights and LED fog lamps, the upgraded instrument cluster, auto-dimming rearview mirror, multi-directional power-adjustable front seats and two-way powered lumbar support for the driver’s seat, plus three-way air-cooled front seats to go along with all lesser models’ three-way heatable front cushions, and the EX (and above) heated steering wheel rim, not to mention warming outboard rear positions for the EX Premium and SX models, as well as a larger and much improved 10.25-inch infotainment touchscreen (instead of the 8.0-inch base display) with integrated navigation and UVO Intelligence-connected car services, along with Satellite radio, a wireless phone charger, adaptive cruise control with Highway Drive Assist (a Level 2 advanced semi-autonomous “self-driving” assistance system designed for limited-access highways), an electromechanical parking brake, Advanced forward collision-avoidance assist (improving on the EX trim’s Forward collision-avoidance assist), ambient mood lighting, a rear cargo privacy cover, and more.

2021 Kia Seltos SX
EX Premium and SX trims up the ante with navigation.

I should say more about the upgraded infotainment touchscreen, plus the smaller one found in the EX and below, specifically that both are very good and include Apple CarPlay, plus Android Auto smartphone integration. My somewhat outdated Samsung S9 hooked up to the latter easily and working flawlessly throughout both test weeks, whereas the SX’ exclusive navigation system was also easy to use and completely accurate. The general look of the displays should be attractive to most, while both backup cameras were bright, clear and included moving guidelines.

A powered glass sunroof hovered above front occupants in both models, with controls found on an attractive overhead console, this even including LED reading laps complemented by another set of LED overhead lights in back.

2021 Kia Seltos EX
The base powertrain’s CVT is sportier than you might think, but it’s best for those wanting to optimize fuel economy.

Aforementioned wheel upgrades and HUD aside, the SX gains exclusive chromed door handles, rain sensing wipers, bright metal interior door handles, and possibly best of all, an eight-speaker Bose premium sound system that includes four door-mounted speakers, a centre speaker, two door-mounted tweeters, and a separate subwoofer, all of which are powered by an external amp. The sound was very good for the class, and thanks to the satellite radio upgrade mentioned earlier, was capable of being tested via many music genres.

As noted earlier, both trims’ driver seats were comfortable, with an edge to the SX due to its adjustable lumbar, while the Seltos’ driving position is excellent, even for my long-legged, short-torso frame. The tilt and telescopic steering column had enough rearward reach to provide comfort with more than enough control, and I certainly had ample space in all directions for movement.

2021 Kia Seltos SX
EX trim and above include convincing faux perforated leather, but EX Premium and SX trims get three-way cooling plus powered lumbar.

Likewise, in the back, where both trims’ seats were comfortable, and plenty of legroom, head space and side-to-side roominess could be found. Cargo capacity is good for the class too, with 752 dedicated litres (26.5 cubic feet), as well as 1,778 litres (62.8 cu ft) when both sides of its 60/40-split rear seatbacks are folded (mostly) flat.

Back up in the driver’s seat, I won’t go so far as to say the Seltos EX was particularly quicker than its base competition off the line, but it felt sportier through the curves than most rivals. Even this lower powered model included a slick rotating drive mode selector next to the gear lever for choosing regular Normal mode, an auto-select Smart mode, and Sport mode capabilities, all of which provided unique characteristics that were easily definable. Of course, all of this was heightened when at the wheel of the more potent SX, especially transmission response, which reacted faster to inputs than almost anything else in the class.

2021 Kia Seltos SX
The Seltos offers a roomy rear seating area, plus seat warmers the outboard positions for EX Premium and SX trims.

This is where your personal priorities will be exposed, aforementioned upgrades aside, because the two SUVs offer very different driving experiences. I found myself more relaxed in the EX, or at least I was less likely to dig my right foot into the throttle, because the result was less rewarding. Certainly, it got up and went with little hesitation and progressed through the gears fast enough for some spirited driving, even spinning right up to its 6,500-rpm rev limiter before making surprisingly convincing “pseudo” shifts, but by nature a CVT focuses more on fuel-efficiency than rapid, satisfying acceleration. Nevertheless, Kia could differentiate these trims even further by including paddle-shifters with the SX… just saying.

The dual-clutch gearbox and more powerful turbocharged engine didn’t overly impact efficiency either, or at least the SX was stingy enough for me at 9.4 L/100km city, 7.9 highway and 8.7 combined, compared to 8.8 city, 7.6 highway and 8.2 combined with the EX (or LX AWD), or 8.2, 7.1 and 7.7 respectively for the LX FWD. All in all, the SX’ level of performance should make the move upmarket worthwhile those who can afford a little extra investment.

2021 Kia Seltos EX
The Seltos dedicated cargo area measures an impressive 752 litres.

As with everything else in this class, the various drive modes don’t impact the Seltos’ suspension setup, which, while fine for everyday driving, might hold you back a bit when pushing fast and hard through winding terrain, where the EX felt a bit more unsettled than the SX. This was probably, at least partially due to the difference in rolling rubber, the lesser model’s 215/55R17 Kumho Solus all-seasons not quite as grippy as the larger-diameter 235/45R18 Kumho Majesty tires (have to wonder where they came up with that name).

What matters more in this class, however, is ride quality, which was very good for both trims. In fact, I’d be quite happy with either as my daily driver. I found the previously noted self-driving mode was a bit more relaxing during highway excursions too, and I was pleasantly surprised to find anything so technologically advanced in this category at all, although it should be noted others in this segment are stepping up with similar systems.

2021 Kia Seltos SX
Cargo space opens up to 1,778 litres when the 60/40-split rear seatbacks are folded down.

Still, it remains easy to understand why Kia’s Seltos is selling so well. It’s a great looking little crossover SUV, is well made, impressively finished, well-featured in every trim, attractively priced, plenty efficient, and even fairly fun to drive with its mid-range powertrain, plus downright fun when upgraded to the SX. Add to this its two-year, 40,000-km longer-than-average (mostly) bumper-to-bumper warranty, spanning five years or 100,000 km, and it’s an easier decision.

Truly, the most difficult choice in this class might come down to this Seltos or its Hyundai Kona cousin (with a similar warranty), proving the South Korean automaker understands the benefits of creating its own competition. When push comes to shove, both SUVs are more than worthy of your attention. I’d recommend looking over some of the others in this class too, but for the time being these are leading the back for good reason.

Review and photos by Trevor Hofmann

Subaru is all about subtleties when it comes to redesigns, with the latest Outback staying true to the course by paying suitable homage to its predecessors. The sixth-generation design, once again based…

2021 Subaru Outback XT 2.4i Outdoor Road Test

2021 Subaru Outback XT 2.4i Outdoor
More rugged looking Outdoor trim is the best Outback for light-duty off-roading this year, but those choosing a 2022 model can opt for the even more intense Wilderness model.

Subaru is all about subtleties when it comes to redesigns, with the latest Outback staying true to the course by paying suitable homage to its predecessors. The sixth-generation design, once again based on the Legacy wagon (albeit the seventh-gen version of that car, which is no longer available in our market), arrived in late 2019 as a 2020 model, and paying special tribute to its soft-roader roots, became available in my tester’s Outdoor XT 2.4i trim for both the 2020 and 2021 model years.

From a styling perspective, this is my favourite Outback, and not only because its military-inspired Autumn Green Metallic paintwork goes well with the olive-drab half of my wardrobe. Of note, the Outdoor XT 2.4i will make way for an even beefier 2022 Outback Wilderness later this year, which muscles up the design with more black plastic body cladding than many Subaru traditionalists will appreciate, but Subaru knows it needs to pull in new buyers while still maintaining its diehard loyalists, so the bulked-up iteration will sell alongside those with softer edges.

2022 Subaru Outback Wilderness
The new 2022 Outback Wilderness adds bolder styling cues as well as better off-road chops, making it ideal for more adventurous types.

Back to 2021, the $39,295 Outdoor XT 2.4i isn’t the Outback’s fanciest trim. That honour belongs to the $43,995 Premier XT 2.4i, while the $41,195 Premier 2.5i and $41,995 Limited XT 2.4i fill in the blanks between. On the other side of the pricing spectrum, entry-level Outback ownership starts with the $30,995 Convenience 2.5i, while the trims bridging the gap to my Outdoor XT 2.4i tester include the $35,195 Touring 2.5i and $39,195 Limited 2.5i.

Now that we’re on the subject of pricing, Subaru is currently offering up to $1,000 in additional incentives for 2021 models, or up to $750 in incentives off of 2022 variants, while CarCostCanada members were saving an average of $2,008 at the time of writing. That’s pretty impressive considering how tight the car market is these days, but membership does have its benefits, such as timely rebate info, regular details about manufacturer leasing and financing rates, plus dealer invoice pricing that gives you a significant edge when it comes time to negotiate your best deal. Check out how the CarCostCanada system works, and also be sure to download their free app from the Google Play Store or Apple Store.

2021 Subaru Outback XT 2.4i Outdoor
The Outdoor’s rear styling is a bit more aggressive than the regular Outback’s, but not quite as gritty as the upcoming Wilderness.

While new Wilderness trim looks like it could pave its own way through the wild, and to that end its rugged new body panels and matte-black paintwork are joined by a special set of black-tone 17-inch alloy wheels wrapped in 225/65R17 all-terrain tires, plus hexagonal LED fog lamps up front, and a quad of underbody skid plates protecting the engine, transmission and rear differential below, the as-tested Outback XT 2.4i Outdoor holds its own when the tarmac ends and muddy, dirty, gravel roads begin, or for that matter snow-covered ski hill parking lots.

2022 Subaru Outback Wilderness
Here’s a rear shot of the new Wilderness model. Check out more larger pics in the gallery.

The Outdoor’s alloys are larger at 18 inches, and come encircled with 225/60R18 all-seasons instead of A/Ts, so you’ll be trading off some off-road grip for on-road traction and comfort, but Subaru’s renowned full-time all-wheel drive comes standard as always, albeit upgraded with an enhanced dual-function X-Mode drive system that also provides Snow/Dirt and Deep Snow/Mud settings. This dual-function X-Mode system isn’t available with any other trim this year, and likewise will be exclusive to the new Wilderness model for 2022.

Additional Outdoor features include a front-view camera for previewing the rougher stuff before venturing forward (or alternatively making sure you don’t hit the car in front while parking at the mall), a full-size spare tire just in case you get a flat far away from civilization (or just don’t feel like fixing it right away—note to self, get the spare tire fixed), a black-painted front grille and door mirrors, special XT badging, all-weather rubber floor mats, and really nice soft-touch, breathable and weatherproof two-tone light and dark grey upholstery with cool light-, almost lime-green contrast stitching, which goes really well with all of the upscale accoutrements throughout the cabin.

2021 Subaru Outback XT 2.4i Outdoor
Distinctive C-shaped LED driving lights look sharp at night.

Some of these niceties include fabric-wrapped A pillars, pliable synthetic surfacing across the entire dash top, a really plush instrument panel facing that’s padded and covered in stitched medium-grey leatherette, this extending into the door panels just above the door pulls and slightly below the soft-touch door uppers, front and rear, while darker grey padded and stitched leatherette inserts can be found lower down on the door panels, plus lighter grey padded armrests just under these, and overtop the centre console bin as well. Just ahead of the latter, Subaru even added padded and stitched leatherette to each side of the centre console, as well as the intersecting point where the centre stack meets the lower console, all of which shows just how premium-like the Outback is getting with each new generation.

2021 Subaru Outback XT 2.4i Outdoor
Outdoor trim adds some unique styling details, plus 18-inch black-painted alloys with all-season tires, instead of the all-terrain’s found on the new Wilderness.

Of course, you might not have noticed any of these subtler details due to the mega-touchscreen on the just-noted centre stack, which would’ve certainly grabbed your attention first. The vertical display measures 11.6 inches diagonally, which outclasses every direct rival in the mid-size crossover class, even besting the Ford Explorer’s 10.1-inch unit, although Toyota Prius owners can at least take pride in matching the familial Subie for having an identically sized and shaped display (Toyota and Subaru probably co-created it, being that the latter is partially owned by the former), whereas Ram takes claim for having the largest infotainment screen in the mainstream volume-branded sector at 12 inches. The sky’s the limit in the premium class, however, especially when factoring in new electrics like the Lucid Air, which incorporates a 34-inch curved display that also houses the car’s primary gauge cluster, but I digress.

2021 Subaru Outback XT 2.4i Outdoor
The Outback has two of the best roof rails in the industry.

Of course, the Outback won’t set you back $91,900 in base trim (not bad for what it is, really), and of course, until available in trail-ready Lucid Gravity crossover guise (sometime in 2023), the Air is not even remotely competitive to this Subaru. Then again, Volvo makes two premium models that at first glance might seem like logical moves upmarket for anyone planning to trade up, and not just because of the large, vertical, touchscreen found on every Volvo model’s dashboard, but more so because the V60 Cross Country and V90 Cross Country have long been moulded after the Outback’s proven wagon-cum-crossover image (the Volvo V70 XC was introduced in 1997, even beating the Audi A6 Allroad Quattro by two years, whereas the original Outback arrived eight years earlier in 1989, although kudos for now-defunct AMC motors that came up with the idea back in 1980 with the introduction of the Jeep 4WD-enhanced Eagle Wagon). Still, the Outback’s upward moves in luxury, technology and performance make it less likely for Subaru owners to crave one of these off-road capable Volvos.

2021 Subaru Outback XT 2.4i Outdoor
The “XT” designation denotes much more energetic turbocharged power.

Digression seems to be the order of the day, so, getting back to the Outback in question, its vertical touchscreen includes all the expected radio functions, such as FM, AM, satellite, and device streaming, plus climate controls that pop up on a separate panel, full phone connectivity including Apple CarPlay, Android Auto, and Subaru’s proprietary Starlink system, while SiriusXM Travel Link optimizes the navigation system, as does a “My Subaru” section that allows you to make an appointment for service, call for Roadside Assistance, and more, plus the infotainment interface provides a very nice, easy-to-use graphical layout that ties everything together.

2021 Subaru Outback XT 2.4i Outdoor
The Outdoor’s creative multi-grey and green-highlighted interior is much more upscale than you’ll likely expect.

What might be immediately noticeable to previous owners, is the lack of a multi-information display on top of the dash. This feature, normally found within most competitive cars’ primary instrument clusters, is now incorporated within the top quarter of the vertical infotainment display. It’s a much better setup and easier to modulate than the dashtop design, but it doesn’t have the retro ancillary gauge look that some who are faithful to the brand would’ve become used to.

Additionally, along with the Outdoor trim’s front-view camera is a regular backup camera, with moving guidelines to help place the car into a parking spot, but like the Prius this real-time monitor only uses the top half of the display screen, albeit the bottom portion appears like a dark blue sky on a starry night with a wild, natural vista silhouetted below. This is much more entertaining to look at than the plain black bottom section shown to Prius owners, however, so kudos to Subaru for make the most of a less than ideal situation (using the “dead” space for multiple rear angles or even reverse side cameras would’ve been optimal). This said, a view button shows the aforementioned frontal video of the road or trail ahead, but alas, no overhead camera is offered at all.

2021 Subaru Outback XT 2.4i Outdoor
The first thing most peoples’ eyes fall upon when entering any new Outback is the massive touchscreen on the centre stack.

Subaru locates powered auxiliary and USB-A ports at the base of the Outback’s centre stack for connecting a phone to the infotainment system as well as charging, while a wireless device charger (standard in Limited trim and above) can be found just below in a clever reverse-angle slot, which therefore optimizes space on the lower console where such devices normally go.

A simple powered glass sunroof is positioned overhead, controllable via an overhead console that comes complete with LED reading lamps and emergency contact switchgear. A very small sunglasses holder is included as well, which isn’t finished all that nicely due to no felt or rubberized padding inside, except for a tiny bit of cloth stuck to the front portion. I suppose it’s better than no sunglasses holder at all.

2021 Subaru Outback XT 2.4i Outdoor
The Outback Outdoor features nice padded and stitched leatherette throughout the cabin, especially the dash.

Speaking of not quite hitting the mark, the power-adjustable driver’s seat was inherently comfortable, with good lower back support and ample length from the lower cushion squab, but the two-way powered lumbar adjustment didn’t meet the small of my back ideally. Fortunately, the driving position was especially good thanks to excellent reach from the tilt and telescopic steering column. The steering wheel rim is leather-wrapped as well, normal in this class, but I would’ve liked it better if stitched in the lovely green from the seats.

Ok, now I’m really nitpicking, but I’m not complaining when wondering where the heated steering wheel rim was. If included in the Outdoor, a button would’ve been added to the right side of the third spoke, and according to a video from a very cool salesperson on YT from Prince George, BC (thanks Tyson), it heats up to 36.1 C (97 F) on equipped cars, albeit only on the lower two-thirds of the wheel (not uncommon). Thankfully, all Outback trims will get heated steering wheels for 2022, which is a smart upgrade for the Canadian market.

2021 Subaru Outback XT 2.4i Outdoor
Compared to the centre display, the Outback’s primary gauge cluster is a bit old-school.

I also noticed it was almost exactly the same steering wheel as found in the larger three-row Ascent, complete with what seemed like identical switchgear for the audio system, phone, and multi-information display (MID), plus trip computer, the former once again integrated within the centre touchscreen, and the latter not as large or fully featured as the one used for the bigger SUV. At least a splash of colour could be seen on the vertical MID, with some useful graphics for the adaptive cruise control system, but due to Subaru’s choice to mix multi-info and infotainment functions into one, the primary instruments don’t look anywhere near as advanced as the centre touchscreen next door.

2021 Subaru Outback XT 2.4i Outdoor
The Outback’s 11.6-inch vertical touchscreen is one of the largest in the entire industry.

Looking beyond aesthetics to more practical issues, the second-row seating area is as large and spacious as it was in the previous Outback, and includes a nice, wide folding armrest at centre, with two big integrated cupholders featuring useful rubber grips. Two-way rear seat heaters also come as part of this trim, with switchgear located on the backside of the front console, along with two additional USB-A charging points.

When sitting behind the driver’s seat that was set up for my long-legged, short-torso five-foot-eight frame, meaning that it was pushed farther rearward than it might otherwise be for someone of my height, I still had about six inches from my knees to the upper seatback, plus plenty of room to stretch out my legs underneath the driver’s seat while wearing winter boots. There was about five or six inches from my shoulders to the side window too, plus almost the same from my outer hip to the door panel, and about four inches above my head. This makes the Outback’s rear seating area excellent for all sizes of adults and teens, while the rear outboard backrests also provided impressive lower support. Levers on the outside bolsters allow rear passengers to recline those backrests too, or sit more upright, making this one of the more comfortable cars in its class.

2021 Subaru Outback XT 2.4i Outdoor
The infotainment interface is very graphical and fully featured.

As for cargo, simply nudging the retractable cargo cover with an elbow when loading items inside causes it to retract automatically, a very useful and unique feature, whereas removing it altogether provides the Outback’s generously sized dedicated cargo area with even more space for longer cargo. On this note, I so wish it had 40/20/40 split rear seats, or at least a centre pass-through, as it would be much easier to stow longer items inside, such as ski equipment, plus more comfortable for rear passengers when returning from the slopes, being that both could use the outboard seat warmers. Like so many Japanese and domestic automakers, Subaru doesn’t go the extra mile for passenger/cargo accommodations, instead simply incorporating 60/40 split-folding rear seatbacks. At least the Outback provides levers on the cargo wall for lowering the seats automatically, plus the usual package tie-down hooks are included as well.

2021 Subaru Outback XT 2.4i Outdoor
The rearview camera only occupies the top half of the display, just like Toyota’s Prius, but at least with the Outback the lower portion is filled with a nice nighttime vista.

Notably, the Outback stows just as much gear as the average five-passenger mid-size crossover SUV. By the numbers, it can manage up to 920 litres (32.5 cu ft) of what-have-you behind the rear seatbacks, plus a total of 2,144 litres (75.7 cu ft) when those backrests are flipped forward, which means it’s a bit tighter than a Hyundai Santa Fe or Ford Edge for dedicated space, but roomier than both when lowering its rear seats. Try to stuff the same number of bags into a Nissan Murano, however, and you’ll get a fraction more into the Outback’s dedicated cargo area, plus way more when their rear seats are folded flat. It’s not the end all to be all, however, with Honda’s Passport showing up all of these two-row CUVs, but it’s certainly up to the majority of tasks any of the others take on.

2021 Subaru Outback XT 2.4i Outdoor
The Outback’s CVT incorporates eight pseudo gears for fairly sporty driving characteristics.

Most of the above crossover SUVs are powered by six-cylinder engines, some throughout the range and others just in upper trims, which was also the case for the former Outback prior to 2020 when the arguably cool yet less efficient 3.6R flat-six was in use, but now the previously noted 2.5i and 2.4i model designations refer to four-cylinder engine displacements. What might come as a surprise is the larger engine is in fact the entry-level powerplant, with the 2.5i being naturally aspirated for 182 horsepower and 176 lb-ft of torque, and the 2.4i utilizing a turbocharger to make 260 horsepower and 277 lb-ft of torque, while all feed through a Lineartronic continuously variable transmission (CVT), albeit beefed up to high-torque specs when matched to the turbo. There are no mechanical changes for 2022, including the CVT’s eight-speed manual mode and standard steering wheel-mounted shift-paddles, which are literally a nice touch, making this normally slushy-feeling type of transmission relatively sporty.

2021 Subaru Outback XT 2.4i Outdoor
This Outdoor model’s driver seat is inherently comfortable, but would be better with four-way powered lumbar support.

Fortunately, the Outdoor incorporates the more energetic power unit, and I must admit it’s more entertaining than the old 3.6R horizontally opposed six, which makes sense considering the new engine’s 4-horsepower improvement and 30 lb-ft of additional torque. The outgoing engine was quite smooth and made adequate power, but the new turbo-four combines stronger acceleration with better fuel economy, the latter now rated at 10.1 L/100km in the city, 7.9 on the highway, and 9.1 combined, compared to 12.0, 8.7 and 10.5 for the six. That’s a big gain, and while the naturally aspirated 2.5i doesn’t improve as dramatically, the 2021 model’s 9.0 L/100km city, 7.1 highway and 8.2 combined rating is better than the 2019 base 2.5i’s respective 9.4, 7.3 and 8.5.

2021 Subaru Outback XT 2.4i Outdoor
The Outback is big on rear seat roominess and comfort, while the finishing in back is nice too.

Another benefit to the new 2.4i is weight reduction over the front wheels, which of course improves handling. This combines with a lower centre of gravity over taller, more SUV-like crossovers, causing the Outback to feel a lot more agile through the corners than something like a Ford Edge (ST aside). At the same time, the Outback has to be one of the smoothest cars in its class. I’d say one of the smoothest in any class, but Volvo’s aforementioned V60 and V90 Cross Country models are probably cushier.

Unfortunately, my test wasn’t all roses. On occasion, the engine idle-stop system restarted much more abruptly than any vehicle I’ve tested in a long time. Strangely, this issue was sporadic, with smooth restarts being the norm. Therefore, this could be an issue with my specific test car, and not systemic.

2021 Subaru Outback XT 2.4i Outdoor
The Outback’s cargo cover pops out of the way automatically by pressing down on the rear edge.

Unusual as well, the dual-zone automatic climate control system required a much lower temperature setting than normal, in order to meet my comfort criteria. I set it at 22.5 C at first, which is usually good for me, but due to the sweltering heat was forced to turn it all the way down to 19 C. Again, I don’t know if this was a problem with my test car, and therefore cannot be sure what an owner might experience with their new Outback. Either way, it would hardly be a deal-killer, just an adjustment from the norm.

2021 Subaru Outback XT 2.4i Outdoor
All Outbacks come standard with similar cargo capacity to taller mid-size SUVs.

So as not to leave this review on a sour note, let me sum up the remaining few paragraphs with safety, value, and reliability info from third party sources. Pertaining to the first item on the list, Subaru’s advanced driver assistance system, dubbed EyeSight, has led the industry for years, and remains amongst the most effective and least intrusive available. I’ve already mentioned the adaptive cruise control system, which comes standard on all Outbacks as part of the EyeSight package and works very well, while other features include pre-collision braking, pre-collision throttle management, lead vehicle start alert, lane centring assist, and lane keep assist with sway warning.

2021 Subaru Outback XT 2.4i Outdoor
Handy levers on the cargo walls make lowering each 60/40-split side of the rear seatbacks easier.

Together with every Outback trim’s standard steering-responsive (SRH) LED headlights that also feature standard High-Beam Assist (HBA) and attractive looking C-shaped LED Daytime Running Lights (DRL), Subaru’s two-row crossover was awarded a best-possible IIHS Top Safety Pick + rating, while the U.S. NHTSA gave it a five-star ranking in front driver side tests and four stars for front passenger side test results. It earned a perfect score in the NHTSA’s side barrier and pole tests, however, so altogether the NHTSA gave the 2021 Outback a five-star safety rating. And this comes before a buyer might add on the Subaru Rear/Side Vehicle Detection (SRVD) system, Reverse Automatic Braking (RAB), and DriverFocus Distraction Mitigation System (DMS), this threesome coming standard when moving one step up from base Convenience trim.

2021 Subaru Outback XT 2.4i Outdoor
Check out all that space! With both rear seatbacks flattened, a total of 2,144 litres (75.7 cu ft) is at your disposal.

Another feel-good story is the Outback earning Vincentric’s Best Value in Canada Award for its “Mid-Size SUV/Crossover” segment, an honour it also achieved in the U.S. On the negative, the Outback received no mention in any of the various third-party dependability and/or initial quality surveys/studies, but only three models could potentially break through the top of J.D. Power’s VDS and IQS studies, plus the Outback’s category is the most competitive of any, so therefore it makes sense it might not achieve best-in-class.

Likewise, the Outback got no love regarding resale/residual values from Canadian Black Book (won by the Toyota 4Runner) or J.D. Power’s 2021 Canada ALG Residual Value Awards (won by the Honda Passport), but the WRX and Crosstrek achieved a top score in the latter, and the Crosstrek earned an honourable mention in the former, reminding that Subaru models normally depreciate less than most others in their respective classes, so therefore it would be unusual to expect anything different from the 2021 Outback.

In the end, you can feel confident the Outback delivers big on value, safety, comfort and reliability, while it now provides higher levels of luxury, technology and performance than ever before. Certainly, improvements could be made, but that’s true with any new car. Therefore, I think the Outback will continue proving positive to Subaru’s loyal customers while attracting some new clientele along the way, steadily helping to grow the brand.

Review and photos by Trevor Hofmann (2022 Outback Wilderness photos by Subaru)

The mid-size sedan might be a dying breed, especially in Canada where they’ve never been as popular as compact four-doors and hatchbacks, but Hyundai hasn’t given up on it like some others in this…

2021 Hyundai Sonata Hybrid Ultimate Road Test

2021 Hyundai Sonata Hybrid Ultimate
Hyundai’s Sonata Hybrid Ultimate looks less aggressive than some other Sonata trims, but still balances performance-oriented styling with plenty of upscale class.

The mid-size sedan might be a dying breed, especially in Canada where they’ve never been as popular as compact four-doors and hatchbacks, but Hyundai hasn’t given up on it like some others in this class. In fact, the Sonata was given a complete eighth-generation redesign for the 2020 model year, so therefore its seriously menacing new face carried forward unchanged into 2021, and will so once again for 2022.

Menacing yes, but that’s not to say I don’t like the look. As seen on this as-tested Sonata Hybrid Ultimate, which gets more chrome than some other Sonata trims, such as the sporty new N Line variant, and particularly when that grille is surrounded by Hampton Grey paint that comes across as more of a champagne-taupe in some lighting conditions, the snarly look is almost soft and approachable. Whether you find it intensely angry or just purposefully intent, the new Sonata does appear consequential, and when push comes to shove it should be, because it’s doing the serious work of minimizing its eco-footprint while maximizing range and performance.

2021 Hyundai Sonata Hybrid Ultimate
Cool LED taillight treatment is distinctive enough to be spotted from blocks away.

The Sonata Hybrid’s fuel economy is superb at 5.3 L/100km in the city, 4.6 on the highway and 5.0 even combined. It’s even a smidge better than similarly-equipped Toyota Camry Hybrids that come rated at 5.3 L/100km city, 5.0 highway and 5.1 combined (the Camry Hybrid’s base LE trim does better at 4.9, 4.8 and 4.9 respectively), and considerably more efficient than the Honda Accord Hybrid that gets a 5.3 city, 5.7 highway and 5.5 combined rating.

Even more surprising was the Sonata Hybrid’s acceleration and all-round performance, especially when the net numbers showed just 192 horsepower and 139 lb-ft of torque. It certainly felt more potent off the line than these figures suggest, plus thanks to steering wheel-mounted paddle shifters, its six-speed automatic transmission was quite engaging as well.

2021 Hyundai Sonata Hybrid Ultimate
Even more beauty can be found in the Sonata’s details, particularly the LED character lights that follow the hoodlike partway up the tops of each fender.

The Sonata Hybrid responds eagerly when pushed hard through corners too, plus it tracks confidently at high speeds in any condition, including on wet, slippery roads. It even remained stable when yanked aggressively toward the centre median by a large puddle, something much-needed and often appreciated in my city’s mostly wet winter weather.

Additionally, the button-operated gear selector is one of the best electronic transmission controllers I’ve tested, as it’s laid out intuitively and can all be actuated without moving the hand very far. Unlike some others (I’m speaking to you Honda/Acura), Hyundai’s quickly became second-nature, never leaving me mentally stranded in dumbfounded, panic-stricken overwhelm when coming up short of a turning circle-deprived U-turn with traffic approaching.

2021 Hyundai Sonata Hybrid Ultimate
The Sonata Hybrid’s lower front fascia details are unique, as are its stylishly complex alloy wheels.

Interestingly, the electromechanical parking brake doesn’t automatically release when skipping a step and simply putting the car into Drive ahead of hitting the throttle, which is normally how these things work. I guess Hyundai felt it was best to err on e-brake safety, so be prepared to flick the switch manually each time you set out.

A two-way memory driver’s seat will automatically adjust you or your significant other back into your chosen position at the press of a single button, mind you, and I must say the driver’s positioning was superb overall. It comes complete with plenty of reach from the manually-operated tilt-and-telescopic steering column, while the seat itself was blissfully comfortable, despite only providing two-way lumbar support.

2021 Hyundai Sonata Hybrid Ultimate
It might look like a sunroof, but this solar-powered glass roof only goes skin deep.

Both front seats get amped up with three-way heating and/or cooling, however, while the heated steering wheel rim put out near finger-scorching warmth—Hyundai may want to consider allowing drivers to tone it down a bit by adding a dual-mode temperature setting. Speaking of warmth, a dual-zone automatic climate control system made it easy to maintain an ideal level of cabin air comfort, while the centre stack-mounted interface was easy to sort out.

Now that I’m on the subject of instrument panel interfaces, there’s no shortage of digital displays inside this top-tier Hyundai. For starters, the only hint to things analogue about the gauge cluster is the nicely designed graphical nod to yesteryear’s circular speedometer and tachometer dials, with the division between both comes filled with a multi-information display-style assortment of functions. The display quality is very high in definition, while its reaction to inputs is instantaneous, and its feature set good for the class.

Being a hybrid, my tester included an animated energy-flow graphic at centre when the car was set to Eco mode, with surrounding colours being a mix of aqua-green and blues when so set, but everything glowed red in Sport mode, not that choosing the fiery hue was a particularly original thing for Hyundai to do (hey designers, how about orange or yellow just to separate your cars from the masses?). This said, Hyundai leaves a version of its Eco metre on the right-side dial no matter which drive mode the car is set to, with the Smart setting a personal favourite, being that it feels ready and waiting to either drive as frugally as possible more often than not, or as quickly as possible when called upon.

2021 Hyundai Sonata Hybrid Ultimate
If the Sonata Hybrid Ultimate’s interior doesn’t impress you, you’re probably already driving a Genesis.

Hyundai added rear-facing cameras below the Sonata’s side mirrors last year, which project a live image onto the left- or right-side primary gauge cluster dials when engaging either turn signal. This is an absolutely brilliant feature that more competitors should adopt, but so far Hyundai, plus its Kia and Genesis sibling brands, are the only ones to offer it simultaneously with advanced driver technologies such as blind-spot monitoring, or lane change warning and intervention.

Of note, Honda was actually first with a turn signal-activated rear camera system dubbed LaneWatch, which I raved about when more readily available, but recently the Japanese brand has been phasing it out in favour of blind-spot monitoring. Kudos to Hyundai for created an even better dual-sided camera system (Honda’s was only added to their cars’ passenger-side blind-spot), and then making it available alongside all of its advanced driver assistance and safety features.

2021 Hyundai Sonata Hybrid Ultimate
The Sonata’s infotainment touchscreen is large, high-definition, easy-to-use and well stocked full of features.

A glance to the right shows a centre display that’s as high in definition as the digital gauge cluster, which means it’s impressive as well. It’s about the same size too, and utilizes a touchscreen-controlled scrolling tile system that features three large tiles at startup. These can be organised as per preferences, with the stock setup including a navigation map on the left, audio functions in the middle, and fuel economy readouts to the right. Hyundai also includes some touch-sensitive buttons down each side of the display, plus a volume knob. I would’ve appreciated a tuning/scrolling knob (usually on the right) as well, and considering this car is probably targeting a more mature crowd than most others in Hyundai’s lineup, I’m guessing an analogue dial for tuning in radio stations or changing tracks would be appreciated by more folks than just me.

The navigation system worked faultlessly during my multiple-week test, and the audio system impressed even more, not only filling the car with streaming media and satellite radio, both of which I use all the time, but its sound quality was very good for this class.

I was also happy to see a wireless charging pad at the base of the centre stack, plus USB charge points for the wired crowd, not to mention the availability of Android Auto or Apple CarPlay, the former having become my go-to smartphone connectivity tool as of late. The charging pad wasn’t working when I first got the car, but I was able to set it up easily via the infotainment system’s settings page, where I found countless cool personalization possibilities as well.

2021 Hyundai Sonata Hybrid Ultimate
The intelligently designed electronic gear selector takes up very little space, leaving room for useful features like a wireless charging pad.

Looking upward, there’s an attractive overhead console, but no moonroof. That’s an unusual site in this class, but maybe more fitting in a car that’s partially powered by a motive battery, Hyundai replaced the traditional moonroof with a non-translucent glass solar roof. That’s right, the cool glass section on the front half of the Sonata Hybrid’s outer roof is only visible when outside of the vehicle, and while the lack of a sunroof wasn’t much of an issue for me, it was a very strange omission after 20-plus years of testing cars, and one I can imagine some may be totally put off by. After all, the only cars without sunroofs have long been cheap, base models, which this Sonata Hybrid Ultimate is not.

Along with the aforementioned comfortable front seats that included all the usual adjustments in this class, the cabin provided very impressive finishing. The dash top was mostly softish composite, except for the shroud overtop the instrument cluster and the very front portion of the dash under the windshield (some might call this the back portion), which alternatively gets a textured, soft-painted composite.

2021 Hyundai Sonata Hybrid Ultimate
The driver’s seat is inherently comfortable, despite only offering two-way powered lumbar support.

Even better, to the left and right of the dash top’s sloping section, plus around the centre display, nicely stitched and padded leatherette added an element of luxury. There’s more of this highfalutin stuff elsewhere too, particularly on the door panels front and back, plus the just-noted soft-painted surfacing gets used for additional touchpoints as well. Lastly, some of the mainstream sector’s usual hard-shell plastic can be found in the interior’s lower regions, but it’s nicely textured and seems well put together, as does everything else in the cabin.

Rear seat legroom is excellent, while the backrests and lower cushions are very comfortable. A large, wide armrest folds down from centre, featuring the usual dual integrated cupholders, plus outboard rear passengers also get two-way heatable seats, with switchgear next to each power window controller on the door armrests. Lastly, a USB-A charging port can be found on the backside of the front centre console, just below a set of heat/air vents.

2021 Hyundai Sonata Hybrid Ultimate
Rear seat spaciousness is very generous, while the outboard backrests and cushions, complete with heat, are very supportive.

The Sonata Hybrid’s trunk is identically sized to the regular Sonata’s cargo area too, this not having always been the case with hybrid models due to rear-bulkhead-mounted battery packs (the old Ford Fusion Hybrid’s battery was quite intrusive). It’s therefore quite spacious at 453 litres (16.0 cu ft), while the trunk’s usefulness can be expanded upon with the usual 60/40 split rear seatbacks.

At the time of publishing, Hyundai had yet to update its retail site with 2022 Sonata Hybrid information, which probably means 2021 models are still available. Either way, CarCostCanada had and still has 2022 and 2021 model year details, so suffice to say the 2022 is pretty well identical to its predecessor, other than the addition of new Shimmering Silver optional paint to go along with the same five upgraded hues that were also available last year. All six optional colours add $200 to the bottom line, whereas Hyper White is the only standard shade, and therefore the only way you can get a 2022 Sonata Hybrid for $40,649 (plus freight and fees), before negotiating a discount that is.

2021 Hyundai Sonata Hybrid Ultimate
The Hybrid’s large trunk, which is identically sized to the gasoline-powered Sonata, gets the bonus of 60/40-split rear seatbacks for expanding load carrying capability.

When putting pen to paper, so to speak, Hyundai was offering up to $2,000 in additional incentives, although most CarCostCanada members were saving an average of $1,500, thanks to knowledge of these incentives as well as having dealer invoice pricing info on hand when negotiating. All said, the 2022 Sonata Hybrid is $450 pricier than the 2021, the latter still starting at $40,199. Both model years are only available in one Ultimate trim, which means there are no options other than just-noted colours.

So, if you’re looking for a luxuriously appointed mid-size sedan with an impressive balance of efficiency and performance, you should seriously consider Hyundai’s Sonata Hybrid. If you don’t mind being greeted by a menacing frown each morning, I can promise it’ll deliver plenty of smiles throughout the rest of each day.

by Trevor Hofmann

In the automotive industry, especially the premium sector, there’s no set formula a brand can simply follow in order to find success. Lexus and Infiniti both arrived on the North American luxury scene…

2021 Lexus UX 250h AWD Road Test

2021 Lexus UX 250h AWD
The affordable UX is now the gateway to Lexus, and a mighty fine subcompact luxury SUV it is.

In the automotive industry, especially the premium sector, there’s no set formula a brand can simply follow in order to find success. Lexus and Infiniti both arrived on the North American luxury scene around the same time in 1989, about three years after Acura, but Lexus has achieved far greater overall sales success than the other two Japanese marques.

Last year, Lexus sold 23,793 new vehicles into the Canadian market and 275,042 units in the U.S., while Acura sold 16,712 and 136,982 cars and crossovers respectively, but Infiniti found just 5,786 and 79,503 buyers. Where Lexus placed fourth in both markets, and Acura a respectable fifth and seventh, Infiniti only managed 12th out of 17 luxury brands (including Buick and Mini, but not Maserati, Bentley, etcetera).

2021 Lexus UX 250h AWD
The F Sport package provides more aggressive styling details than the regular model.

The same scenario has played out in separate segments, where Lexus’ RX has dominated in the two-row mid-size SUV arena and Acura’s MDX amongst three-row mid-size utilities, whereas the latter brand’s RDX has mostly topped the Canadian sales charts in the compact luxury SUV class, although in the US it’s dropped down the podium thanks to Lexus’ NX that sat in second place as of the close of 2020.

Infiniti should be given a shout out for helping to initiate the subcompact luxury SUV category along with Mercedes-Benz, the two brand’s codeveloping the GLA and QX30, but alas the latter left the market after 2019, just when Lexus swooped in to sweep up the spoils with its tiny UX. That ultra-angled utility now sits third in the Canadian subcompact luxury SUV segment and sixth in the U.S., behind Buick’s Encore and Audi’ Q3 in the northern jurisdiction, plus the just-noted GLA, Volvo’s XC40, and Mercedes’ slightly larger GLB in the mostly southern nation.

2021 Lexus UX 250h AWD
The regular UX 250h looks classy in its taupe-like Nebula Grey Pearl paint.

Acura has yet to offer anything in this class, which is odd considering Mini and Jaguar, two of the slower selling brands in the premium sector, do. Even Alfa Romeo will enter the fray with their Tonale next year, so we may eventually see a CDX, as the rumour-mill has been calling it, at some point in the future. As it is, the Encore, Q3 and UX are followed by the BMW X1, XC40, GLB, Mini Countryman, GLA, Range Rover Evoque, the coupe-like BMW X2, and the Jaguar E-Pace. As for others that might come down the pipeline, Cadillac is enjoying a reasonable take-rate for its larger compact XT4, so an XT3 could potentially be based on Buick’s slightly larger new Encore GX, and we’ve got to expect that Hyundai’s upstart Genesis brand will want in on some of this action too.

2021 Lexus UX 250h AWD F Sport
A lighter shade, like Ultra White, makes a big difference to how this little SUV looks, truly defining its many angled elements.

This is becoming the entry-level gateway for many luxury brands, after all. Lexus gave up on its smallest CT 200h hatchback back in 2017, only leaving the Germans (including Mini) and Acura’s beleaguered ILX to fight over the remaining scraps, so it’s either join the subcompact luxury SUV party or hope you’ll manage to snag up-and-coming premium customers that bypass the subcompact sector altogether. That’s a choice most are finding too risky to take, hence the quick buildup of new offerings in this relatively new category, despite significantly lower sales than larger compact SUVs.

At first glance, it’s difficult to tell the UX shares underpinnings with Toyota’s CH-R, but of course a lot of cars and SUVs utilize the Japanese automaker’s TNGA-C platform architecture, including the Corolla and Prius. Where the CH-R is swoopy and curvaceous, the UX is all angles and sharp creases, plus its big spindle grille could never be mistaken for anything but a Lexus. A menacing set of LED headlamps, complete with Lexus’ checkmark signatures, hover above vertical corner vents for some sportiness, while at the rear, even more angular taillights appear as if they’re being stretched apart by a narrowing strip of LEDs at centre.

2021 Lexus UX 250h AWD
Cadillac may have initiated the angled and creased look, but Lexus owns it now.

This seems as good a point as any to point out that I tested two different UX trims, both featuring Lexus’ electrified 250h AWD running gear, the Nebula Grey Pearl (more of a taupe) example featuring the regular body style and the Ultra White version dressed up with Lexus’ more performance-oriented F Sport design details. Rather than thinking that one is lesser than the other, I found the regular one classier and the F Sport, well, sportier, so your choice will come down to personal taste.

2021 Lexus UX 250h AWD F Sport
The biggest difference between regular and F Sport styling up front is the blacked out grille surround and wider, sportier corner vents.

If you just want the sportier styling, Lexus makes a basic $2,000 F Sport Series 1 package available that adds a larger, more aggressive F SPORT front grille, LED fog lights and cornering lamps, as well as 18-inch F SPORT alloy wheels to the outside, and on the inside a digital primary gauge cluster, a three-spoke F SPORT steering wheel with paddle shifters, an F SPORT shift knob, active sound control that mimics shifts to make it feel like the continuously variable transmission is changing gears, special Nuluxe (breathable leatherette) F Sport seat upholstery (mine done out in two-tone Circuit Red), plus eight-way power-adjustable driver and front passenger sport seats.

If you want the same look with more goodies, the $8,800 F Sport Series 2 package includes all of the above before adding triple-beam LED adaptive headlamps, driver’s seat and side mirror memory with reverse auto-tilt, a full TFT instrument cluster, a head-up display that projects key info onto the windshield ahead of the driver, an auto-dimming rearview mirror, navigation with Destination Assist embedded within a larger 10.3-inch infotainment display that also includes Enform Remote, Enform Safety Connect, and Enform Service Connect, as well as a wireless device charging pad, an eight-speaker audio upgrade, a remote garage door opener, and a gesture-controlled (kick motion) powered rear liftgate.

2021 Lexus UX 250h AWD
LEDs have given automakers a lot more creative license with lighting elements.

The white UX 250h in the photos came with the latter package, while the taupe-coloured one included a $5,300 Luxury package that added many of the same features, such as the seat and mirror memory, head-up display, wireless charging, auto-dimming centre mirror, garage door opener, upgraded display with navigation and Enform functions, improved stereo, and gesture/powered rear hatch, plus on top of these it also came with a special Washi instrument panel design, a wallet-sized smart key, and Lexus’ Intuitive Parking Assist with Auto Braking, a.k.a. self-parking. My tester’s fabulous looking “Glazed Caramel” seat, dash bolster and door armrest upholstery is only available with the Luxury package too, an upgrade that really makes the interior look rich compared to the regular all-black colourway.

2021 Lexus UX 250h AWD F Sport
Black with red highlights means “performance” in the automotive industry, but the F Sport’s greater abundance of red is certainly more eye-catching.

Speaking of all-black, the only other package Lexus is offering UX customers for 2021 is an $1,100 upgrade dubbed Black Line Special Edition, which rides the current wave of blackened trim replacing otherwise chrome accents (or in this case, mostly black, as there’s still some metal brightwork blinging up the side mirrors, side window surrounds, and branding/badging), with glossy black being added to the grille surround, wheels, and roof rails, plus the mirror caps that remain black even if choosing a non-black (or Caviar, as Lexus calls it) exterior colour, while inside it gets blue stitching around the inside of the black leather-wrapped steering wheel, and yet more blue accents elsewhere, while Lexus includes LED headlights with auto high beams for this package as well.

2021 Lexus UX 250h AWD
If classy is more to your liking, choosing the “Glazed Caramel” interior when opting for the Luxury package in the regular 250h is the way to go.

Attested by the sales numbers noted earlier, I’m not alone in liking the way this little SUV looks, either on the outside or from inside the cabin. The protruding instrument hood is bookended by the same types of control pods first used in Lexus’ now legendary LFA supercar, the one of the left for turning off the traction/stability control, and the right-side knob for switching between Normal, Sport, and Eco driving modes (the EV mode is a separate button found on the lower centre console). The instruments under the hood are digital, as noted above, so only similar to the LFA, from a design perspective, while the widescreen display atop the dash is a real feast for the eyes, thanks to the organic way Lexus laid it out, to the beautifully detailed colour graphics on the high-definition monitor itself.

2021 Lexus UX 250h AWD F Sport
The UX has a nicely organized driving environment. with great visibility all-round.

It’s not a touchscreen, as it would be a bit too far to reach for most drivers, but Lexus has upgraded the old lower centre console-mounted joystick-style Remote Touch Interface with the newer RTI 2.0 touchpad that I prefer more, if only because it looks more up-to-date and takes up less space. It works well enough too, but then again, I’d rather have the option of a touchscreen, because, like most people, that’s what I’m used to.

The backup camera is excellent, thanks to the big, high-definition display and active guidelines, while the array of quick-access buttons and dials around the front portion of the centre armrest, just behind the trackpad, is an innovative way to search through and select infotainment features, of which there are plenty. Navigation is included in upper trims, of course, although I prefer using Android Auto via my smartphone, which is included with the UX, as is Apple CarPlay. A colourful array of climate controls show up on the centre display too, and while you can modulate them there, I appreciate the narrow strip of quick-access buttons just below on the centre stack, while a second row of switches incorporates buttons for the three-way heatable front seats and two-way heated steering wheel rim.

2021 Lexus UX 250h AWD F Sport
The UX’ superb seating position should work well for most body types.

Overall, the UX is an enjoyable place to spend time, from the interior’s aesthetics to its overall comfort and roominess. The driver’s seat is generously adjustable and the powered steering column provides ample reach and rake that should allow for a good seating position no matter your body type, which isn’t always the case for my long-legged, short-torso frame. The seatback provided decent lower support too, the same for both cars, other than the two-way powered lumbar support that didn’t quite meet up to the small of my back. The F Sport’s front seats were certainly bolstered more effectively up by the shoulders, however, yet they’re designed to fit a wider backside than mine, so they’d probably do more to keep a larger person in place during fast cornering than me.

2021 Lexus UX 250h AWD
The fully digital gauge cluster, this one in the regular UX 250h, is impressive.

Despite the F Sport’s steering wheel looking sportier and receiving textured leather for its lower two-thirds, both rims felt equally thick and padded and therefore good in my hands, with identically comfortable thumb to optimize control. Of course, I preferred the paddles attached to the F Sport’s wheel more than merely shifting via the console-mounted gear lever on more luxuriously appointed UX, but honestly, I drove these little SUVs conservatively throughout each two-week stint, other than for testing purposes, so I doubt I would end up missing the paddles all that often if this were my regular daily driver.

2021 Lexus UX 250h AWD
This is one very advanced infotainment display, filled with all the features you’ll ever need.

Instead of taking advantage of this perfect segue into the UX’ driving dynamics, I best finish off my tour of the cabin, particularly how the rear seating area measured up to my average-sized (for a teenager) five-foot-eight stature. For starters, I wouldn’t try stuffing three adults into the second row, unless they’re smaller folk, but there should be plenty of space for two in all directions, no matter their shape or size. They shouldn’t be thrown around if you decide to get enthusiastic behind the wheel either, thanks to good bolstering in the outboard positions. They’re comfortable too, with decent lower back support, plus a wide armrest filled with cupholders folds down at centre to improve things more. Two USB charging ports can be found on the backside of the front console, just below a set of HVAC vents, but that’s it for rear seat luxuries.

2021 Lexus UX 250h AWD F Sport
All UX trims utilize Toyota’s continuously variable transmission, but the F Sport gets a set of steering wheel paddles for more driver engagement.

As far as touchy-feely surfaces go, the entire dash-top is made from a pliable composite and includes a wonderfully upscale stitched and leather-wrapped section that visually flows all the way from the left side of the gauge cluster, under the centre display, to right side of the dash. This is joined by a padded section just below, ahead of the front passenger, which perfectly matches the back half of the door uppers and inserts. The front portion of those door uppers are finished in the same premium composite as the front dash section, which Lexus also finished the edges of the centre console in a really soft, plush leatherette to protect the inside knees of larger occupants from chafing. Other niceties include cloth-wrapped A pillars and touch-sensitive LED overhead lamps, while all of the switchgear was made from a high-grade dense plastic, with tight fitment and good damping. I was surprised, however, to learn that the rear door uppers were finished in hard plastic, which just isn’t good enough for this class, plus rear seat heaters aren’t available either.

2021 Lexus UX 250h AWD
Lexus’ Remote Touch Interface 2.0, a trackpad, was a step in the right direction for its infotainment controller.

The cargo compartment is luxurious enough too, with a nice quality of carpeting in all the expected places, plus chromed tie-down hooks at each corner, but Lexus didn’t go so far to add stainless steel sill plates. They did upgrade the 2021 UX 250h’s cargo floor with an adjustable section, however, which adds 141 litres (5 cu ft) to its dedicated volume, increasing from 481 (17) to 623 litres (22 cu ft). When folding the 60/40-split rear seats down, available stowage space increases to 1,231 litres (43.5 cu ft), but this brings up one of my lone complaints, the lack of a centre pass-through or even better 40/20/40 rear seat configuration.

2021 Lexus UX 250h AWD F Sport
The F Sport package certainly ups the appearance of performance, but keep in mind you can get black upholster if red isn’t your thing.

I should also mention that all UX trims now come standard with blind-spot monitoring and rear cross-traffic alert as part of the Lexus Safety System 2.0 for 2021, which also includes the brand’s Pre-Collision System with Pedestrian Detection and Bicycle Detection, Lane Departure Alert with Steering Assist and Road Edge Detection, Lane Tracing Assist (LTA), All-Speed Range Dynamic Radar Cruise Control, and Automatic High Beam assisted headlamps.

Even before being upgraded, the 2020 UX received a five-star rating from the U.S. NHTSA (there was no info for the 2021 model), but the IIHS gave it Top Safety Pick status, with best-possible “G” (for good) ratings in all categories except for the headlights that received a worst-possible “P” (for poor) result due to excessive glare when using the low beams around sharp corners, plus only fair nighttime visibility scores in both sharp and gradual corners. I certainly didn’t notice any negatives after dark, but I’m not about to argue with America’s Insurance Institute for Highway Safety. The only utility in this class to earn higher Top Safety Pick Plus status was Volvo’s XC40, while Buick’s Encore GX was the only competitor to match the UX, albeit with a mixture of “A” (for acceptable) and “M” (for Moderate) headlight and child seat LATCH results. All others didn’t receive either Top Safety Pick honour, so kudos to Lexus for being much better than average.

2021 Lexus UX 250h AWD
The seats from the Luxury package are more comfort-oriented, plus feature some elegant stitching on the bolsters (see the gallery above for a better look).

Straight-line performance and at-the-limit handling aren’t better than average, however, but ride quality, quietness and other types of refinements are near the top, which means Lexus has managed to give its smallest, entry-level model a level of driving comfort and poise that comes near to matching the larger compact NX. The 250h is the UX you’ll want to own if the traction benefits of all-wheel drive are important to you, incidentally, thanks to an electric motor driving the rear wheels that automatically adjusts the torque-split between both front and rear axles. This improves handling when accelerating and cornering, especially when driving on slippery roads, plus it makes the UX easier to get off the line. The base UX 200 utilizes a front-wheel drivetrain, by the way, so the hybrid is really the way to go for both performance and fuel economy.

2021 Lexus UX 250h AWD F Sport
The rear seating area is generously proportioned, especially for headroom.

Regarding the former, the base UX 200 slots a 169-horsepower 2.0-litre four-cylinder engine behind its gaping grille, while the 250h gets a net horsepower rating of 181. As noted earlier, a CVT transmits torque to the front axle, resulting in power delivery that’s smooth and linear, rather than aggressive. Then again, the aforementioned active sound control made the F Sport version sound more exciting, and Sport mode (standard across the line) elevated performance parameters, improving shift response, but all said, this is probably the type of SUV best left in Eco mode more often than not, because that’s how you’ll eke out its impressive 5.7 L/100 city, 6.2 highway and 6.0 combined fuel economy rating, which gives the hybrid a significant edge over the base UX’ 8.0 city, 6.3 highway and 7.2 combined results.

2021 Lexus UX 250h AWD
The 2021 UX 250h provides a bit more cargo space below a removable floorboard.

This efficiency makes the UX 250h easy to live with, but the little luxury SUV’s resale value might pad your wallet even more when it comes time to trade-in or sell. It was deemed best-in-class in the “Premium Subcompact Utility Vehicle” category of J.D. Power’s 2021 Canada ALG Residual Value Awards, while it also came out on top in the “Luxury Compact SUV/Crossover” segment of Vincentric’s Best Value in Canada Awards.

Also notable, the UX was the highest ranked “Small Premium SUV” in J.D. Power’s 2021 Initial Quality Study, and tied for runner-up in the same third-party analytical firm’s 2021 U.S. Automotive Performance, Execution and Layout (APEAL) Study, while Lexus topped J.D. Power’s 2021 Vehicle Dependability Study, and is also the most reliable luxury brand according to Consumer Reports.

2021 Lexus UX 250h AWD F Sport
The UX is missing the utility of a centre pass-through.

If that’s not enough to interest you in a new UX, consider that Lexus least expensive model starts below the $40k threshold, at $38,450 (plus freight and fees), which is the mid-point in this class, once again if we include Buick and Mini as luxury brands. The Encore starts at just $24,998, which really doesn’t qualify it for premium status in base form, but the price rises to more than $35k when loaded up, while the Encore GX can easily be optioned past $40k. The Countryman, on the other hand, starts at $32,990 and can be upgraded to almost $60k, so it definitely qualifies as a luxury contender. In fact, a fully loaded UX 250h, which starts at $40,250, doesn’t even break $50k, at $40,090 (plus freight and fees), while Lexus was throwing in up to $1,000 in additional incentives at the time of writing, as per CarCostCanada’s 2021 Lexus UX Canada Prices page.

2021 Lexus UX 250h AWD F Sport
You’ll love the UX 250h’ fuel economy above all.

Important for 2022, Lexus will eliminate the base UX 200 trim, causing the base price to rise to $40,700, so we’ll need to see how this impacts sales. I’m guessing not too much, because it this FWD variant wouldn’t be getting the axe if it sold well. If you’d rather have the initial savings of the less expensive UX, however, you’ll need to act quickly, if any are still available.

Whether you go for a 2021 UX or a 2022, you’ll be getting a very comfortable, well-appointed and efficient subcompact luxury SUV. It’s got to be one of the easiest vehicles to drive in any class, and thanks to its diminutive dimensions it’s even easier to park. If you, your partner, or child is learning to drive, or if they simply feel uncomfortable wielding a big, heavy utility around the city, yet appreciate the outward visibility gained from a small SUV’s ride height, this little Lexus is a very good choice. Of course, the UX can be seen as a smart decision for all the other reasons outlined in this review too, therefore it’s easy to recommend.

Review and photos by Trevor Hofmann

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

2021 Jeep Gladiator Rubicon Road and Trail Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Review and photos by Trevor Hofmann