Mazda redesigned its popular CX-5 compact crossover SUV for 2017, and we review it in top-tier GT trim. It looks fabulous with new Kodo styling, offers near premium interior quality, is filled with impressive…
My road test of the redesigned 2017 Mazda CX-5 GT (AWD), which was to take place in Nova Scotia, started with a flight from Prince George, British Columbia, to Vancouver, one of my favourite short hauls. The turboprop aircraft fly low enough that, on a clear day, the passengers get a fantastic view of the Chilcotin Plateau and Coast Mountains. I usually spend my time staring out the window like an excited child thinking of previous adventures and adventures to come.
In the backcountry I prefer human power to motors, so don't do much off-road bashing, but the drive to where a hike or snowshoe trek starts can be a bit tricky. For that matter, the same can be said of winter travel in much of Canada. All-wheel drive and a bit more ground clearance are therefore desirable features for any vehicle, and reason enough Canadians often opt for sport utilities. Many buyers also go for SUVs because of the higher seating position, versatile load-carrying capacity, and easier entry and egress. Read Full Story
Subaru’s highly successful Outback has been refreshed for 2018, with styling updates that better reflect its “rugged character,” says Subaru in an associated press release. Additionally, the 2018…
Fresh new styling renews the look of the 2018 Outback, its updated headlights and front fascia especially bold. (Photo: Subaru)
Subaru’s highly successful Outback has been refreshed for 2018, with styling updates that better reflect its “rugged character,” says Subaru in an associated press release.
Additionally, the 2018 Outback gets a renewed interior with higher grade materials, greater comfort and more advanced electronics, while the mid-size crossover SUV, or rather the “world’s first sport utility wagon,” rides on a retuned suspension promising a “smoother, quieter ride” and better control.
The Outback is Subaru Canada’s third-most popular model, as well as its default flagship due to 2018 pricing that starts at $29,295 and topping out at $42,195, plus freight and dealer fees. This makes it most capable of making a tidy profit, giving it an important role in the alternative Japanese brand’s bottom line maintenance and growth strategy.
The 2018 Outback’s grille is revised, its headlights offer more distinctive character, and its lower fascia is more rugged looking. (Photo: Subaru)
Last year Subaru sold 11,255 Outbacks through calendar year 2016, compared to 13,798 Foresters, 11,673 Imprezas, 9,723 Crosstreks, 4,217 WRX/STIs, 3,001 Legacys, and 740 BRZs. Over the first two quarters of 2017 the Outback sales grew to 5,648 units, and while this number appears to only be slightly larger than half of last year’s sales, it’s really much stronger than the 5,195 units Subaru sold over the first six months of 2016, with all but the final month of June showing growth over the previous year.
Altogether the model’s Q1 and Q2 year-over-year growth was up 8.7 percent, which is considerably better than some competitors that have actually been falling backward despite the auto market’s love affair with SUVs. A mid-cycle makeover for the last four months of the year can only help.
The 2018 Outback’s rear bumper is certainly a bolder visual statement than the outgoing version’s. (Photo: Subaru)
From the outside it’s all about showing a “bolder more rugged face,” adds Subaru, this due to a reworked grille, revised lower front fascia, new door mirrors, and much more aggressive rear bumper design.
While the grille gets a stronger strikethrough in its upper section, the 2018 Outback’s redesigned headlights might be the most dramatic visual enhancement up front, now more sharply angled with a unique scalloped treatment at their topmost inner point, as well as more defined signature LED elements inside, whereas the matte black lower fascia’s fog lamp bezels protrude upward in a more pronounced fashion, or at least they appear to now that more body-colour surfacing separates them from the centre vent.
The Outback remains a capable go-anywhere crossover. (Photo: Subaru)
New mirror housings with slimmer more sophisticated looking LED turn signals aside, there’s not much to distinguish the outgoing Outback from the new one when viewing from its profile, although if you look very carefully from this vantage point it’s possible to pick out some augmentation to the new taillight lenses and rear bumper, the latter feature getting additional black cladding extending upward at each corner. That bumper cap makes the most obvious difference from the rear view too, giving the Outback most of the “rugged” visual upgrade mentioned earlier.
Top-line 2018 Outback trims offer improved interior refinement. (Photo: Subaru)
Helping the new Outback perform as well as it looks is a new seven-speed sequential manual mode for the standard continuously variable transmission (CVT), which also includes paddle shifters and off-road enhancing X-Mode, while all 2.5i trims are now Partial Zero Emissions Vehicle (PZEV) rated, which translates into some of the lowest emissions levels in their mid-size SUV class. Also important, all Outbacks get a revised brake booster to improve stopping performance.
Inside, enhancements to the new 2018 model include a redesigned steering wheel with reorganized switchgear that improves “comfort and convenience” across the entire Outback line, while over on the centre stack is a new voice-activated dual-zone auto climate control interface featuring digital readouts for easier legibility and greater overall functionality, standard in just-above-base 2.5i Touring trim. Lastly, rear passengers get dual USB slots for connecting personal devices.
Subaru has improved the 2018 Outback’s steering wheel controls for easier use. (Photo: Subaru)
The updated Outback receives two carryover engine choices, starting with the most fuel-efficient 2.5i and topping off with the most powerful 3.6R. The base four-cylinder displaces 2.5 litres and produces up to 175 horsepower and 174 lb-ft of torque, whereas the larger six-cylinder makes upwards of 256 horsepower and 247 lb-ft of torque. All Outbacks transmit power to the wheels through the CVT mentioned earlier, a type of transmission that maximizes efficiency.
Fuel economy continues to be impressive too, with the H-4 rated at 9.4 L/100km in the city and 7.3 on the highway and the H-6 achieving a claimed 12.0 city and 8.7 highway rating.
Upper trims get a new 8.0-inch infotainment touchscreen, while all models incorporate Apple CarPlay and Android Auto. (Photo: Subaru)
The Canadian-spec Outback will be available in seven trims for 2018, starting with 2.5i, 2.5i Touring, 2.5i Limited, and 2.5i Premier. Premier trim includes Subaru’s advanced EyeSight driver-assistance package as standard equipment, whereas EyeSight is optional with Touring and Limited trims. The Outback’s optional 3.6R engine can be had in Touring, Limited and Premium trims, although with this larger engine EyeSight can’t be had in 3.6R Touring trim, instead only available with the 3.6R Limited and standard with the 3.6R Premier.
That EyeSight package, which is a very reasonable $1,500 upgrade, includes pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and new high beam assist.
The Outback is fully capable of light off-road duty. (Photo: Subaru)
Of note, the Subaru Rear/Side Vehicle Detection System (SRVD), which includes blindspot detection, lane change assist, and rear cross-traffic alert, is standard with all models above the base 2.5i.
Last year’s Outback achieved a best-possible Top Safety Pick Plus rating from the IIHS when upgraded with EyeSight, so there’s no reason to think the new 2018 model will fare any worse. In fact, it should be safer and more convenient in real-world scenarios now that Subaru has integrated auto high beams on so-equipped Limited and standard Premier trims, which incidentally let them remove the third camera from behind the rearview mirror.
Road trip? The Outback makes a great family vacation getaway car. (Photo: Subaru)
Additional 2018 Outback safety upgrades include a collision detection feature that can automatically unlock the doors if required, plus automatic door locks that do the opposite when getting under way, a window off-delay timer, improved child safety seat anchors, and a stiffer chassis that should also improve driving dynamics.
All Outback trims should be quieter too, thanks to acoustic front door glass to reduce engine, wind and road noise, while additional standard equipment now includes a standard 6.5-inch infotainment touchscreen featuring new Apple CarPlay and Android Auto smartphone connectivity.
The Outback is perfect for trips to the ski hill. (Photo: Subaru)
That centre display grows from 7.0 to 8.0 inches in Touring trim and above, while the driver and front passenger benefit from a reworked centre vent grille, centre panel, air conditioning panel, and instrument panel.
Additionally, navigation with detailed mapping adds functionality to that new larger infotainment display in Limited and Premier trims, while steering-responsive LED headlights benefit forward visibility.
These upper trims get real stitching across the instrument panel too, as well as on the revised door panels, while new shift panel detailing and new seat trim patterns pull the mainstream volume-branded crossover SUV closer to premium rivals. On this final theme, top-tier Premier trim now includes auto up/down powered windows all around.
Small trailers are easy work for the Outback 3.6R. (Photo: Subaru)
All trims can easily be sorted out via unique alloy wheels, with base 2.5i and Touring models getting 17-inch rolling stock, and larger 18-inch alloys added to Limited and Premium trims.
The 2018 Outback 2.5i will start at $29,295 plus freight and dealer fees, whereas 2.5i Touring trim is priced $3,500 higher at $32,795, 2.5i Touring trim with EyeSight at $34,295, 2.5i Limited trim at $36,795, 2.5i Limited trim with EyeSight at $38,295, and 2.5i Premier with EyeSight at $39,195.
If you want to move up to the 3.6R six-cylinder engine in base Touring guise you’ll need to fork over $35,795 before discount, whereas the 3.6R Limited starts at $39,795, the same package with EyeSight will set you back $41,295, and finally the 3.6R Premier with EyeSight is priced at $42,195.
Most Subaru retailers should have a new 2018 Outback demo available for test drives, so make sure to contact your local dealer to experience it first hand.
Subaru’s Crosstrek is all new for 2018, and much improved. Along with beefier new styling that includes LED headlights in top-line Limited trim, the engine gets direct-injection for 152-hp, the CVT…
Figuring out how the Crosstrek fits within Canada's compact SUV segment isn't entirely clear, but appreciating how important it is within Subaru's sharply focused model lineup is all too obvious. The Crosstrek found nearly 10,000 buyers across the country last year, or 9,723 to be exact, which means that it's starting to nudge up against the alternative Japanese brand's popular Outback that sold 11,255 units during the same 12 months, as well as the next bestselling Impreza with 11,673 examples down the road in 2016, plus the all-important Forester that found a grand total of 13,798 buyers last year. The rest of the line includes the WRX/STI compact performance sedan with a total of 4,217 sales, the Legacy mid-size sedan with 3,001 deliveries, and the BRZ sports coupe with a total of 740 buyers. It could be argued that the Crosstrek is most critical to Subaru's bottom line because it's more or less an Impreza hatchback with a lift kit, a beefier set of alloy rims, and some Read Full Story
Two things matter most with electric cars: range and price. If it can drive far enough on a single charge to be practical and doesn’t cost too much more than a conventionally powered equivalent then…
The 2017 Focus Electric might not look any different from its predecessor, but it can now be driven almost 40 km farther on a single charge. (Photo: Karen Tuggay, Canadian Auto Press)
Two things matter most with electric cars: range and price. If it can drive far enough on a single charge to be practical and doesn’t cost too much more than a conventionally powered equivalent then some semblance of sales success will follow.
Being that the latter situation hasn’t fully materialized I probably should’ve mentioned a third criteria to electric vehicle success, government support. Everywhere that EVs are relatively plentiful you’ll also find well-funded taxpayer programs, first to reduce the cost of initial purchase through rebate programs, and secondly to supply the necessary public charging stations to facilitate life with a plug-in vehicle.
Until recently, the highest EV rebate payout in Canada was Quebec at $8,000 compared to $5,000 in BC and zero anywhere else, other than Ontario that now gives buyers of some electric cars, including Ford’s Focus Electric, up to $14,000 back through various programs. We can discuss how fair it is that many hardworking Canadians who can’t afford a new car are stuck paying for those who have more, but that’s a philosophical and/or political question for another time. Rather, it’s probably better to talk about how you can get your hands on some of that “free” money by purchasing one of these electrics, because it might be a lot more within your reach than you may have previously thought.
The Focus Electric gets sporty hatchback styling, its rear design particularly attractive despite getting on in years. (Photo: Karen Tuggay, Canadian Auto Press)
Let’s start by doing some elementary math. The 2017 Focus Electric starts at $31,998 plus freight, fees and taxes, but Ford is currently (August 26, 2017) offering $3,595 of no-haggle discounts so you can have it for $30,153 including freight before taxes, or maybe less if you ask nicely or play as if your trade-in is worth more than you know it actually is. This means you can be driving a Focus Electric for a bit over $16,000 and taxes after rebates if you live in Ontario, $22,000 and taxes if you live in Quebec, or $25,000 and taxes if you live in BC.
Factor in that you’ll be paying a fraction of what you’d otherwise ante up for fuel, or potentially nothing at all if you coordinate your daily outings so as to plug-in at the many aforementioned charging stations that have yet to start charging users money in most jurisdictions, and you should easily be able to add up exactly how much you’ll be saving by chopping 100 percent off your auto fuel budget.
The big black cover makes it look like an engine, but this Focus is 100 percent electric. (Photo: Karen Tuggay, Canadian Auto Press)
Electric car maintenance is much lower too, especially under the hood where there’s so much less to go wrong, and while it’s difficult to put a price on using HOV lanes with only a driver in the car, to some people “time is money,” as Mr. Franklin once said.
But does the Ford Fusion Electric meet the other key EV objective? Does is supply enough range after a full charge to satisfy practical applications. After a week spent in the original 2013 Focus Electric back in the fall of 2012, I certainly didn’t think it was worth my tester’s rather steep $42,749 as-tested price, especially with 122 kilometers of best-scenario range in ideal conditions, a maximum of 89 being all that ever showed up on my tester’s gauge cluster. I never dared try to find its real-world limit, because it was too difficult to guess and I didn’t want to get stranded on a bridge somewhere.
In case you’re wondering whether the Focus Electric makes up for its low price by cutting features and quality, take a look around. (Photo: Karen Tuggay, Canadian Auto Press)
That was then, this is now. Where the old 2013 Focus Electric was better left in the hands of adventurous souls not affected by range anxiety, today’s 2017 Focus Electric qualms any such worries thanks to 161 km of EPA-estimated range. That’s still 11 km short of the Nissan Leaf, the world’s best-selling electric, and eons less capable than the new Chevy Bolt that can manage up to 383 km per charge (believe me, I couldn’t drain the Bolt’s batteries no matter how hard I flogged it), but the Bolt begins at $43,195 before freight and fees, while the Leaf’s price range starts at $33,998 and rises to a lofty $40,848 when fully trimmed out, which makes the Focus Electric appear pretty thrifty even when paying an extra $550 for its fanciest paint job and another $1,000 for leather upholstery.
But still, is the new Focus Electric liveable? Not from an interior ergonomics and passenger/cargo practicality perspective, but with respect to real-world range? I’ll delve into both issues when I publish my full review, but for now will focus on standard features that are one of this car’s strong suits.
Not one, but two 4.2-inch high-resolution colour multi-info displays are standard. (Photo: Karen Tuggay, Canadian Auto Press)
First off, Ford keeps things simple with one trim level and a couple of available options, just noted a moment ago. This means every single 2017 Focus Electric gets a completely unique one-piece grille with chromed with piano black accents that you’ll either love for looking like an Aston Martin or loathe for the same reason, plus standard auto on/off headlights with signature LEDs, dedicated DRLs, LED taillights, power-adjustable heated side mirrors with integrated turn signals, approach lighting and special blindspot mirrors, chrome beltline mouldings, a rear rooftop spoiler, 17-inch Sparkle Silver-painted alloys, an SAE J1772 CCS charge port with a new illuminated LED state of charge indicator, and that’s only on the outside.
Standard navigation joins a backup camera with dynamic guidelines as part of the Focus Electric’s superb 8.0-inch Sync 3 infotainment system. (Photo: Karen Tuggay, Canadian Auto Press)
Remote start will get prepare the Focus Electric before you get there via MyFord Mobile with remote cabin preconditioning, while proximity access with pushbutton ignition gets you inside and ready to go. Additional standard features include illuminated entry, ambient lighting, an electromechanical parking brake, a tilt and telescopic leather-wrapped multifunction steering wheel, Ford’s SmartGauge with EcoGuide instrument cluster, two driver configurable 4.2-inch colour LCD multi-information displays within the same primary gauge cluster, a message centre with a trip computer, variable intermittent wipers, cruise control, dual-zone auto climate control, Sync 3 infotainment with an 8.0-inch capacitive touchscreen with tap and swipe capability, enhanced voice recognition, navigation, a rearview camera, Apple CarPlay and Android Auto smartphone connectivity, Bluetooth, nine-speaker Sony audio, satellite radio, full-floor centre console with storage, cupholders and two chargeable USB ports, a leather-wrapped shift knob, illuminated vanity mirrors, heatable front seats, rear heat vents, a rear centre armrest with storage, one-touch up/down powered windows front and back, a removable rear package tray, and 60/40 split-folding rear seatbacks.
Leather upholstery is one of two options, the other being my tester’s $450 Ruby Red paint. (Photo: Karen Tuggay, Canadian Auto Press)
On the safety front, the 2017 Focus Electric includes hill start assist, tire pressure monitoring, traction and stability control, ABS-enhanced four-wheel disc brakes, and all the usual airbags including one for the driver’s knees, but so far no advanced driver-assistance systems like forward collision warning, autonomous emergency braking, blindspot alert, lane departure warning, self steering capability, self parking, dynamic cruise control, auto high beams, etcetera.
I doubt those looking for a relatively inexpensive EV will care all that much about such advanced safety systems, which of course would push the Focus Electric’s price much higher if standard or available. This car is more about getting environmentally conscious consumers on the road to a brighter, cleaner future.
Room for rear passengers? I’ll tell you all about that in my upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)
To that end the power unit has been upgraded for 2017, its lithium-ion battery now more “energy dense” than the outgoing model, says Ford. Now it can manage 33.5 kWh instead of 23.0 kWh, which makes it more capable than the Leaf’s 30-kWh battery and Kia Soul’s 27-kWh power unit. Altogether, the new Focus Electric makes 143 horsepower and 184 lb-ft of torque from a 107 kW electric motor, while using a single-speed direct-drive transmission to power the front wheels.
Also important, the new Focus Electric will recharge faster due to a new standard 50kW-capable DC fast charge port, the result being full depletion to 80 percent in less than half an hour. This will eventually make it easier to charge when traveling long distances, although you’ll be hard pressed to find a publicly available DC fast charging port now. Alternatively, you’ll need five and a half hours to charge from zero to full via a 240-volt charge station, or 30 hours from a regular household outlet.
Cargo galore? I’ll show you how Ford makes the most of small spaces later. (Photo: Karen Tuggay, Canadian Auto Press)
Additional 2017 improvements include a new braking coach that trains you to decelerate more effectively so as to recover more energy from the car’s regenerative braking system, plus new White Gold exterior paint.
The Focus Electric is underpinned by MacPherson struts and a stabilizer bar up front, and a Control Blade independent rear suspension with a stabilizer bar, while steering comes from an electric power-assisted steering, while torque vectoring control aids handling.
Come back soon to find out how all of this works, and especially how far I’m able to drive on a single charge…
And the winner of the 2017 Auto Journalist Association of Canada’s (AJAC) Canadian Car of the Year award is (insert drumroll here)… the 2017 Volkswagen Golf AllTrack! Well that one caught me by surprise,…
The new 2017 VW Golf AllTrack is a Golf SportWagen on mild steroids. We think it looks fabulous! (Photo: Karen Tuggay, Canadian Auto Press)
And the winner of the 2017 Auto Journalist Association of Canada’s (AJAC) Canadian Car of the Year award is (insert drumroll here)… the 2017 Volkswagen Golf AllTrack!
Well that one caught me by surprise, as did the selection of the 2017 Subaru Forester for the Canadian Utility Vehicle of the Year. Not that these two compact crossovers aren’t worthy, but the Subie was merely a mid-cycle refresh, and a mild one at that, and the COTY winner was (as just stated) more of a crossover SUV than a car (or at least that’s how VW classifies it on their retail site).
Yes, I’m aware that it’s actually Golf SportWagen and therefore kind of qualifies, but it’s adequately raised and moderately pumped up on Var (Anavar or oxandrolone for those not familiar with one of the milder and therefore more popular anabolic steroids) thanks to plenty of matte black body cladding including a quad of flared fenders, slick looking aluminized front and rear undertrays and rocker moulding trim, a set of aluminum roof rails up top, plus some trick aluminum-finish mirror caps to each side, not that these have anything to do with SUVs. No matter how you slice it, VW was trying to turn its wagon into a compact crossover SUV and did such a good job they won AJAC’s Car of the Year title.
With all the practicality of a Golf wagon, the AllTrack adds ground clearance and a rugged looking body kit. (Photo: Karen Tuggay, Canadian Auto Press)
This wasn’t the first time a Volkswagen Golf won AJAC’s Car of the Year, the GTI deservedly taking top honours in 2010, but it’s the first time sport utilities won both the COTY and the CUVOTY. The rugged looking VeeDub first won the “Best New Large Car” title last fall, which is certainly a big title for a compact wagon, but hey. As long as automakers are bending categories to suit their current lineup of rolling stock, why not bend a few rules about what actually constitutes a “large car”.
Of course, I’m having a bit of fun with my esteemed auto journo colleagues (a number of which are highly intelligent, incredibly hard working, very dedicated, wholly professional, and damn nice… the others we won’t mention) and the results of what is no doubt a mind-numbingly complicated rating process that’s horribly challenging to organize and then vote upon, so I hope they don’t take offence. They were certainly right in choosing two great crossover SUVs as their topmost winners, this new 2017 Volkswagen Golf AllTrack combining almost everything I’ve always loved about the Golf SportWagen with a certain cool factor that non-wagon lovers might say was missing.
We’re missing the TDI, but the little gas-powered 1.8-litre four still puts out 170-hp and 200 lb-ft of twist. (Photo: Karen Tuggay, Canadian Auto Press)
Almost? Yah, it would’ve been better with if TDI were stamped on the back and the awesome 2.0-litre turbo-diesel still bolted into its engine bay. I know the dirty little devil isn’t exactly on good terms with the world right now, but those of us who love modern-day oil burners are lamenting their loss from VW’s lineup and most other Euro brands.
As it is this beefy little five-door gets VW’s still impressive gasoline-powered 1.8-litre direct-injection four-cylinder that puts out 170 horsepower and 200 lb-ft of torque, which is plenty to propel its “large car” mass forward in lickety–split quickness no matter the slipperiness of tarmac or alternative road surface underneath, thanks in part to standard 4Motion all-wheel drive.
The AllTrack’s increased ground clearance combines with an “Off Road” driving mode that is claimed to optimize “traction on uneven surfaces,” says VW, so this week we’ll just have to find out firsthand. I can’t say its all-season rubber or 18-inch Canyon alloys fill me with rock-crawling confidence, but a little summer beach sand might be a fun in the absence of any knee-deep powder.
There’s so much good about any Golf interior, and the AllTrack gets filled up further with loads of standard features. (Photo: Karen Tuggay, Canadian Auto Press)
I think Volkswagen had the latter in mind when creating the Golf AllTrack, along with weekend jaunts to the cottage, weeklong road trips with a tiny Boler or Scamp in tow (I wonder if you can get one of those in Tornado Red?), or any other light duty use for strong torque and four-wheel traction.
I don’t have either so I’ll likely keep my upcoming road test comments to driving sans camp trailer, not to mention the usual laurels I laud on any Golf’s superb interior, which in this case includes VW’s excellent 6.5-inch proximity sensing, Apple CarPlay, Android Auto and MirrorLink infused touchscreen infotainment system.
All Golf SportWagens benefit from an outrageously roomy interior, especially in the very back for cargo, not to mention a centre pass-through that makes the 60/40 split-folding rear seatbacks more flexible, so being that this new AllTrack is no different from the wagon in this respect it should work well for the heavy hauling I’ve scheduled.
This is one very nice, extremely large panoramic glass sunroof, just one of the Golf AllTrack’s many standard features. (Photo: Karen Tuggay, Canadian Auto Press)
I won’t go into too much detail about features, but suffice to say that exterior colours are your only options, with the base 2017 Golf AllTrack packed full of everything already mentioned as well as a six-speed automatic with manual mode, auto on/off headlamps with static cornering capability, fog lights, powered and heated side mirrors with integrated LED turn signals, proximity keyless access with pushbutton ignition, ambient LED interior lighting, a leather-wrapped steering wheel, shift knob and handbrake lever, rain-sensing wipers, cruise control, an auto-dimming rearview mirror, Bluetooth phone connectivity with audio streaming, voice activation, two SD card slots, navigation, a rearview camera, satellite radio, dual-zone auto climate control, leather upholstery, a 12-way powered driver’s seat, heatable front seats, a really nice panoramic powered sunroof, variable cargo load floor, a 115-volt household-style power outlet in the cargo area, etcetera.
I’ll come back and report on how all this stuff works very soon…
I was about to start this story by saying there has never been a more successful luxury SUV created than the Lexus RX, but after some in-depth research I’m finding out that’s an old, outdated statistic.…
Lexus’s RX 350 looks great with its F Sport upgrades, appearing more like a “sport” utility with every passing generation. (Photo: Karen Tuggay, Canadian Auto Press)
I was about to start this story by saying there has never been a more successful luxury SUV created than the Lexus RX, but after some in-depth research I’m finding out that’s an old, outdated statistic.
The RX, which was the first car-based luxury crossover SUV ever produced, has been amazingly successful here in North America where it remains number one by a long shot, but within Canada alone it’s currently second behind Audi’s smaller albeit almost as accommodating Q5, while globally they both get beaten badly by Buick’s number-one selling Envision that sold 123,397 units worldwide during the first five months of 2017 (you can thank China for that), as well as Mercedes-Benz’ GLC runner up that found 117,856 global buyers over the same period. I don’t have exact numbers for the RX in all the countries it’s sold in because it didn’t make the top 100 vehicles list. So much for starting out this garage overview with a bang.
Tiny rear quarter glass and a gently sloping rear window hardly make the RX the most practical SUV in its mid-size class, but its styling and stellar reputation make it number one in North America. (Photo: Karen Tuggay, Canadian Auto Press)
Of course, with 109,435 total U.S. sales last year and 8,147 here in Canada, and 46,737 in the States over the first half of 2017 and 4,501 north of the 49th, Lexus and its RX have nothing to be ashamed of. Toyota’s luxury division is really only getting its feet wet in China after breaking through the six-figure threshold for the first time last year with 109,151 total sales brand-wide, while Lexus International reported 677,615 global deliveries in 2016, which is a four-percent improvement over 2015 and its fourth consecutive record year of sales growth. Yup, it’s tough to complain with numbers like that.
It’s difficult to complain after picking up Lexus’ latest 2017 RX 350 either. The five-passenger SUV was redesigned for the 2016 model year and still looks very sharp, literally. There isn’t an edgier sport utility available, now that Lexus’ ultra-wide spindle grille is front and centre, made even bigger and bolder in our tester’s F Sport trim. It flows into a deeply sculpted hood up top, while yet more jagged edges outline each of its triple-stacked LED light cluster elements to each side, these finished off with checkmark LED DRLs at bottom. Even more radically shaped fog lamp bezels are immediately surrounded in chrome before getting finished off with apostrophe-style vertical vents at each corner, all sitting atop razor-thin lower valance detailing.
The RX is nearly as angular inside as it is outside, while premium features abound. (Photo: Karen Tuggay, Canadian Auto Press)
The RX 350 F Sport’s flanks are almost as chiselled, each fender shaved flat ahead of gloss black, chrome and LED-infused side mirror housings on the beltline and deeply gorged, upward sweeping rocker panel sculpting across the lower doors, former foreshadowing a glossy black D-pillar depicting a floating roof while the latter visually melds into a chunky rear bumper encasing a sporty rear diffuser and two angularly shaped exhaust ports. By comparison the LED taillights are almost conservative, although a nice fit just the same, while plenty of satin-finish metal brightwork combine with fabulous looking 20-inch dark graphite multi-spoke alloys on 235/55R20 rolling stock. Lexus is hardly a boring brand anymore, and its once conservative RX is now one of the more avant-garde in its class.
The RX 350 F Sport’s cabin is almost as creased and creviced as its origami-folded exterior sheetmetal, but I leave any comments about style, materials quality, refinement, switchgear, electronic interfaces, and feature usability to my upcoming road test review, due out soon so to beat the arrival of the 2018 model.
These configurable colour TFT gauges are plenty nice and feature filled. (Photo: Karen Tuggay, Canadian Auto Press)
Other than rumour about a longer extended-wheelbase three-row seven-passenger version expected early next year I don’t have any info about that the new model year, but the five-occupant version arriving this fall is expected to be mostly carryover so you shouldn’t feel any hesitation about buying a 2017. Lexus made a few changes to this year’s model too, including the addition of a new Safety Sense+ suite of advanced driver-assistance systems, now standard. On the list is millimeter-wave radar sensing pre-collision warning, lane departure alert, dynamic cruise control, and auto high beams, all items that were previously bundled in with expensive option groups yet are now standard across the entire model range.
Other standard safety features include auto on/off full LED headlamps, LED DRLs, LED fog lamps, LED brake lights, auto-dimming rearview and side mirrors (the latter power-folding with heat and integrated turn signals), a backup camera with dynamic guidelines that’s projected onto a large 8.0-inch infotainment display, blindspot monitoring with rear cross-traffic alert, active front headrests with whiplash protection, front and rear outboard seatbelt pretensioners and force limiters, plus more.
Now that’s how a premium grade infotainment display should look. (Photo: Karen Tuggay, Canadian Auto Press)
On the options list is new Intelligent Clearance Sonar, which is collision mitigation for low-speed situations such as parking, while additional active safety options include Vehicle Dynamics Integrated Management (VDIM), a wide-view front, rear and side parking monitor, and a 12.3-inch Electro Multi Vision (EMV) display that most companies would call a head-up display, but as slick as some of these systems are Lexus has yet to adapt much in the way of autonomous mitigation systems to the RX 350, such as automatic corrective steering, but its aforementioned pre-collision system is designed to apply emergency auto braking after an initial warning.
The RX 350’s numeric designation actually refers to its 3.5-litre V6 engine, unlike so many other models that have deviated from this sensible practice (the RX 450h hybrid being one), its output a commendable 295 horsepower and 268 lb-ft of torque thanks in part to D4-S fuel injection that combines direct injection with conventional port injection in order to best balance performance and efficiency. Aiding both objectives is an eight-speed automatic gearbox, while standard all-wheel drive is par for the course in Canada’s premium SUV sector. Lastly, Lexus’ standard Drive Mode Select adds Sport, Eco and Normal modes to either enhance the driving experience or minimize fuel usage and emissions.
Hmmm… I’ll comment about this later. (Photo: Karen Tuggay, Canadian Auto Press)
Once again I’ll leave any experiential comments to my upcoming review, and instead give you a rundown of some additional standard and optional features not yet mentioned, the $55,900 base RX 350 receiving a pretty impressive list of items including 18-inch alloys, a heated windshield, roof rails, proximity keyless access with pushbutton ignition, a heatable multifunction leather-wrapped steering wheel, a powered tilt and telescopic steering column, a 4.2-inch colour TFT multi-information display, rain-sensing wipers, dual-zone auto climate control with a dust, pollen and deodorizing air filter, 12-speaker audio, satellite radio, Bluetooth phone connectivity with streaming audio, eight-way powered front seats with two-way powered lumbar support, perforated leather upholstery, driver-side memory, heated and ventilated front seats, heatable rear outboard seats, a garage door opener, a powered moonroof, and more.
As with most vehicles in this class there’s no shortage of available options with the 2017 RX 350 thanks to four packages. Rather than organize them by price, with the least expensive being the $7,600 Luxury package, followed by the $8,700 F Sport Series 2 package, and either the $13,450 F Sport Series 3 or identically priced Executive package, I thought it best to go over the two F Sport packages and then the two other option groups.
Upgraded F Sport seats look fabulous, but how do they feel? Come back for the full review to find out. (Photo: Karen Tuggay, Canadian Auto Press)
While all RX 350s are plenty sporty, adding the F Sport Series 2 package makes a difference visually thanks to a unique black mesh grille insert, premium LED headlights with cornering lamps, sportier lower fascia detailing, 20-inch dark-grey painted F Sport multi-sport alloys, upgraded LED combination taillights, and F Sport exterior badging, while that F Sport branding also enhances a unique set of treadplates, an upgraded gauge cluster, a three-spoke leather-wrapped sport steering wheel with paddle shifters, a special leather-wrapped shift knob, and a different set of sport seats. Additional F Sport Series 2 improvements include aluminum foot pedals with rubber inserts, that 12.3-inch EMV head-up display mentioned earlier, an automatic air recirculation control system, voice-activated HDD navigation with Lexus’ joystick-style console-mounted Remote Touch Interface, front and rear parking sensors, an adaptive variable air suspension, and VDIM.
Five-seat SUVs have some very real benefits. (Photo: Karen Tuggay, Canadian Auto Press)
My tester is fitted with the F Sport Series 3 package, which means everything above is included plus Qi-compatible wireless smartphone charging, the previously noted wide-view parking monitor, a 15-speaker Mark Levinson surround sound audio upgrade, a panoramic glass sunroof, power-reclining and power-folding rear seats, and a touch-free gesture-controlled powered rear liftgate.
Alternatively the Luxury package forgoes the F Sport styling and performance upgrades yet adds its own 20-inch alloys along with the aforementioned premium LED headlamps and taillights, parking sensors, 12.3-inch EMV, auto air recirculation, and navigation, plus includes LED illuminated aluminum treadplates, a leather-wrapped and wood-trimmed steering wheel rim, 10-way powered front seats with four-way powered lumbar support, premium leather upholstery, and rear side sunshades. Move up to the Executive package and everything just noted in the Luxury package is included, plus all F Sport Series 3 package upgrades. The only negative to the way Lexus Canada has packaged up its top-line RX 350 is an inability to get an F Sport with “the works,” or rather all available options.
How does cargo space measure up? See you soon for the review. (Photo: Karen Tuggay, Canadian Auto Press)
Lexus also limits exterior colour options, my F Sport tester only available in five shades and hues including its chosen Nebula Grey, the remaining four being Atomic Silver, Obsidian black, Ultra White, and Matador Red Mica, although the ability to add a stunning Rioja Red interior to default F Sport Black is certainly notable. If you choose base, Luxury or Executive trim the exterior paint palette grows to include Eminent White Pearl, black metallic Caviar, and dark blue Nightfall Mica, yet excludes Obsidian and Ultra White, whereas a golden beige Satin Cashmere Metallic is exclusive to Luxury and Executive trims. The more luxury-oriented RX 350 gets more interior colour choices too, eliminating Rioja Red but adding Parchment beige and Noble Brown to the usual Black.
That’s probably enough detail for now. Stay tuned for a full road test that will include all of my dictated notes organized into slightly more readable commentary. Until then you can check out my review of the 2016 Lexus RX 450h F Sport…
Honda has shaken up its mid-size Pilot SUV’s trim levels for 2017, dropping the previous base LX FWD for the new base LX AWD, complete with most available advanced driver-assistance safety features…
It's déjà vu all over again. Truly, Honda could've given me the exact same Pilot Touring to test for the 2017 model year as it did for 2016 and I wouldn't have known. Could this be a new money saving strategy? Hardly. It's probably as simple as the person in charge of ordering really liking the grey-blue Steel Sapphire Metallic paint and black leather combination. I can understand, as it looks plenty classy suited up like this.
Then again with so many other colours available, such as darker and bolder Obsidian Blue Pearl, dark green Black Forest Pearl, Dark Cherry Pearl, and all the usual shades from White Diamond Pearl, Lunar Silver Metallic, and medium grey Modern Steel Metallic, to Crystal Black Pearl, something different would've benefited our 2017 photo gallery.
What's more, choosing the latter would've allowed perforated Beige leather upholstery instead of the same black hides. On that note I find it strange you can't get the lighter beige cabin Read Full Story
Getting an economy car doesn’t have to be boring or uncomfortable, Nissan’s Versa Note especially good at relieving the latter problem. The Japanese brand’s second smallest hatchback gets a mid-cycle…
Love the new retro Coca Embers metallic brown paint, just one option for the refreshed 2017 Versa Note. (Photo: Karen Tuggay, Canadian Auto Press)
Getting an economy car doesn’t have to be boring or uncomfortable, Nissan’s Versa Note especially good at relieving the latter problem.
The Japanese brand’s second smallest hatchback gets a mid-cycle update for 2017, highlighted by a particularly attractive new “V-Motion” chromed grille design sourced from previously restyled models within Nissan’s every growing lineup of cars, SUVs and trucks.
Along with the tiny Micra city car, plus the Juke and new Qashqai SUVs, the Versa Note is in charge of attracting newcomers and fixed income earners to the automaker, its very approachable $14,498 base price one of its more agreeable attributes. For that you get a nifty looking little runabout that’s better made than many in subcompact class, its 1.6-litre four-cylinder engine producing a rambunctious 109 horsepower and 107 lb-ft of torque and its claimed fuel economy an even more smile-inducing 7.5 L/100km in the city and 6.0 on the highway when hooked up to its optional as-tested CVT. A five-speed manual transmission comes standard in base S and second-rung SV trims, as well as this top-line SL, whereas the CVT is optional in all three of these and standard in the “sportier” SR, which sits between the SV and SL in the Versa Note trim hierarchy. Just why Nissan decided a CVT would endear performance fans to a sport model is anyone’s guess, so let’s just say the SR’s sporting prowess is limited to styling plus wheels and tires.
The 2017 Versa Note gets a new chromed grille and more up front plus the sportier rear bumper from the SR in back. (Photo: Karen Tuggay, Canadian Auto Press)
You’d be forgiven for thinking my tester’s slick looking new machine-finished 16-inch alloys on 195/55HR16 all-seasons were part of the sportier package, but these are unique to the top-tier SL, some of its other features including fog lamps, heatable powered side mirrors, proximity-sensing keyless access with pushbutton ignition, a larger 5.8-inch colour infotainment touchscreen (up from 5.0 inches) with navigation and a 360-degree Around View parking camera, voice recognition, satellite radio and SiriusXM Traffic, plus more.
Additionally, key features pulled up from lesser trims include a leather-wrapped steering wheel with illuminated controls, premium cloth upholstery and door inserts, piano black inlays, extra silver interior accents, Fine Vision electroluminescent primary gauges, a trip computer, outside temperature display, cruise control, air conditioning, vanity mirrors, NissanConnect with mobile apps, Bluetooth hands-free phone connectivity with streaming audio, text messaging functionality, aux and USB ports (with the latter port relocated to the front portion of the lower console), a six-way manually adjustable driver’s seat, heatable front seats (that are now standard on the SV and SR trims), a rear-seat centre armrest with integrated cupholders, variable intermittent flat-blade wipers, intermittent rear wiper, rear cargo cover, Divide-N-Hide adjustable cargo floor, 60/40 split-folding rear seatbacks, and all the usual active and passive safety features.
The SL packs in a lot of standard kit for a car in the subcompact class. (Photo: Karen Tuggay, Canadian Auto Press)
Of course the 2017 Versa Note SL is priced higher than the base S, but it’s less than $20k at $19,748, and can only be pushed higher by adding dealer-installed accessories like a $329 body-colour rear rooftop spoiler, $100 chromed door handles, a $49 chrome exhaust tip, $151 illuminated metal treadplates, and plenty more, the only extra I’d add being a $329 auto-dimming rearview mirror with an integrated Homelink garage door opener.
I’ll comment more on comfort in my upcoming review, and of course go on at length about driving dynamics, interior quality, feature functionality, and critically important in this class, passenger roominess plus cargo capacity and flexibility.
Until then take note that the grille isn’t the only new item on the 2017 Versa Note’s update list, other modifications including the front bumper and lower front fascia, plus the rear bumper that now features last year’s sportier SR styling across the entire range. The SL isn’t the only one to get new wheels either, with new 15-inch alloys for the SV and new covers for the base model’s 15-inch steel wheels. Those looking to stand out from the crowd will appreciate new Monarch Orange paint too, whereas Deep Blue Pearl makes the little hatch look richer and my tester’s Coca Embers adding a retro ‘70s cool factor. Other than the feature adjustments already noted, the only notable changes inside are larger cupholders across the line and a second 12-volt power outlet on all but the base model.
Come back soon for the full review…
