wh-WhyLove-Genesis-Main-July23

Renée S. Suen is a Toronto-based lifestyle writer and photographer. Specializing in restaurants and travel, her works have appeared in a variety of local, national, and international print and digital outlets. Between searching the world for memorable tastes and the stories behind the plate, she’s on the constant lookout for great people who have fascinating stories about why they love their vehicles.

When Peter Brough and Abby Yew moved from downtown Toronto to the Leslieville area, the couple realized they would need a new car.

Although the couple is working a mix between home and office – Brough co-owns Labour, a small creative communications agency in the Junction, while Yew is the head of marketing at Wattpad, a global storytelling platform – they need a vehicle to take their kids, Beckett, 5, and Leonie, 3, to daycare, and to visit their parents, who live in Kitchener-Waterloo and London.

The family of four had relied on a 2018 Audi A4 wagon, but it didn’t have the cargo space they needed when their daughter was born. When that lease came up, they looked at their options and found the 2021 Genesis GV80 – the South Korean automaker’s first SUV. They tell us why they love their vehicle.

“We've always liked the brand and kept up with them,” said Brough. “My first experience with Genesis was on a trip to (South) Korea with Abby and her parents and seeing it there because they weren’t in North America eight years ago. My dad had the sedan for a few years, which we’ve driven and really liked it. But the real selling feature was probably when Tiger Woods got into an accident in the GV80, and he survived. That was the best safety promo you could have.”

<img class="aligncenter size-full wp-image-170154" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/wh-WhyLove-Genesis-Family-July23-scaled.jpg" alt="2021 Genesis GV80" width="2560" height="1706" />

“We reviewed and researched online, and when we reached out to Genesis, a sales rep basically came to our house and took us out for a test drive explaining the features as we went,” said Yew. “We kept it in mind, and it checks all the boxes for me in value. It’s very loaded, and I like the esthetics.

“We started with the esthetic before we discovered the features and function of the car. It's sleek, elegant and has a low profile, but it feels powerful at the same time. We got the Cardiff Green, it’s a subtly shifting dark greenish black colour. It’s a bit of a showstopper,” she said.

“I like the aggressive nature of the front – the lines, the lights and the grill – and the size,” said Brough. “We like having a bit more size and aggressiveness on the wheels as well. It’s different and a bit of a shake up for the category where everything sort of been the same for years. We get a lot of people asking about it, because there's a novelty to the brand, and there’s not many on the road. The first comment is that it’s a great looking car.”
“I do have a lot of pride driving the Genesis because I am Korean,” said Yew. “I feel like I’m witnessing a sort of surge of soft cultural influences from Korea. I think there is a definite shift in cultural mindsets about expanding your acceptance or the perception of luxury.”

<img class="aligncenter size-full wp-image-170155" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/wh-WhyLove-Genesis-Space-July23-scaled.jpg" alt="2021 Genesis GV80" width="2560" height="1707" />

A CLOSER LOOK: 2021 Genesis GV80 3.5T Advanced + AWD

Easy steering

“Abby and I love the drive itself,” said Brough. “It's got a powerful engine, and it drives like a sedan and the feel of the drive has been great.” Yew said the vehicle also strikes a balance between elegance and performance. “It’s very easy steering,” she said.

Perfect size

“We were looking for trunk capacity,” said Yew. “The GV80 has a third row that flips out of the trunk, and that felt handy if we have additional passengers. We were also cognisant of the length of the car. We have a very specific parking space at the back of our house that has probably two to three inches on each side that we can parallel park in. We got this trim level because I really wanted the 360-degree parking camera so I can park this thing.”

Intuitive design

“It’s like the company elevated every feature just a bit more than its competition,” said Yew. “It’s very accommodating and seems to anticipate your next move. I’m delighted by the fact that the seats sort of auto adjusts when you open the door. I think that’s a really smart detail. As I’m approaching the car, it auto unlocks. I can have a million groceries and holding the kids, but I can push a button and the trunk opens.”

THE SPECS
<ul>
 	<li> BODY STYLE: Midsize SUV</li>
 	<li> DRIVE METHOD: All-wheel drive</li>
 	<li> ENGINE: 3.5L Twin Turbo V-6 Gas, 375-hp; 391 lb.-ft. torque</li>
 	<li> FUEL ECONOMY (CITY/HIGHWAY): 12/10 litres per 100 kilometres</li>
 	<li> CARGO VOLUME: 2378.6 litres with rear seats down</li>
 	<li> PRICE: Starting at $64,500</li>
 	<li> WEBSITE: <a href="http://www.genesis.com">genesis.com</a></li>
</ul>
This article was edited for space and clarity. To be featured in Why I Love My Vehicle?, email us at wheels@thestar.ca. Renée S. Suen is a Toronto-based lifestyle writer and photographer. Follow her on Twitter: @rssuen.

Why I Love My Vehicle: 2021 Genesis GV80

22 chyrsler pacifica main

Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

If you need a practical family conveyance and haven’t tried a modern minivan, you’re doing yourself a disservice. SUVs might be the popular choice but that tall ride height and rugged capability comes at the price of reduced interior space and truck-like maneuverability. Some are better than others but none come close to a minivan.

The Chrysler Pacifica needs little introduction; they were first on the scene with the original Dodge Caravan almost 40 years ago. Since that time many have come and gone with only a handful of brands still left in the game today. And it’s little surprise that Chrysler is one of them. In this space they’re masters of van craft and stepping into the 2022 Pacifica it shows.

After a styling and trim refresh last year, there are minimal changes for 2022. There’s more standard equipment, a new colour (Silver mist), and an upgraded infotainment experience with Uconnect 5. You can also outfit the Pacifica with AWD now regardless of trim. It’s a smart system too, able to disconnect the rear wheels from the driveline running in front-wheel drive mode when it sees fit, enhancing efficiency and reducing emissions without any input from the driver.

<img class="alignnone size-full wp-image-169915" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0008.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

All Pacificas are motivated by a 3.6-L naturally aspirated V6 mated to a 9-speed automatic sending 287 hp and 267 lb-ft of torque to either the front wheels or all four depending on whether or not you checked the all-wheel drive option box. The hybrid uses the same V6 but with a different transmission and is not available with all-wheel drive.

I spent a week with a Pacifica Touring-L, a mid-grade trim that gets just the right amount of optional extras. Included are leather seats (heated for the driver and passenger), a heated steering wheel, parking sensors, and a 360-surround camera. My Pacifica also had the Uconnect theatre family group ($3795) which adds two 10-inch Amazon fire-ready screens for second-row passengers and a whole lot more like heated second-row seats, upgraded speakers and amplifier, a WiFi hotspot, extra USB ports, and even a built-in vacuum cleaner to quickly hoover up leftover goldfish and cookie crumbs.

<img class="alignnone size-full wp-image-169922" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_9998.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1535" />

The Pacifica can fool you into thinking that it’s a luxury vehicle with its quiet cabin and pillow-soft ride, great after a long day of work but even better for keeping a gaggle of kids calm. The wide variety of entertainment available on the Amazon-powered screens helps as well.

You’ll almost forget you’re driving a van, because unlike some SUVs, the Pacifica is remarkably easy to drive and park, and it will fit in most spaces and underground parking lots without having to worry about height or width restrictions. It even handles decently well for what it is, even though that is one of the last priorities of this people mover. The V6 is efficient, refined, and very smooth, and the 9-speed transmission shifts even more seamlessly than I remember.

<img class="alignnone size-full wp-image-169910" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chrysler-pacifica-uconnect.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

FamCam is another cool feature migrating down from the luxe Grand Wagoneer, and it displays an image of the rear passengers on the main screen. It’s ideal for checking up on rear-facing child seats and can even zero in on individual seats.

The new Uconnect 5 system is a joy to use and still just as good as it was in previous iterations with the same customizability and snappy performance. Thankfully Chrysler also equips the Pacifica with physical switches for the climate controls and the stereo, though you’d be forgiven for getting a bit confused with the rotary transmission dial that sits right next to the volume knob.

<img class="alignnone size-full wp-image-169907" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/22-chryser-pacifica-stowngo.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

What sets this Pacifica apart from all the others are the Stow ‘n Go second-row seats that can be quickly collapsed into the floor with the pull of a strap. Not having to yank out a thousand pounds of bench seat when you need extra cargo space is brilliant, even if you only use it once a year.

For van fans the Pacifica is a homerun. It does everything a minivan should and it does it exceedingly well but holding it back from ranking even higher is its price. A new Pacifica starts at $50,595. Even a upper-trim <a href="https://www.wheels.ca/undefined/review-2021-toyota-sienna-xse">Toyota Sienna</a>, an excellent van as well, is cheaper. Worse for the Pacifica is that all Siennas are hybrid and as a result, stupidly efficient and the only way to beat that is with the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-chrysler-pacifica-hybrid">Pacifica Hybrid</a>. And unless you live in an EV-friendly province like Quebec or B.C, that one’s going to cost you even more.

<img class="alignnone size-full wp-image-169913" src="https://wordpress.wheels.ca/wp-content/uploads/2022/07/IMG_0006.jpg" alt="2022 Chrysler Pacifica Touring L" width="2048" height="1536" />

My tester with a few options rang up to an eye-watering $62,375. That sum will get you any number of SUVs big or small with all the adventure-ready options and body cladding one could ever want. I tried to convince a friend of the merits of a minivan and he went out and bought an Audi SUV. Nowhere near as practical but a hundred times cooler. Just ask his kids.

A Pacifica might not be the most fashionable choice but few vehicles are as easy to live with on a daily basis. For a bigger family that needs comfortable transportation, it’s basically unbeatable and if you’re considering an SUV and haven’t tried a minivan yet, you don’t know what you’re missing.

&nbsp;

2022 Chrysler Pacifica Touring-L AWD

BODY STYLE:- 7-passenger minivan

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.6-L V6; Power: 287 hp @6400 rpm; 262 lb-ft @ 4000

TRANSMISSION : 9-speed automatic

FUEL ECONOMY: (Regular Gasoline in L/100 km) 14.1 city; 9.4 highway; 12.0 combined (2.9 Le/100km)

CARGO CAPACITY: 915 - 3979 litres

PRICE: $59,295 (base); $62,375 (as-tested)

WEBSITE: <a href="https://www.chrysler.ca/en">Chrysler Canada</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.
&nbsp;

2022 Chrysler Pacifica Review

mdx_10259_nh_830mlunar_silver_metallic_front (1)

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

If you’re shopping for a three-row SUV – and sales figures for the past few years suggest many Canadians are doing exactly that – Acura will be more than happy to point you in the direction of their MDX. Starting at $57,900 plus destination, this all-wheel drive hauler is the fourth-generation to wear this badge and was recently refurbished to maintain its place as the flagship of Acura showrooms.

Under the hood is a 3.5-litre direct injection V6 making a wholly reasonable if entirely average 290 horsepower and 267 lb-ft of torque. Unlike some of its competitors, the MDX deploys a 10-speed automatic with real gears instead of a sad-sack CVT. All-wheel drive is standard equipment as is an adaptive damper system designed to smooth out bumps even better than a professional butler ironing formal wear.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/mdx_10259_nh_830mlunar_silver_metallic_back.png"><img class="alignnone size-full wp-image-168822" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/mdx_10259_nh_830mlunar_silver_metallic_back.png" alt="2022 Acura MDX" width="700" height="394" /></a>

Acura has finally found its way out of the styling wilderness, ditching the guillotine-like grille a few years ago and concentrating their efforts on a natty so-called Diamond Pentagon nosepiece and a much more cohesive overall design. The entry-level MDX is infuriatingly only available in hues found on the grayscale; adding insult to injury is the brand’s decision to charge extra for even milquetoast choices like Majestic Black and Platinum White. Only the Lunar Silver shown here is a no-charge paint option. Still useful features like a front wiper de-icer and heated side mirrors are standard kit. There’s a washer on the rear camera for when life gets muddy.

An enormous 12.3-inch colour centre display is included on all MDX crossovers, with the entry trim missing only navigation tools from its box of tricks. Alexa built-in, wireless device charging, and wireless Apple CarPlay/Android Auto are some of the system’s highlights. A premium sound system with nine speakers and a subwoofer takes care of the tunes. Driving aids like adaptive cruise control with low-speed follow, traffic jam assist, and a lane keeping system with haptic feedback are also on board. A panoramic moonroof, tri-zone climate control, and front seats trimmed in fake leather with a dozen different adjustment planes round out the well-equipped entry-level trim of MDX.

What We'd Choose

Knowing the brand’s ELS Studio premium audio system is worth the cash, making a $4,000 walk to the Tech trim is this author’s recommendation. Along with a hands-free liftgate (both open and close!), heated seats for second row ankle biters, and a better choice of colours – get the Obsidian Blue Pearl – this second rung on the MDX latter seems to be the better deal.

Of course, one doesn’t get even a scintilla of extra power by upgrading to the Tech trim. In fact, output remains the same until one reaches the tasty $79,000 Type S model which is motivated by a 3.0-litre turbocharged V6 good for 355 horses and a like amount of torque. But unless you absolutely must be the first to soccer or hockey practice, the MDX Tech will check a lot of boxes for most Canadians.

Base Camp: 2022 Acura MDX

2022 Acura MDX Type S_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

I used to sell this car. Well, not THIS car, but its ancestor, the first gen MDX.

Yep, 20 years ago, back in the days of flip phones, tube televisions, and George W. Bush promising to hunt down “evil doers”, I spent roughly five months selling Acuras at a suburban Toronto dealership.

Was I good at sales? Not really. About average near the end, but I wasn’t going to win any salesperson of the year award, so I quit and took a Public Relations course which put me on a path that would eventually lead to automotive writing.

Anyway, the three-row, seven passenger MDX I once had moderate success selling has spawned multiple generations and is now the all-time bestselling Acura in Canada with more than 100,000 units sold. The fourth-generation model went on sale in early 2021 as a 2022 model, with four trims available (base, Tech, A-Spec and Platinum Elite).

The focus here is the range-topping, high-performance, Type S, which is available in two variants: regular and Ultra Package. The shiny Performance Red Pearl tester I drove recently is the latter, and comes with a slew of extra goodies for an extra $4,000 over the base Type S.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg"><img class="alignnone size-full wp-image-168265" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_side-profile.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Whereas non-Type S grades are powered by a 3.5-litre naturally aspirated V6 (290 hp / 267 lb-ft.), Type S models receive the 3.0-litre turbocharged V6 (355 hp / 354 lb-ft.) shared with the TLX Type S sedan. This engine, like the 3.5, is bolted to a 10-speed automatic transmission with Acura’s Super-Handling All-Wheel Drive (SH-AWD). The latter two are standard across the MDX range.

In addition to a more powerful engine, Type S models receive a host of chassis extras, including an adjustable air suspension, adaptive damper system, and updated integrated dynamics system with Type S-exclusive Sport+ and ride height-increasing lift modes. Brembo brakes (363 mm) with four piston fixed calipers up front are also standard issue, as are 21-inch wheels wrapped in high-performance all-season tires.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-168266" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_front-fender-wheel.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

On the appearance front, the Type S receives a new Diamond Pentagon grille, model-specific front splitter, unique rear diffuser, and quad-tip exhaust.

For an extra $4,000, the Ultra Package includes: head-up display, ELS Studio 3D Signature Edition audio system with 25 speakers, 16-way power front seats trimmed in quilted leather, 9-way massaging front seats, open pore wood trim with metallic black finish, gloss black lower trim and roof rails, acoustic laminated rear door glass and ultra-plush floor mats and carpeting.

Finished in Performance Red Pearl ($500 extra), the MDX Type S Ultra makes a striking first impression. The deep red finish, combined with a long hood, large wheels and scores of black trim accents exude a strong performance character. The emotional appeal is further expressed with sharp hood and beltline creases, sculpted door panels and quad exhaust tips that make clear this is no garden variety MDX.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg"><img class="alignnone size-full wp-image-168267" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_rear-seat.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

Inside, the Type S Ultra wants for nothing. Its power, heated and cooled everything combined with two slick digital screens, plus loads of piano black trim, and brushed metallic knobs and buttons create an aesthetic that is both suitably premium and high tech.

To these eyes, there’s a little too much black here, but at least the switches, knobs and buttons are logically placed and don’t require an owner’s manual to operate. The massaging front seats are quite comfortable and their intricate red stitch pattern, which also extends to the D-shaped steering wheel and dashboard, provide much needed colour to this Death Star-like interior. Same goes for the LED ambient lighting, which I left in red during my test, but comes with 27 colour schemes.

I think we’ve arrived at the point where I complain about stuff, which I will do with the caveat that these nitpicks are common to other Honda / Acura vehicles, not just the MDX. The two things I really didn’t like in the MDX interior are the push button transmission controls and True Touchpad Interface.

&nbsp;

No matter how many Honda family cars I drive, and I’ve driven them all, it often takes me a day or so to get reacclimated to their push button transmissions. I’ve said it before, but it bears repeating: this set-up is unnatural and distracting. A console shift lever, which has fallen out of favour dramatically over the past half-decade, is the easiest and most intuitive gear selector ever invented. Most of us learned how to drive in a car with a console shifter, and I’ve yet to encounter anything that works better.

I know, Honda, the aim here is to save space, and the buttons light up in different colours, and drivers get used to them, etc., etc.— I know. But they can still confuse new users and make experienced drivers (like yours truly) pause for a second or two. I realize they’re not going away but they continue to be a solution in search of a problem, in my view.

As for the True Touchpad Interface, I’ll be brief— it’s fussy and distracting, especially when the vehicle is moving. The multimedia screen itself is fine, but this interface is annoying to use and in need of a re-think. I hope it happens soon.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-168269" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-Acura-MDX-Type-S_dashboard-centre-console.jpg" alt="First Drive: 2022 Acura MDX Type S Ultra" width="1920" height="1080" /></a>

With that said, I quite enjoyed my four days with the MDX Type S Ultra. Like the TLX Type S, which uses the same powertrain, drivers can dial the performance up or down to their liking. There are five main drive modes (snow, comfort, normal, sport and sport+), along with individual, where the driver can tune the car’s settings (throttle response, transmission shifting, and steering, among others) to their preference.

I mostly toggled between comfort, normal and sport+, which altered the car’s driving character significantly. Throttle response and transmission shift mapping and suspension damping were at their most aggressive in sport+ which, like the TLX Type S, is best suited for a closed course.

Sure, you can roll around town in sport+ if you want, but high engine revs and a late-shifting 10-speed combined with a stiff ride on 21-inch wheels makes for a herky-jerky driving experience that’s best avoided. Better to keep it in normal or comfort for the everyday, which still delivers good acceleration from the turbo V6 and with just enough exhaust snarl.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg"><img class="alignnone size-full wp-image-168264" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/IMG_E5700.jpg" alt="2022 Acura MDX Type S" width="1920" height="1080" /></a>

I didn’t do any performance testing, but the MDX Type S Ultra’s handling on public roads feels sharp and responsive. It’s a long, heavy vehicle, but the steering feels quick and nicely weighted, and its suspension tuning keeps it well stuck to the road. Cabin noise is well-suppressed also, especially in normal and comfort modes.

In sum, I like the MDX Type S Ultra. There’s a lot of style, content, and technology on offer, and with a good amount of performance although, at $83,000 ($79K for the base Type S), the barrier to entry is significant. Competitors in its price range include the Audi Q7 and BMW X5, both of which have a lower starting MSRP. While their high-performance variants cost more than the MDX Type S, being in the same ballpark might hurt the Acura. I hope that isn’t the case, because this SUV makes for a compelling option in the premium performance market.

2022 Acura MDX Type S Ultra

BODY STYLE: mid-size high-performance premium SUV
DRIVE METHOD: Front-engine, all-wheel-drive, 10-speed automatic transmission
ENGINE: 3.0-litre turbocharged DOHC V6 (355 hp / 354 lb-ft.)
FUEL ECONOMY: (Premium 91+) 13.8 / 11.2 / 12.4 L / 100 km city / highway / combined
CARGO VOLUME: 2,690.1 / 1,367.7 / 512.5 litres (94.9 / 48.3 / 18.1 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $83,000 base / $85,875, as tested, including freight, excl. taxes
WEBSITE: <a href="http://www.acura.ca">www.acura.ca</a>

2022 Acura MDX Type S First Drive Review

2023 Grand Wagoneer L Series III

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

The Jeep Wagoneer and Grand Wagoneer just got a little more grand. The Wagoneer L and Grand Wagoneer L add almost 310 mm to the length of the biggest Jeeps, giving them cargo and passenger-carrying abilities that are going to be tough to match without stepping into a full-size van.

Adding 177 mm to the wheelbase and 308 mm to the overall length of the Wagoneer models, with all of that length at the rear, has created a gargantuan 3,707 L of cargo space with all of the seats folded. Behind the third row of seats is enough space to crush even the Cadillac Escalade ESV, though that brute has more maximum cargo space.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-rear.jpg"><img class="size-full wp-image-167451" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-rear.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

Second-row legroom is also best in class, though it bests the GM twins by just a couple of centimetres here, and has about 40 mm more room in the third row. It's more room for hockey bags, fishing gear, or just a four-by-eight sheet of plywood. All L trim models get six tie-down loops in the rear to help you hold everything (and we mean everything) in place.

The two extended-length Wagoneer models will also be the first to use the new Stellantis Hurricane twin-turbo inline-six. The Wagoneer L will get the 420 hp and 468 lb-ft base model version of the engine as an option while the Grand Wagoneer L gets the Hurricane Twin Turbo 510. Like the name says, it makes 510 hp, and it will also have 500 lb-ft of torque.

On non-L models, the 5.7L V8 will continue to be the standard offering on Wagoneer. Grand Wagoneer will get the Hurricane 510 standard and will continue to offer the 471 hp 6.4L V8 as an option. 4x4 Hurricane models will tow up to 9,850 lbs.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-grand-wagoneer-L-cargo.jpg"><img class="size-full wp-image-167452" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-grand-wagoneer-L-cargo.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

With that extra space being the big deal, the two SUVs share almost all of their other features, options, and components with the standard-length versions.

Coil springs are standard on Wagoneer L with air ride optional there and standard on Grand Wagoneer L, tuned to enhance ride quality on the larger SUVs. Three 4x4 systems will be offered, including a full-time option and two with low-range transfer cases.

The L models will be very well equipped, like their standard-length siblings. That includes the Uconnect 5 multimedia system supporting up to 75-inches of screens with a 10.25-inch passenger screen available. Amazon Alexa functions will improve for 2023, with tire pressure and fuel levels available. Leather seating and upscale finishes will be standard on all Wagoneer and Grand Wagoneer L.

A new Wagoneer L (and not-L) Carbide trim will also be added. Wearing gloss black wheels and grille trim, with black onyx grille rings and a new black instrument panel trim, it darkens the Wagoneer's looks.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-towing.jpg"><img class="size-full wp-image-167453" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/2022-jeep-g-wagoneer-towing.jpg" alt="2022 Jeep Wagoneer" width="2500" height="1667" /></a>

The 2023 Wagoneer and Grand Wagoneer L should be available in the second half of this year.

Jeep Wagoneer and Grand Wagoneer get even bigger

2022 traverse main header

The 2022 Chevrolet Traverse RS, who doesn't love it when a vehicle has a good party trick. A little thing that's innovative and cool, and the trick is even better when it adds function to the vehicle. Think the first pickup with a rear door, or the Rolls-Royce umbrella holder in the door. The Chevrolet Traverse has one of my favourites with an infotainment screen that power-slides upward to reveal a handy storage bin. For 2022, Chevrolet has updated the Traverse, but while the automaker has freshened up the exterior and expanded the availability of some key tech features, that screen is still as cool and as useful as ever.

<img class="alignnone size-full wp-image-166921" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-traverse-screen-1-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1920" />

Chevrolet's styling changes on the outside are subtle but do freshen the look of the Traverse slightly. The grille gains a little more aggression (so do the running and taillights), and, usefully, the headlights are now LED units as standard.

Safety Assist is now standard across the line, including automatic emergency braking, front pedestrian detection and braking, forward collision alert, automatic high beams, and lane-keeping assist. Adaptive cruise is now standard on more trims as well, including my tester, an RS grade which wouldn't have gotten the highway helper previously.

Thanks to the supply chain issues surrounding the pandemic, some 2022 Traverse models are missing some features. On my tester, the heated seat buttons sat there with no purpose and the build sheet listed a $50 credit for no rear parking sensors (the seats are also a $50 credit). While other automakers are stopping production completely over chip shortages, this is an innovative solution from GM.

The plan is that, when the availability of microchips improves, you'll be able to get the features retrofitted at the dealer for no charge and everything will work just fine. With used vehicle prices through the roof and new cars sold weeks or more before they arrive, this is a good decision even if it means your first winter is a bit chillier.

Traverse is offered with just one engine, but it's a solid choice for this vehicle. A 310 hp 3.6-litre V6 that GM uses across much of the lineup, including in some of its performance cars. Though it lives in a three-row crossover, it doesn't feel like a truck engine. Instead, the V6 pulls satisfyingly toward redline, while the nine-speed automatic is happy to let it run to its rev limit before shifting gears. The combo is rated at 13.6 L/100 km city, 9.6 highway, and I saw mid 11s in largely city driving with snow tires and some heavy snowfalls.

The pleasant engine made the automatic transmission a bit of a drag. In this tester, it had an odd habit of holding gears at times when high r.p.m. didn't make sense and making the occasional sluggish downshift when I wanted something more abrupt. I will say that I haven't experienced this in other vehicles with this same driveline, including older Traverse models, so it may have been an issue specific to this unit rather than a 2022 programming change.

No three-row mainstream crossover is ever going to be "fun" to drive, but this engine makes the acceleration part of the drive much more enjoyable. The pull is accompanied by a startling amount of torque steer for a vehicle this large, especially if you're on the gas and changing lanes - like you would when passing slower traffic. Tap the AWD button a few seconds ahead of a quick pass and you'll quell the steering's tug, just remember to switch it back off after.

<img class="alignnone size-full wp-image-166903" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022traverse-3-scaled.jpg" alt="2022 Chevrolet Traverse RS" width="2560" height="1707" />

It's never going to be a sports car, but ride quality impresses for a vehicle of this size. Drive over the worst that winter roads have to offer, and you'll experience little more than a thump from the wheels thanks to a very stiff chassis and a well-put-together interior. Three-row vehicles tend to make a tremendous racket over even smaller bumps thanks to their massive cabins packed with so much plastic and so many moving seats. In stark contrast, I heard not even a squeak from the rear of this 2022 Chevrolet Traverse RS.

It's pleasantly quiet on the highway, too. Part of that goes to what must be an extensive amount of sound deadening material as well as standard active noise cancellation through the audio system, but I'll also credit some to the small sunroofs. The massive panoramic roofs found in so many crossovers let in loads of light, but they also let in lots of noise. Two smaller panels will let in plenty of light but less noise.

All Traverses get an 8.0-inch touchscreen with that sliding panel and hidden compartment, and both wireless Apple CarPlay and Android Auto are standard across the board. LT and up get wireless phone charging, too, a feature often limited to top trims. Upper spec Traverse models get built-in navigation on the same-size screen, though while GM offers an excellent system, we expect most buyers will use their wirelessly connected phones for navigation assistance.

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Plenty of crossovers today come with three rows of seats, with even some compact models stuffing in the extra row. If you plan on actually using those seats, Traverse is one of the best. With enough head and knee room even for this six-foot-three driver. Yes, I'd be comfortable in the third row for trips of at least an hour or two, though not with the three passengers Chevy expects you to put there. More importantly, it's one of the easiest for climbing in and out thanks to generous movement of the second-row seats and the tall cabin.

The tall cabin means plenty of space for anyone in the front seats, while a low dashboard improves visibility even for shorter drivers.

Without passengers, the 2022 Chevrolet Traverse RS offers 2,781 litres of max cargo space. The best-in-class figure is as much as you'll get without moving to something with a frame like a Suburban, and with all seats in use there is still room for 651 litres of stuff. It's a big and almost square box with plenty of cubby space and even more cupholders.

<img class="alignnone size-full wp-image-166920" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022chev-traverse-third-row-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1707" />

<img class="alignnone size-full wp-image-166924" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-chev-traverse-cargo-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1707" />

The controls will be familiar to anyone who has driven a Chevrolet, Buick, or GMC launched since around 2015, and for someone who jumps from car to car on a near-weekly basis, the layout is one of the best. Buttons are easy to find, they're large, and they're well-marked. To borrow a tired automotive cliché, the controls fall close at hand.

Now for the real reason I love the Traverse's motorized screen so much: For a very tall driver, a low dash means a low screen, and eyes off of the road when you need to check the map or the radio. Chevrolet lets you leave the screen in the raised mode while you drive, putting it high up and in my eye-line. Was it intentional? I'll never know. Does it make the vehicle better for a wider range of drivers? Absolutely.

Chevrolet's changes to the Traverse crossover for 2022 are aimed at making it a little bit easier to use and to let you get the good features without shelling out for the top trims. They make what was already an excellent way to transport a large family a little bit easier to live with. Just don't tell the kids where you stashed the good snacks.

2022 Chevrolet Traverse RS 

BODY STYLE: five-door, seven-passenger midsize crossover

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.6-litre V6 (310 hp @ 6,800 r.p.m., 266 lb-ft @ 2,800 r.p.m.)

TRANSMISSION: Nine-speed automatic

CARGO CAPACITY: 651 litres behind third row, 1,637 litres behind second row, 2,781L with all seats folded

FUEL ECONOMY: (regular Gasoline in L/100 km) 13.6 city; 9.6 highway; 11.8 combined

OBSERVED FUEL ECONOMY: 11.1 L/100 km

PRICE: Chevrolet Traverse LS $39,498. Chevrolet RS $50,398. As Tested $51,523 (Includes $595 Cherry Red Tintcoat, $195 engine block heater, $360 black lug nut kit). Prices exclude $1,900 destination

2022 Chevrolet Traverse RS Review

2022 Kia Telluride_front 3-4 profile

When I review a car, I often look at its sales to get a sense of where it ranks both within its own manufacturer lineup and the market segment in which it competes.

While sales are obviously an important metric and are helpful for contextualizing a vehicle’s relative market significance, they’re also a bit like TV ratings: most popular doesn’t always equal best.

That thought was in my mind as I sat down to write about the Telluride, the three-row, seven- or eight-passenger SUV from Kia that’s been in the Korean automaker’s lineup for almost three years. Finding its 2021 sales figure took a fair bit of scrolling, but what’s more interesting to me than the number (4,270) is year over year performance (+49.67 per cent).

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_side-profile.jpg"><img class="alignnone size-full wp-image-165997" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_side-profile.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

Yes, the Telluride’s sales volume within Canada remains small, but a near 50 per cent yearly increase during a global pandemic and semiconductor shortage is quite a feat. Clearly, interest in the Telluride is growing, and while it will likely never be Kia’s bestseller here, it has intriguing potential. To carry my TV analogy a bit further, the Telluride is like a critically acclaimed show that is growing in popularity but hasn’t yet found a mass audience.

At any rate, the Telluride is based on a Hyundai Motor Group platform shared with its corporate cousin, the Hyundai Palisade. As is the case with the Palisade, one powertrain is offered across all Telluride grades: a 3.8-litre V6 (291 hp / 262 lb-ft) paired with an eight-speed automatic transmission and standard all-wheel drive.

In Canada, the Telluride is sold in four trims: EX, SX, SX Limited and SX Limited Nightsky. Of note, the EX and SX offer eight-passenger seating, while the SX Limited and SX Nightsky are seven-passenger models.

For this review, Kia Canada set me up with a mid-grade SX finished in Glacial White Pearl with a black leather interior. Notable content adds for the SX over the base EX include leather seating, dual sunroof, 360-degree camera monitoring system, Harman Kardon premium audio system and Blind View Monitor. The only option my tester carries is a $250 paint charge.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_rear-3-4-profile.jpg"><img class="alignnone size-full wp-image-165999" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_rear-3-4-profile.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

Kia has positioned the Telluride, which gets its name from a ski resort town in Colorado, as a ruggedly capable SUV with the looks to match the adventurous spirit of its namesake. I’ve long been impressed by Kia design, especially in the past half-decade or so, as it pushes the boundaries of automotive styling further into new territory.

And while it’s true the Telluride does generally look much like other mid-size SUVs Kia designers have done well to give it a presence some of its competitors lack.

For me, the standout aspects of the Telluride’s appearance are its broad Tiger Nose grille, square LED headlights with amber daytime runners, and its bracket-style taillights and standard 20-inch alloy wheels. These elements fit seamlessly with the car’s boxy and upright stance to give it a commanding presence. While the Palisade is about elegance, the Telluride exudes ‘can do’ optimism.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-166004" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_dashboard-centre-console.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_instrument-cluster.jpg"><img class="alignnone size-full wp-image-166000" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_instrument-cluster.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_Apple-CarPlay.jpg"><img class="alignnone size-full wp-image-166005" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_Apple-CarPlay.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

On the inside, the Telluride is comfortable, roomy and well-appointed, but I wouldn’t say that it really wows in any respect. While handsomely finished, the appeal here is not in the size of its multimedia screen (10.25-inch, in this instance) or the shape of its dashboard, but rather about how everything works together.

I mean this in the best way, but the Telluride’s cabin has a no-frills aesthetic even though it comes with plenty of stuff. Kia’s designers have literally checked all my preferred boxes when it comes to dashboard-centre console design: climate controls on hard keys, volume and tune knobs for the stereo, console-mounted gear shifter, seat heaters and heated steering wheel functions on hard switches and even twin analogue gauges in the instrument cluster. It’s as if they were reading my mind! And it all works beautifully. The materials aren’t the fanciest or most expensive, but they look good and touch points are pleasing to interact with.

On the road, the Telluride’s 3.8-litre V6 offers good acceleration, both from rest and in traffic, with smooth, linear power delivery. Its 291-horsepower peak is high in the rev range (6,000 r.p.m.), as is torque (5,200 r.p.m.), but one needn’t bury the needle to get this thing moving. While more low-end torque would be appreciated, I didn’t find the Telluride’s performance be lacking during my week of driving.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_engine-compartment.jpg"><img class="alignnone size-full wp-image-166003" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_engine-compartment.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

A drive mode selector that includes eco, smart and sport, in addition to comfort, can tailor engine and transmission responsiveness as one desires, but it doesn’t alter the Telluride’s character much. Sure, sport will bump up engine revs and sharpen throttle response, while eco will do the opposite, but this is an SUV we’re talking about, a vehicle that is neither built for performance or efficiency.

As with most SUV’s, the Telluride’s sweet spot is either in comfort or smart, which not only relaxes the transmission, but also produces an acceptable compromise between performance and efficiency for most everyday driving situations. The Telluride also comes with a terrain mode selector with three settings (snow, mud and sand) for off-pavement driving. I made use of the snow setting during my test and found it to be useful for maintaining grip on snow-covered roads.

In terms of ride comfort and general handling, the Telluride felt neither too firm nor too soft, but softer winter tires are a factor in that regard. General handling with respect to steering feedback and body lean felt reasonably responsive for a vehicle of this type in normal driving conditions, although I didn’t run it through any emergency exercises on a closed course. It’s worth mentioning, however, that most shoppers in this segment aren’t too concerned about autocross prowess.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_rear-seat.jpg"><img class="alignnone size-full wp-image-165998" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_rear-seat.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

On the other hand, intenders in this segment do care about practicality and utility, and on that score the Telluride delivers. With seating for up to eight, 2,455 litres of maximum cargo space and a 5,000-pound tow rating, this SUV hits the notes that matter for families.

On the downside, the Telluride’s starting MSRP is higher than that of some of its competitors, such as the Nissan Pathfinder, Toyota Highlander, and the Palisade, but the difference fades when comparing upper-level trims. There are currently no electrified Telluride models available either, which could impact purchase considerations, although to be fair, many SUVs of this type aren’t available as hybrids either, including the Palisade and Pathfinder.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-166001" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Kia-Telluride_front-fender-wheel.jpg" alt="2022 Kia Telluride SX" width="1920" height="1080" /></a>

Bottom line, the Telluride impresses. From its ruggedly, handsome design, to its accessible and straightforward cabin layout and high utility factor, this Kia ticks the boxes that matter to consumers. And based on how well it performed in 2021, it appears ready for prime time.
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

REVIEW: 2022 Kia Telluride SX 

2022 NISSAN PATHFINDER PLATINUM-main

Rob Beintema is an Auto Journalist for Metroland Media

The Nissan Pathfinder is back!

Well, actually, it really only missed the 2021 model year. But it doesn’t take long to pick up on a “return to rugged roots” theme for the all-new-for-’22 Pathfinder. The styling includes throwback cues that pay homage to the ancestral two-door Hardbody pickup truck conversion version that debuted 35 years ago.

There’s the subtle, almost Easter Egg return of the three slots atop the trademark Nissan V-Motion grille, a renewed emphasis on fender blisters, and new character lines that add “U-shaped highlights” to the side profile. Nissan familial traits are there - the boomerang-style “C-shaped” combo of headlights and DRLs, carved out more rectangularly on this SUV. And the “floating roof” theme that repeats throughout Nissan’s lineup, done here with blacked out “A” and “B” pillars and a dark strip across the top of the “C” pillar, which has also been angled forward in tribute to the triangular rear side window of that original Pathfinder.

The front overhang is shorter. The grille is more upright. Even the side glass is more upright for improved interior room. The hood is flatter, straighter, the stance more aggressive on bigger wheels, and the design sweeps to a restyled rear featuring flatter, wider rear glass and new slimmer flush-mounted tail lamps emphasizing width and stability. A wider tailgate broadly emblazoned with the “PATHFINDER” name, follows the lead, I think, of the Hyundai Pallisade and Kia Telluride.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-rear-badging-scaled.jpg"><img class="alignnone size-full wp-image-165868" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-rear-badging-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1825" /></a>

This has all been done for the sake of more “truckiness”, dialing back some of the car-like softness and rounded aerodynamics that have accumulated over four generations. But this fifth generation 2022 Pathfinder is, of course, a very different beast from the original compact pickup adaptation – two feet longer, about a foot wider, riding on a ten-inch longer wheelbase. And, while it may boast ruggedness, it’s loaded with all the modern techs, tweaks and amenities you would expect.

The Pathfinder shifted back and forth between body-on-frame construction and unibody styles a couple of times in its history but the current unibody layout features front strut and rear independent multi-link suspension with stabilizer bars and dual pinion electric power steering to ensure controlled ride and handling.

Under the hood, a modern iteration of Nissan’s venerable 3.5-litre V6 makes 284 hp and 259 lb-ft of torque. There’s plenty of get-up-and-go on hand and enough oomph for an up to 2,722 kg (6,000 lb) trailer tow rating. Power is translated through an all-new ZF 9-speed automatic with manual mode and and paddle-shifters, a definite upgrade over the previously efficient but deadly dull CVT system. And all Pathfinders in Canada come with the Intelligent 4WD system controlled by a new console-mounted seven-position Drive and Terrain Mode Selector that rotates through Standard, Sport, Eco, Snow, Sand, Mud/Rut and Tow modes.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-egine-scaled.jpg"><img class="alignnone size-full wp-image-165873" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-egine-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1842" /></a>

Idle stop/start and other engine efficiencies contribute to a fairly decent 11.6L/9.2L/100km (city/hwy) fuel consumption rating. My mixed bag of driving averaged out to 11.5L/100km (comb).

The 2022 Nissan Pathfinder comes in 11 different colours including four new two-tone treatments. New head-turning colours include Scarlet Ember and our as-tested Obsidian Pearl/Super Black combo.

Five trim levels are available - S ($44,338), SV ($47,450), SL ($50,898), SL Premium ($52,698) and Platinum ($54,998).

All Pathfinders include a good base level of features that customers are looking for - heated front seats, heated steering, heated mirrors and heated washer nozzles, a 10-way power driver’s seat and Tri-Zone Automatic Temperature Control with second row climate controls for your rear passengers.

Nissan's innovative ProPILOT Assist, controlling acceleration, braking and steering, comes standard even in entry-level models this year, and all Pathfinders come with the Nissan Safety Shield 360, a package of technologies that bundles Automatic Emergency Braking with Pedestrian Detection, Blind Spot Warning,  Lane Departure Warning, High Beam Assist, Rear Cross Traffic Alert and Rear Automatic Braking. Other standards include Hill Descent Control, Trailer Sway Control, Intelligent Forward Collision Warning, Intelligent Driver Alertness, Blind Spot Intervention, Intelligent Lane Intervention and Rear Door Alert.

Slip into our fully loaded Platinum test vehicle and you are welcomed into a richly detailed Chestnut Brown and Black interior, mixing double-stitched leather details with glossy piano black and bronze metallic style highlights. Perforated heated/ventilated seats with quilted leather inserts are stylish and comfortable. A modern “bridge-style” console with pass-through storage below for your purse or tablet also mounts the new electronic shifter and a wireless cellphone charging pad.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior1-scaled.jpg"><img class="alignnone size-full wp-image-165871" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior1-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1920" /></a> <a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior2-scaled.jpg"><img class="alignnone size-full wp-image-165870" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior2-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1920" /></a>

Instrumentation is detailed and sensibly laid out and the view includes a 9-inch multi-touch display with all the expected apps, a 12.3-inch Advanced Drive Assist Display inside the dash with a 10.8-inch Head-up Display up top.

The second row features a choice of bench seating or, for the first time, two heated captain’s chairs and a removable rear console. The knees-up third row has been widened and the floor lowered by 25 mm to allow seating for three, so they say. Well, maybe for half-pint kids or hobbits. But, even with the new EZ FLEX one-touch release button system, if you try cramming Aunt Bertha’s bridge team back there you might be calling for the fire department extrication team.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior-door-detail-scaled.jpg"><img class="alignnone size-full wp-image-165872" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-interior-door-detail-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1935" /></a> <a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-second-row-scaled.jpg"><img class="alignnone size-full wp-image-165867" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-NISSAN-PATHFINDER-PLATINUM-second-row-scaled.jpg" alt="2022 Nissan Pathfinder" width="2560" height="1671" /></a>

Behind the 60/40 split folding third row, the liftgate opens to 470 litres of luggage room, enough to accommodate four golf bags with all three-rows up. That space increases to 1,274 litres with the third row down, maxing out to 2,421 litres with both rear rows folded flat. There’s even enough width to accommodate 4X8 sheets of plywood. Cargo conveniences include grocery bag hooks, tie downs, 12V power outlet and an underfloor storage compartment.

Given my druthers, I’d be tempted to opt for the militaristically flavoured Obsidian Pearl/Super Black combo tested here, maybe accessorized with the Thule Canyon XT roof basket mounting a couple of rally lights up top.

But, whew! It’s hard to summarize this 2022 Nissan Pathfinder, especially in Platinum trim with an almost endless list of features and amenities, standards and extras that complement this competent modern performer while hinting at historic styling milestones of its past.

So, to really capture the essence of the 2022 Nissan Pathfinder, well, you’ll probably just have to test drive one yourself.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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