News

The subcompact crossover segment is booming and one of those vehicles leading the charge is the all-new 2018 Hyundai Kona. It's the South Korean brand's answer to consumers looking for that diminutive ride with a little more ground clearance and cargo. Throw in two engine choices, an all-wheel-drive option and a considerably low $20,999 starting price and that might be the winning combination propelling Hyundai to new sales heights.

Aimed for the youth, it all starts with design

Bright colours set the tone for its youthful appeal. The energetic vibe exuding from the Kona shows off a colour spread that includes Tangerine Comet, Blue Lagoon, Phantom Black, and my test colour named Acid Yellow. Sleek LED daytime running lights adds to that 'cool vibe', alongside projector headlights and fog lights; the latter more centred below its signature trapezoidal mesh grille. One of the more standout touches is a polarizing black plastic wing-type insert that hovers over its tires and lights. For the front it covers the headlights, while its rear encompasses its LED taillights in a unique design cue that provides some character, but I can see the unnecessary other side of that coin.

The Acid Yellow treatment (or whatever colour you choose) continues on the inside with accents on its steering wheel, leather seating, air vents and gear shift. Overall, it's a fun environment that has all buttons, scrolls and information in all the right places. The main attraction within the cabin is its top-of-the-line eight-inch infotainment unit (comes standard only in the 1.6T Ultimate trim). The unit is bright, colourful and easy-to-use, and that's all any consumer can ask for.

My test vehicle was treated to a heads-up display, power sunroof, heated steering wheel and wireless charging, but in order to get some of those goodies, a price jump starting at $31,799 is incurred. It's not all extras for the Kona, as it has its fair share of standard equipment on early trim options including heated seats, leather-wrapped steering wheel and gear shift, rear park assist, as well as Apple CarPlay and Android Auto connectivity.

I took the Kona on a return trip from Toronto to Montreal and was fairly comfortable throughout thanks to its cushioned and supportive seating. I can't speak for any rear seat passengers along the journey, but in my short time testing that space, it seemed to have enough headroom and legroom for at least two. The trunk has ample space with 544 litres, while the second row can be folded down for a total of 1,297.

Drive has some spunk

The base Kona comes with a naturally aspirated 147-hp 2.0-litre four-cylinder engine, while the top two trims receive a turbocharged 1.6-litre four-cylinder unit with 175 hp and 195 lb-ft of torque. It's rare to see an engine choice in a compact and Hyundai adds one more exceptional wrinkle with an option of drivetrain configuration (front-wheel drive or all-wheel drive) on the 2.0-litre that's mated to a six-speed automatic transmission. All-wheel drive is standard for the turbo engine matched to a sporty seven-speed dual-clutch tranny.

It all sounds fairly sophisticated for such a small unit, but Hyundai is doing its darnedest for the Kona to separate from a muddied pack of compact crossovers. As aforementioned, the 1.6T Ultimate was my stallion and it sure had enough pep in its step when needed, but most importantly a smooth ride while cruising at highway speeds. On long highway drives, a calm and quiet chariot is ideal, and the Kona played its part without feeling the brunt of the many bumps along the way. It was a fun and agile companion when navigating Montreal's city streets providing driving confidence throughout from its direct cornering, steering ease and impressive turning radius.

Even though it had the turbo name, its premium engine was simply adequate. It wasn't the quickest at the jump and slow to move up gears. Perhaps, that should have been expected based on its segment and price. But if I'm feeling this way with the turbo, I can only imagine how the base engine is and that's where the majority of sales should lie. What it lacks in initial speed, it gains in fuel economy with a decent 7.5 L/100 km mostly-highway rating and that is better than its posted ratings of 9.0 in the city and 8.0 on the highway.

Summary

The Hyundai Kona may be the new kid in the subcompact crossover scene, but it just might become the most popular. If its fresh looks don't attract, its drivetrain and engine offerings might, especially at its reasonable price tag.

The timing of the Kona couldn't be better and along with the Nissan Kicks, the two of them might have the same impact on a segment that the Mazda CX-3 and Honda HR-V did a few years back. Now that those latter two models are getting a little old in the tooth, this influx in youthfulness, excitement and connectivity should put the Kona in the minds of all subcompact crossover shoppers.

Vernon, BC – For the past few years, Buick has reshaped its luxury division. The last vehicle in need of a major shakeup was its biggest SUV, the Enclave that was starting to get long in the tooth. With a new 2018 second-generation Enclave, the 114-year-old Buick brand becomes the newest showroom in the auto industry.

Back in 2008, the Enclave was a seven-seat welcomed addition, but after close to a decade into its first generation, it started to lose steam in its segment. Considering the current SUV sales boom, it became essential for Buick – a brand with 80 percent of its volume coming from SUVs in 2017 – to get the Enclave to a competitive level against the likes of the Infiniti QX60, Acura MDX and Volvo XC90.

Refreshed start with no common parts

The second-generation Enclave has no common parts from its previous iteration. In attempt to make it look less overwhelming in size, the Enclave comes off as leaner overall, even with an increase in length and height.

It's all about new proportions and a new demeanour, something Buick likes to call: “Smart Made Stylish.” That design language results in a more sleek, aggressive approach with expansion occurring in areas of consumer need, such as cargo space and legroom. It serves as a lesson that one can expand for comfort without having its entire form shaped like a gigantic boat.

Its most prominent parts are up front with a redesigned new front end featuring a chrome-filled vertical slat grille. The grille is enhanced with cool-looking wings complemented by Evonik Acrylite technology in its headlights sporting over 100 LED lights. The Evonik signature accents may be taken for granted, but it serves as the clearest and cleanest light offered in the market.

That specialized theme continues on the inside with an all-new Air Ionizer that improves air flow throughout the cockpit. We're not talking about a simple air freshener, but a device that reduces unwanted odours both inside and out, along with bacteria, viruses, dust, debris and pollen.

For this first drive program, I received a new top-of-the-line Avenir vehicle. Avenir is considered 'the highest expression of Buick luxury,' and those customers wishing to dole our $63,690 will enjoy a unique black-ice finish wings and grille, dual panel sunroof, 20-inch wheels and Avenir badging. Premium touches and materials continue with open-pore wood and a beautiful chestnut colour on the dash and seats, upping the refinement of the whole environment.

As for space, the Enclave does well in the first two rows with Captain's chairs that provide plenty of headroom and legroom; power seats come standard only in the front. It should be noted that as cushiony as the front row chairs were, it took time for a comfortable seating position to be found, and the ideal position was never fully met. This may just be a 'me' thing, but that's truly how I felt.

For the third row, the right side slides forward for easier access, albeit not better than its top three-row competitors. Once inside, the bench seating can be a bit cramped and not suited for individuals 6'0” or up. Regardless, it's much improved and a bonus for large families.

When those rows don't need to be filled, the Enclave has a total of 2,764 litres of cargo space, 1,642 litres behind the second row, 668 litres behind the third row with an additional 90 litres in the underfloor. That's a 10 percent improvement over the outgoing model.

A quiet and expected ride

The 2018 Enclave drives well in a quiet, relaxed manner. There's nothing exceptional that stands out about it; rather a smooth drive that you come to expect from a new SUV. Whether that's perceived as a positive or negative comment, that's the best way I can describe it.

Buick doesn't bombard you with engine choices. The Enclave has a single powertrain unit: a 3.6-litre V6 that delivers 310 hp and 266 lb-ft of torque matched to a nine-speed automatic transmission. The one choice you do get is whether you opt for the standard front-wheel drive (FWD) or an active twin-clutch all-wheel drive (AWD) that eventually comes standard beyond the base Essence trim.

Power delivery is both smooth and quick. The Enclave was able to power ahead when needed and showed off decent handling skills through the side winding Vernon roads. Its nine-speed gearshift is constantly on the move, but mostly seamless as it's calibrated for better fuel economy. According to Buick, the AWD is rated at 13.8 L/100 km in the city and 9.4 L/100 km on the highway. For FWD, those numbers are reduced to 12.9 and 9.0, respectively.

During the drive, additional pros and cons were found. On the positive end as with all Buicks, the active noise cancellation setup works wonders to block and absorb all noises. In addition, this 2018 model has upped its towing game with a tow rating at 5,000 lbs, and that was shown off by a sport boat hitched to the Enclave. On the more critical side, if I had to be picky, more steering input was needed on those sweeping curves and you could feel the size and width of the SUV during those manoeuvres. Nowadays, many SUVS can feel like a crossover or hatchback, but the Enclave still retains that larger SUV-feel.
 
In Conclusion

At a starting price of $49,690 for FWD or $52,690 in AWD, the Enclave serves as a reasonably priced choice amongst its competition. The Air Ionizer, an eight-inch easy-to-use digital touch screen, Apple CarPlay and Android Auto, as well as a hands-free liftgate come standard, but you would have to move up to receive heated and ventilated front seats, heated second row, a power-folding third row seat and a plethora of safety technology.

All in all, the 2018 Buick Enclave has improved immensely from its more modern exterior silhouette to its more spacious cabin filled with plenty of technological goodies. Its new Avenir sub-brand places Buick into the luxury discussion with premium touches previously not found.

Palm Springs, CA – The modern re-branding of Land Rover is under way. The 67-year-run of Defender has ended and is soon start anew; the all-new Discovery has taken a shift away from boxiness into a more typical rounded-silhouette SUV; and now the Velar, the newest vehicle creation from the British brand, stamps that transformation away from boxy with a rakish roofline.

The 2018 Range Rover Velar is a mid-size SUV that sits in-between the entry-level Evoque and the larger Range Rover Sport. Its overall shape is long and low, but its ground clearance still remains to retain its capable off-road action synonymous with Land Rover Range Rover history.

The width of the Velar is the only measurement that places is it in the middle of its siblings. On one hand, the Velar is only 33 mm longer than Sport, but 455 mm longer than Evoque; while its height is 135 mm shorter than Sport and only 5 mm shorter than Evoque.

Styling takes on a refined, simplistic approach

The California desert destination of Palm Springs wasn't chosen by accident as the location for the Velar's first drive program.

“Palm Springs is a mecca for desert modernism, and that's similar to the design philosophy of the Velar: reduction of lines, simplicity and cleanliness,” explains Gerry McGovern, Chief Design Officer, Land Rover.

The Velar resembles the look of the Jaguar F-Pace – built on the same platform – but takes it to another level of refinement. This is most evident by its standard super-slim LED headlights and flush door handles that allow the Velar's fluid motion to be paramount. These specific touches create a solid design foundation, also contributing to its driving capabilities with a drag coefficient of 0.32 – the best aerodynamic mark ever for the brand.

Its exterior presence may be the initial draw, but its insides equal in impressiveness and continues the visually reductive approach. Inside is where the entire brand needed the most work and the Velar takes on that challenge with an elegant simplicity and sophisticated sanctuary.

The insides are based on a strong horizontal emphasis that centres around twin 10-inch touchscreens that Range Rover is calling the Touch Pro Duo system. The two screens sit on top of one another flanked by two scroll buttons and a central volume knob. It's all done in a clean, organized fashion that's easy-to-understand and responsively quick.

A standout feature is below the top screen. With a touch of your finger, the driver or passenger can switch from controlling his or her massaging seats to switching radio stations, all the while keeping navigation on the main screen. Swipes are effortless with sophisticated technology as its core. In addition, a 12.3-inch TFT cluster (5-inch for the base model) adds to the its refined look with an available heads-up display with four customizable modes.

The rest of the insides are treated with a clean soft-leather dash, while the heated and ventilated seats are adorned with the same leather treatment or Kvadrat, a premium alternative made primarily of wool. Fine details, such as dual flat-surface armrests aid in a comfortable ride that allows you to sit back, relax and take in a massage.

The Velar's design is unquestionably classy, but at times that gets in the way of practicality. One improvement that should be looked into is the size of its glove box and cubby compartments. Even though, there's a little opening behind the centre console, there's no spot in the front that was big enough to fit my DSLR camera. And what does that say for iPads or larger items? Considering this is an SUV built for families, and potential road trips, Land Rover should have shied away from sleekness all around on the inside and allowed for more storage.

In the rear, passengers receive standard headroom and legroom despite its rakish roofline. As for cargo space, the Velar opens up to 1,985 litres when the second row is folded down, and 558 litres for just the trunk.

Powertrain choices and off-road chops

Like most Jaguar Land Rover vehicles, the Velar receives both a gasoline and diesel powertrain. In Canada, the turbodiesel inline-four acts as the base option – a 247-hp turbo, 2.0-litre inline-four gas version takes on that role in the United States – with 180 hp and an impressive 317 lb-ft of torque. The single gas version is a horsepower-heavy 3.0-litre V6 that produces 380 hp and 332 lb-ft of torque. Both options are matched to a ZF eight-speed automatic transmission with paddle shifters and an all-wheel-drive setup with Intelligent Driveline Dynamics (IDD).

The diesel may be optimal from a price standpoint that begins at $62,000, but the V6, starting at $69,000, comes standard with a class-leading air suspension that raises the SUV up to 9.9-inches from 8, which can also come down to 6, if needed. Additionally, it enables the Velar to ford through 25.6-inches of water. 

On this day, its wading depth wouldn't be tested, but we were sent off in the V6 to a long stretch of off-road trails through the San Bernadino National Forest. That's where this vehicles shined; not for being the best in the off-road business – other Land Rover Range Rover products can take that medal – but because its shorter and sleeker SUV-package can still climb over mid-size rocks and get through harsh dirt trails without breaking too much of a sweat. Its rear design is so sophisticated, it even keeps dirt in most situations from landing on the back screen.

During the more flat off-road surfaces, the Velar was placed in regular terrain mode, but as the route became trickier, the Terrain Response Control system came into play. It can be optimized for the likes of sand, mud and snow, along with customizable suspension and steering features such as Dynamic, Comfort and Eco that significantly change the feeling behind the wheel.

It's nice to see the Velar in an off-road setting with other Rovers and Jeeps, but its main use by its customer base will be on the paved road. If you're looking for more power and clearance – the V6 will do the job; while the diesel excels in initial acceleration and better fuel economy (8.7 L/100 km was observed on the drive). However in both respects, the Velar isn't the most powerful SUV on the market, nor the most fuel efficient; it sits in a middle-of-the-road comfort zone.

As for steering, the Velar only needed small inputs to guide through a curvy slalom drive. The reaction of the vehicle was crisp and direct without much body roll when it's not off-roading. On the highway, both rides were fairly quiet, blocking out most of the outside noise mirroring the calmness of its interior.

Verdict

The all-new 2018 Range Rover Velar certainly fills a gap at a time when consumers are in desperate need of an SUV fix. Diesel may be the more frugal and fuel-efficient option, but the British brand expects more loaded V6s to be purchased at a rate of eight in ten.

The Velar can be summed up as one of the best overall mid-size SUVs in its segment. Outside of its off-roading abilities, the Velar stands out on design both inside and out, with a little towing on the side. Those features form a great package that places it in a good spot as it competes with the likes of the Porsche Macan and Cayenne, Audi Q5, BMW X4 and X6 and Mercedes-Benz GLC and GLE.

Moncton, NB – As consumers move from sedans to SUVs, Chevrolet is stepping up its game with the all-new 2018 mid-size Chevrolet Traverse. It's been a forgotten nameplate since its inception in 2009 save for a 2013 facelift, and dwindling sales have followed suit. 

In a market where perception can quickly become reality, the Traverse couldn't get by with minor adjustments. Even though SUV sales are booming, the three-row Traverse needed a complete overhaul to compete against segment-heavyweights including the Ford Explorer, Nissan Pathfinder, Toyota Highlander, Jeep Grand Cherokee and Hyundai Santa Fe, and that's not even the whole lot.

The 2018 Traverse has shed its past starting with a new platform, shape, engine, transmission, suspension and technology. Most importantly the words 'best-in-class' can now be thrown around, as it provides plenty of interior comforts along with space and versatility.

More modern, more spacious

The new Traverse takes on a more boxy frame compared to the more rounded hatchback-y look it used to own. It's not as bold and in-your-face as the Ford Explorer – the vehicle Chevrolet is calling its direct competitor – rather, it takes on body creases, a larger two-stack grille and sleeker headlights. The new look won't wow, nor does it offend. All-in-all its an attractive, more truck-like vehicle that can now places itself in the middle of the mid-size SUV conversation.

Overall length stays pretty much in tact, except for an two-inch expansion of its wheelbase. It may seem minor, but that little extra room allows for best-in-class maximum passenger volume (4,485 litres), legroom in the third row (856 mm), and cargo space beyond the first row (2,789 litres). That expansion is most evident in the third row with plenty of headroom to spare and enough legroom to get by. Yes, I know it says best-in-class third row legroom, I just wouldn't get overly excited about it. On the flip side, sliding second-row seats tip the seat up and move forward to allow for easy passenger access into the third row.

On the base model, eight seats are standard with a bench in both the second and third row. Our testers for this first drive program in Moncton – a second-tier LT and top-of-the-line High Country – both sported the volume-selling, seven-seater with captain's chairs in the middle row, a configuration that comes standard starting at the LT trim.

As for interior materials, it naturally gets better as you move up the trim line. The High Country version is draped in a stunning tan leather and complemented with wood and suede accents. It doesn't feel like a Chevy, but it also doesn't cost like a Chevy either coming in at $60,390. On the LT Cloth trim, you're treated to simple, yet comfortable cloth seats. There are plastic touches around, but it's all done in a modern and organized fashion pleasing to the eye.

Like all Chevrolet products, the Traverse comes with a wide array of technologies that include standard features in 4G LTE WiFi with hotspot capability, Apple Car Play and Android Auto, Teen Driver, Rear Vision Camera, and a Rear Seat Reminder chime to go along with its seven-inch Multi-Link infotainment unit.

Other notable features that become available beyond the base LS are a hidden storage slot that opens up behind the infotainment screen, a hands-free liftgate that emits a bowtie sign signalling where to kick for the trunk to open, wireless charging, ventilated seats, heated rear seats, and a plethora of safety technologies.

New engine, smooth drive

As aforementioned, under the hood of the Traverse is a new 3.6-litre V6 engine that ups its output to 305 hp and 260 lb-ft of torque that's matched to a new nine-speed automatic transmission with options of front- and all-wheel drive available. Later this year, a turbocharged 2.0-litre four-cylinder will enter the fray, but only for the upcoming sporty RS version.

The new engine not only improves on power – previous hp was rated at 281 – it improves on fuel economy with ratings of 13.7 L/100 km in the city and 9.4 L/100 km on the highway in all-wheel-drive; while front-wheel-drive clocks in at 12.9 and 8.7, respectively. The Traverse is able to save on gas through a seven percent weight reduction with the use of high-strength steel and computer-aided designs.

The weight savings factor into the drive, as the Traverse felt nimble and ready-to-go throughout the journey. Initial acceleration is more brisk than expected with a lot of torque kicking in. Otherwise, the transmission is a dream with seamless transitions that reflect the quiet nature of the ride. If there's one standout in the Traverse's ride quality it has to be its peaceful ride, something a family might desperately need during those oh so rare moments of family silence.

Other technical features include electric power steering, towing up to 5,000 lbs on all trims except LS, traction mode selection that includes off-roading on AWD models, and Active Return, a system that assists the driver in keeping the vehicle centred through slight steering adjustments. 

Verdict

The Chevrolet Traverse was in major need of an overhaul after getting a bit old in the tooth. At a starting cost of $36,790, the Traverse packs in plenty of value to go along with better styling and more interior space. There also are only a few combinations to choose from to not confuse customers, a total of 136 build possibilities have been simplified down to 11.

With the rise of SUV sales, the Traverse shouldn't have a problem reaching more customers, as its all-new second-generation version touches all the key boxes of what families look for: size, versatility, connectivity, comfort and performance. It even adds a sizable amount of towing and off-roading prowess when needed.

Muskoka, ON – Summer is in full swing – and for many that means cottage life. Canadians from all over the country allow themselves a little break from everyday life – for at least one weekend – and and find a way to hit their own or another's cottage.

Water activities are a key component in fully enjoying the cottage lifestyle. However, setting that up takes not only planning and the purchase of a boat or jet ski, but also the right vehicle for towing.

A pickup truck may be the the first thing that comes to mind due to its high payload and towing rating. It makes sense, but there are many SUVs out there from small to large that can perform these tasks, as well as fill three rows of seats. In addition, those SUVs produce an abundance of versatility while providing better fuel economy savings.

Nissan has a few of these SUV haulers in its Pathfinder and Armada, so the Japanese brand brought them to the cottage country hotbed of Muskoka, Ontario – along with a few Titan pickups – to showcase how practical and easy-to-use they are for regular towing tasks.

Hitching a boat to the SUV

There were a total of five vehicles and five boats on hand, and regardless if you were in the Pathfinder or Titan, all vehicles were capable of towing the biggest boat in the lot. Naturally, the Titan diesel topped all in towing capacity at 12,010 lbs., followed by the Titan half-ton at 9,770 lbs. The Armada and Pathfinder rounded out the roster, but are impressively both class-leading at 8,500 and 6,000 lbs., respectively.

The first task was to safely hitch the Mastercraft Prostar boat to the back of the Armada; the same thing would occur the following day with a smaller Rossiter powerboat to the Pathfinder. This involved ensuring the trailer was properly balanced and level, the hitch ball was positioned below the trailer's coupler and lower to fasten, pin was locked in for backup safety, tie down straps were used to fasten the boat to the trailer, winch cables were attached to the bow of the boat, and finally the trailer's lightning harness was fastened to the Armada.

A lot to remember, but luckily we had experts around to help out. I might need one more lesson, but will be good to go afterwards. The whole trailer setup is easier with two people, as one can be the directional aid especially when positioning the trailer hitch ball, allowing the driver to receive signals through the SUV's 360-degree monitor. Once everything was set, it was a matter of checking if the trailer lights worked, and that involved a simple process of cycling through all the lights through Nissan's key fob.

How's the drive while towing?

The Armada, now in its second-generation, is built-on the same platform as the Patrol, which is the global name for the full-size SUV. It used to be based on the same platform as the Pathfinder, but it still possesses a body-on-frame construction as all the other larger Nissan products.

Towing any vehicle can be a challenge in many respects: visibility, weight, braking and constant mirror checks, the list can go on. However, one key ingredient comes down to confidence. As long as the vehicle is able to tow that capacity, it's just a matter of getting used to that different type of drive.

The Mastercraft Prostar boat added an extra 3,300 lbs. (1,497 kg) to the Armada, which was definitely felt. The feeling is a bit sluggish on acceleration, but after some time you get used to it. The vehicle is aided by by its 5.6-litre V8 engine that produces 390 hp (up from 317) and 394 lb-ft of torque, so it's more than capable of handling the weight. It's more the driver that has to adjust his or her way of driving: accelerate more uphill, take sharp bends at a slower speed, and keep a fair distance from drivers ahead to allow more time to stop.

Once those adjustments are made, the Armada does the rest while achieving better fuel economy than its past iteration thanks to its direct injection engine, variable valve event and lift and seven-speed automatic transmission.

A similar experience was had in the Pathfinder, albeit with that smaller Rossiter powerboat. The Pathfinder utilizes a direct-injected 3.5-litre V6, good for 284 hp and 259 lb-ft of torque, up from 260 and 240, respectively.

In the case of the Pathfinder, the smaller boat's weight became a non-factor, as it was hardly felt throughout the drive. Sweeping curves became simple to handle, as long as the SUV stayed between the lanes, proving that the Pathfinder could have easily towed more weight than the 2,500 lb. boat.

There were a few instances with both vehicles where reversing became a challenge. A spotter was used in both circumstances: one time to back out of a parking area; the other to launch the boat into the water. With any object being towed, steering wheel inputs are backwards. Therefore, if you need to turn the boat right, you would have to move the steering wheel to the left. Once I got through my 12-point backup turn out of the parking area, launching the boat into water only took a couple corrections. It all comes down to practice to get the hang of it, but a lot of the Armada and Pathfinder backup camera aids definitely helped out in the process.

Verdict

If Nissan's point was to showcase that all of its larger vehicles are champions when it comes to towing – that point was definitely proven. It's easy to showcase any pickup when it comes to taking a boat to the cottage, so that's why my focus centred around the Armada and Pathfinder.

Both SUVs proved that one doesn't need to spend more on a pickup to casually go away for the weekend with your boat or jet ski. The Armada and Pathfinder, along with many other SUVs from other automakers, are all more than capable to haul and tow many objects. You don't have to sacrifice towing abilities in order to receive better handling, added comfort, money savings at the pump, as well as space on the driveway. In the end, picking an SUV might just be that versatile option families are looking for.

St. George, UT – Snow-covered mountain peaks, large red rock formations and a deep sand dune were all part of a playground for the all-new 2017 Land Rover Discovery. Seems fitting for the capabilities of a Land Rover product, even though they're customers rarely taken to task. On this two-day journey through the heart of both Utah and Arizona desert country that saw us cross into Zion National Park and Coral Pink Sand Dunes State Park, Land Rover aimed to prove how capable the newly-sculpted Discovery still is.

The Discovery nameplate may not be new globally, but in North America, it's taking over for the LR4. A refreshing change to an off-roading SUV that needed a complete overhaul from its mundane name to its aging boxy style. Canadian sales stayed status quo for the LR4 in 2016, but the British brand needed to aspire for more than triple digit sales numbers, which meant being niche in its off-road capabilities and not in the looks department as well.

A transformation in design

At 2,080 kg – 20 percent lighter (480 kg) than the LR4 with most of its construction out of aluminum – the Discovery resembles other luxury SUVs with a rounded, more aggressively-sculpted appearance. According to Phil Simmons, Land Rover’s Studio Director for Exterior Design, Land Rover wanted to “build on the [Range Rover] Evoque's styling cues that resonated emotionally with customers. A progressive more adventurous design that goes along with the brand's heritage.”

The driving force behind the sleek look comes down to aerodynamics – the 2017 model achieves a coefficient drag of 0.33. The smooth front corners remove bulk in front of the wheel allowing it to not only look planted, but have air flow around the sides to the back of the wheel arch, reducing wind noise and fuel economy in the process. The rear end takes on a whole new look with horizontal LED taillights and an off-centred license plate that bucks the trend.

Its exterior takes a while to get used to, but don't judge a book by its cover. This Discovery can still sit seven, has class leading ground clearance of 283 mm, 900 mm of wading depth when in need of some refreshment, can climb large mountains and tow up to 3,500 kg. And outside of the towing, that's exactly what we accomplished, and all of that with ease.

Conquering challenges along the way

Before we get into its on-road and off-road prowess, let's go over the two engine choices offered: a supercharged, 340-hp 3.0-litre V6 gas unit with 332 lb.-ft. of torque and a turbocharged, 254-hp 3.0-litre diesel V-6 with an impressive 443 lb.-ft. of torque. Both are matched to an eight-speed automatic transmission and a top-of-the-line four-wheel-drive (4x4) system.

That 4x4 system is what separates the contenders from the pretenders and Land Rover has numerous drive modes that include: Auto, Rock/Crawl, Grass/Gravel/Snow, Mud/Ruts and Sand. Land Rover didn't hold back on the Discovery's capabilities, putting on a first class presentation of its skills with no stone left unturned.

Sandy trails were just an appetizer for the Discovery, as the diesel unit powered through those quicksand dips, turns and inclines with only minor moments of fear, but that was more to do with the driver getting acquainted with the sandy terrain.

Once settled in, it was those Coral Pink Dunes that teleported us to a scene in a modernized movie version of Lawrence of Arabia. The sand was deep, the inclines steep, and the Discovery had to find its own lines to gain any traction. After watching the lead instructor get bogged down in some heavy sand twice, it was clear this was no easy task, but this is why our tire pressure was lowered. Amazingly, every single Discovery made its way up, down and sideways through the dunes. The key was keeping momentum and powering ahead, and when done successfully without driver error, the Discovery made it past every challenge.

The last major off-road obstacle was a rock crawl. Once again, this wasn't your typical trail, but plenty of instructors were on-hand. The rocks were large, edgy, and at times, they appeared never ending. The Discovery was put in low-range and outside of a little slip right at the beginning, yours truly made a slow crawl through the most difficult rocks without any second attempts. I've been with other capable off-roaders, granted not on the same course nor with these amount of instructors, but that typically comes with a few gear shifts to get the job accomplished.

Calm, composed and quiet

The off-road obstacles were clearly the highlight of this first drive. But on reflection, it was the on-road component that became the most impressive part. And before you roll your eyes, give me a second to explain.

We expect a Land Rover to be able to be an off-road warrior – it's been doing that since its inception. What makes this new version unique is that it turns into a quiet and composed drive that allows all occupants to sit back and enjoy the plush luxuries of its cockpit. It's all about versatility and the fact that it can transform into a regular SUV with improved fuel economy – we managed a combined 10.5 L/100 km in the diesel version and 8.9 L/100 in the gas model in mostly highway driving – gives it an edge over its luxury competitors.

The LR4 never had great handling skills, but for a girthy SUV, that comes with the territory. For 2017, the Discovery still isn't the easiest to manoeuvre, but advancements have been made with turning more direct and in less need of wheel correction. In addition, braking tended to be a little slow and in need of additional pressure, but that's something that can be worked out over time.

Overall, the gas and diesel powertrains were similar rides. A few key differences of note came down to acceleration and off-road climbs. The gas version showed better chops when in need of some acceleration on the highway or while navigating city streets. On the other hand, the diesel accessed that extra amount of torque to perform some difficult rock climbs at an easier rate.

Tech-savvy interior

The technology used in its off-roading capabilities may be equal to the ones found inside. The layout is easy to understand and filled with gadgets that include 21 storage bins, nine USB ports, six 12-volt power outlets, a Wi-Fi hotspot and a rotary transmission dial. The only downside was its new 10-inch touchscreen that may use vibrant colours and graphics, but became difficult to use with slow reaction times and buttons too small to accurately press when scrolling through radio stations and other functions.

 

As frustrating as the touchscreen can be, Land Rover makes up for it in the cargo department. A one-piece liftgate breaks away from the previous split setup and supplies a handy hop-on shelf that can hold three people. In total, there is 2,500 litres of cargo space with both rows folded down, which reduces to 2,406 litres in the seven-passenger setup. Seat folding controls are made easy with electronic switches in the trunk or on the touchscreen that fold in 14 seconds. If only the third row needs to be flattened, the second row intelligently slides forward to allow for a fully flat canvass.

Conclusion

The 2017 Land Rover Discovery turns a chapter on the boxy-look we've all grown accustomed to. Its new sleek and rounded exterior may resemble a similar tone like most luxury SUVs on the market, but it's a whole lot more. The Discovery showed its strengths during rock climbs and sand dunes, but its transformation into a quiet and comfortable street cruiser makes it the total package.

Not only will it appeal to more consumers, it has everything that was rugged and versatile about the LR4 carried over along with more technology and improved fuel economy. The Discovery will start at $61,500 and go up to $82,500 with Canadian sales to begin in May.

We check out the all new 2018 Ford Expedition at the Canadian International Auto Show in Toronto. This full-size SUV exchanges its heavy duty image for a more crossover-like appearance. The Expedition's closest competitors include:

- Chevrolet Tahoe
- GMC Yukon
- Nissan Armada

Detroit, MI – In an exclusive reveal in downtown Detroit, Honda showed off its new fifth-generation CR-V. For 2017, the CR-V raises the bar with more performance, space, ride comfort, safety features and fuel efficiency. The 2017 model will build off an already prosperous 2016 version that has seen its sales rise by 16.2 per cent thus far in Canada and 1.5 per cent in the United States, where it's the No. 1 selling SUV. 

The all-new CR-V is new from the ground up as it sits on a new platform that showcases a broader, wide stance with a more bold appearance. From the front, you will immediately notice its two-layer chrome grille with standard LED headlights. LED lighting continues in the rear for its taillamps.

The 2.4-litre direct-injected four-cylinder engine is carried over and is joined by a 1.5-litre direct-injected turbocharged four-cylinder engine that produces 190 hp and 179 lb.-ft. of torque. The new, turbo engine is the same one featured in the Civic, and Honda is saying it will provide the CR-V with best in-class fuel economy. 

The inside will possess a more spacious area that includes a top-class total interior volume, a two-inch increase in rear leg room, and 10-inches more rear cargo with the second row down. But the most important addition might be a simple volume knob. For the past two years, Honda has toyed with a sliding touch feature for volume adjustment, and based on the reaction from the crowd of journalists that gave this announcement a resounding ovation to the new volume knob, it was clear that Honda listened to its critics. 

In addition, Honda will be improving its suite of safety technology known as Honda Sensing, and we will find out exactly what will be added shortly. The one safety technology that was demonstrated at the event was a foot-activated tailgate that comes standard with the vehicle. 

The Honda CR-V will be assembled in three plants: the lead one being in East Liberty, Ohio, Alliston, Ontario and Greensburg, Indiana. 

Pricing is to be announced closer to the launch date later this fall.