2022 Cadillac XT4 header

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.

Cadillac has had a very love-hate relationship with entry-level models. There have been some absolute bangers the way the kids say (the Series 62 and the ATS in V trim), and there have been some absolute bangers in the way the Brits would use the word (Cimmaron, Catera). The XT4 is Cadillac's entry-level crossover. The caveat means there is a sedan sitting beneath it in the lineup (in stature, if not price). Sedans are the only vehicles that are likely to be in stock at a dealer in 2022 - which is to say nobody wants them. I'm saying it makes this little crossover a big deal, and it sits in an incredibly competitive segment.

This is the fourth year for the compact Cadillac crossover. Normally around this point we would expect a facelift and a bit of a refresh on the inside. Instead, Cadillac has added a pair of new colours to the palette. Our tester, of course, wore neither. Instead showing up in basic black. How boring.

Cadillac also dropped Near-Field Communication phone pairing for 2022. This feature let you pair your phone very quickly, something you might do once every couple of years. Great for someone like me who is in a different vehicle every week (you should see my Bluetooth list), but it won't be missed by owners.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-rear-scaled.jpg"><img class="alignnone size-full wp-image-168445" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-rear-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

We'll get one other thing out of the way off the bat. This $60,000 luxury SUV didn't have heated or ventilated seats, even though it had the buttons. To help ensure the supply of vehicles at dealers didn't get worse than it already has, GM made this (and many other models) without those features when chip supply ran out.

The good news is that there is a credit on the window sticker and that GM will retrofit them for free as soon as possible. For XT4, that affected vehicles built from about mid-November until May 1. GM says they've since gotten enough chips, so XT4s built after May 1 have the features back. We won't hold our cold bottoms against the company for this. Still, you should check your window sticker when shopping.

Ok, back to the car.

Cadillac splits its models into two diverging trim grades, setting its vehicles apart from most other luxury automakers. There are luxury-trim cars, which usually means shiny chrome, and there are Sport trims, which means blacked-out trim. This is a Sport.

Whichever way you go, XT4 gets a 2.0-litre turbo-four. 235 hp and 258 lb-ft (if you run premium gas) and a nine-speed automatic. AWD is optional, but Cadillac is perfectly happy to let you have a front-driver if that's what you'd like.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-engine-scaled.jpg"><img class="alignnone size-full wp-image-168446" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-engine-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

It's a good little engine with plenty of torque through the entire rev range. If you're planning a drag race it doesn't feel that quick, but if you're mashing the pedal to make this Caddy zig on a highway ramp or to pass a slower car on a two-lane, it feels plenty quick. Thank the fast-acting auto for helping out with that. It will hold gears for a few moments after that barnstorming run, in case you have another slow mover to pass.

It's also a noisy engine. Especially at a cold idle, the sound coming from under the hood is not exactly Standard of the World. It's worse if you're outside since the active noise cancellation does a decent job of putting a damper on the sound in the cabin. Once you're moving, it's less noticeable, but much of that is because of the sound of the 20-inch tires humming underneath. We'd stick with the standard set of 18-inch instead of that pricy option.

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Looking good is important in this entry-luxury segment, and it's hard to find a better-looking entrant than this one. Cadillac's big LED accent lights and sharp creases on the hood, as well as those extra-tall taillights, help make it look stunning. That goes double if you pick from the extensive array of paint shades on offer, though Stellar Black over black wheels is a bit, well, dull.

Pick Wave or Rosewood and stand out in that sad corporate parking lot filled with silver German SUVs. Or since everyone's still at home, make the neighbours wonder what other secretly interesting habits and hobbies you might have.

Inside, this is every other Cadillac. Sure, you could make the joke that for years each Audi has looked the same on the outside, but Cadillac is doing it on the inside. Frankly, that's a better decision. It’s the same look as the XT5 and XT6, except scaled down. It helps this cabin look impressively premium in a segment where many rely on brand reputation over any actual luxury content.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-dash-scaled.jpg"><img class="alignnone size-full wp-image-168447" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-dash-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

The XT4 offers a range of interiors with leather and faux leather. This one has what Cadillac calls Sedona and we call peanut butter. It's a look that's worth paying extra for - and you'll need to since it's locked into some option packs.

The 8.0-inch screen looks a touch small in the wide bezel, as though Cadillac had planned on offering a larger one then didn't. You can add navigation if you want, but all trims have wireless Android Auto and Apple CarPlay, and those maps are probably better anyway.

The CUE, as Cadillac labels the system is very responsive. Fast processing power, or at least making excellent use of it, the software runs smoothly, quickly, and seamlessly. There are hard buttons for most of the controls as well as natural speech voice recognition, making the Cadillac User Experience a pain-free one. The volume control is on the centre console rather than the dash, but at least there's a knob.

A hands-free hatch opens up into a cargo space that's typical of the segment. That's our way of saying small, with a high load floor. It's easy to toss in a suitcase - we're sure Cadillac can tell you exactly how many golf clubs to four decimal places - and groceries, but it's not going to work for hauling big items. Again, though, that's par for the course in this fashion-forward segment Style does not work with cargo room as the minivan constantly proves.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-seats-scaled.jpg"><img class="alignnone size-full wp-image-168448" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/2022-cadillac-xt4-seats-scaled.jpg" alt="2022 Cadillac XT4" width="2560" height="1707" /></a>

In the passenger compartment, though, it's a different story. Like everything from GM, there is loads of front-seat headroom. The back seat is good as well, at least for the class. There are plenty of storage spaces including pockets along the centre console, and I'm a huge fan of Cadillac's hidey-hole for your phone (complete with wireless charging) just in front of the armrest.

I haven't said much about the ride, but that's because there's little to say. It's right in the middle of this class which can give you some very sharp handling rides and some that need more time in the development cycle. Goldilocks would love it. Comfortable and plush, but leaving me wishing for the sidewall of 18-inchess instead of 20- inch wheels.

Cadillac lets you go hard into the options on XT4. Make that almost demands that you dig deep and check boxes. Take a look at the standard driver assistance suite, for example. Automatic emergency braking, forward collision alert, rear park assist, and front pedestrian braking are standard, which is a good amount of stuff.

But you're not going to get a luxury crossover without surround-view cameras and adaptive cruise. That cruise control is in one pricey bundle, the cameras in another. Automatic high beams and lane keep warnings are in a third, and the head-up display a fourth. Of course, this is all very much like BMW, Audi, and Mercedes, so maybe it's a sign the XT4 is seriously big leagues?

It's easy to end up with a $57k sticker price like our tester. What else can that get you? It won't get you a similarly equipped competitor from the Germans, while the competition from Japan is the same price and far more austerely finished. So, tick away, the Cadillac XT4 represents a strong bargain. As long as you get those heated and ventilated seats fitted down the road.

2022 Cadillac XT4 Sport

BODY STYLE: premium compact five-door crossover

DRIVE METHOD: Front-engine, all-wheel-drive,

ENGINE: 2.0-litre turbocharged four-cylinder (235 hp @ 5,000 r.p.m., 258 lb-ft @ 1,500-4,000 r.p.m. on premium fuel)

FUEL ECONOMY: (Premium Recommended) 10.9 / 8.2 / 9.7 L / 100 km city / highway / combined. 9.1 Observed

CARGO VOLUME: 637L behind second row, 1,384L with rear seat folded

PRICE: $43,298 (base XT4 Sport). $57,208 As Tested (plus destination and taxes). Includes $3,510 gloss black wheels, $230 Safety Alert package, $1,785 Sunroof, $1,595 Technology Package, $900 Stellar Black Metallic, $545 Driver Awareness Package, $1,795 Enhanced Visibility Package, $3,055 Premium Comfort and Convenience Package, $195 Engine Block Heater, $255 all-weather floor mat, $260 Monochromatic badges. Also includes $25 credit for not equipped with heated steering wheel, $50 not equipped with heated or ventilated driver and front passenger seats, $50 not equipped with front and rear park assist or reverse automatic braking.

2022 Cadillac XT4 Review

Terrain front 3q beauty

With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

If the best ability is availability, especially in these auto supply-constrained times, then one of the 2022 GMC Terrain’s most appealing aspects is that company officials are expecting a healthy supply coming – healthy being a relative term, these days. Also rare these days, and also important to many buyers: a price cut on most Terrain models, outside of the luxury-oriented Denali.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg"><img class="alignnone size-full wp-image-168158" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-GMC-Terrain-rear-3q-9.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

So in GM Canada’s fight to woo those considering a <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Toyota RAV4</a>, Honda CR-V and <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-rogue-vc-turbo">Nissan Rogue</a>, among others, executives with GMC not only pointed to various upgrades of the 2022 model – including a new AT4 Terrain model that offers increased off-road ability with upscale features – but also took the rare step of highlighting upcoming “healthy supply” of the compact SUV hitting the market soon, as well as favourable lease rates brought on by a combination of lower prices and good GMC resale values.

As the refreshed 2022 Terrain went on sale in more limited numbers in fall 2021, GM Canada officials already have some sales data to back up that the new AT4 model will be a popular addition to the Terrain lineup. The Terrain was the last GMC vehicle to receive an AT4 option, which typically adds some off-road upgrades as well as luxury features inside, though not up to full-luxe Denali levels.

After a full day’s drive of the AT4, along with some seat time with the top-of-the-line Terrain Denali, the AT4 model seems a worthy addition to the Terrain lineup, but doesn’t distinguish the Terrain much from its rivals, or even its slightly less pricy Chevrolet Equinox corporate cousin, with which it shares a platform and engine.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg"><img class="alignnone size-full wp-image-168160" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-terrain-at4-interior.jpg" alt="2022 GMC Terrain" width="2144" height="1424" /></a>

The compact Terrain SLE starts at $32,488 for 2022, which is $600 less than its 2021 MSRP. All models receive new upgrades such as a LED lights front and back, auto climate control, and wireless Apple CarPlay/Android Auto, plus a shut off switch for the auto start/stop engine function.

Unique features to the AT4 include a steel front skid plate, upgraded Goodyear Sport Terrain tires with blacked-out wheels, plus assorted darkened exterior trim and AT4 badging.

Speaking of its exterior design, the Terrain doesn’t look radically different in newly refreshed form, and not nearly as boxy as it used to be before its last major redesign for 2018. The rear window treatment behind the rear doors blends into the rear glass similarly to the larger Nissan Murano, its rather prominent grille highlighting its GMC truck family lineage.

One interesting design note I wasn’t expecting on the off-road oriented Terrain: no visible tailpipes. This is a growing design trend among many gas-powered vehicles, but could also perhaps be a subtle nod to GMC’s Hummer EV and overall electrification ambitions with the Sierra EV it’s set to unveil later this year.

Inside, the Terrain offers plenty of stretch-out space for this segment, helped by a unique way to move the vehicle: instead of a shift lever or knob in the centre console, there are transmission rocker buttons on the dash that need to be pulled out towards the driver, while Park and Neutral are still push buttons. This frees up centre console real estate, but could be an awkward reach-around if you often travel with large water bottles or coffee mugs.

Despite a button for heated seats on the dash, pushing them doesn’t light them up, nor provide any seat heat. Due to the lack of available chips, GM decided to delete the heated seat function in 2022 Terrain models, and plans to recall these vehicles to the dealership when the chips are available to retro-fit them as designed.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg"><img class="alignnone size-full wp-image-168159" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-gmc-Terrain-HUD-14.jpg" alt="2022 GMC Terrain" width="2000" height="1125" /></a>

There’s no predicted time frame as to when they’ll be available, said GM Canada executives, but GM does provide a $50 credit for the acknowledged inconvenience factor involved, at least.

This is unfortunate especially on Terrain Denali versions, which come standard with cooled and heated seats normally, plus heated seats in the rear that are also on hold. And on the Denali, unlike most heated seats, you can choose whether you want heat on the backrest and seat, or either one.

Outside of those missing features, the Terrain scores well in practicality terms, with a large back seat that in our AT4 offered dual rear USBs and a 110-volt power outlet that could charge three devices at once, plus another two USB ports upfront. Wireless phone charging is standard on the Denali, but you’ll need a cord on other models.

There’s also a large and flat cargo floor in the Terrain, as well as a fairly shallow but still useful covered well under the cargo floor, which is deep enough to carry trays of large food orders without them sliding around.

All AT4 models come with all-wheel drive, an option on base SLE models, and every Terrain is powered by the same 1.5-litre turbocharged four-cylinder engine. It’s no powerhouse at 170 hp and 203 lb-ft of torque, and the nine-speed automatic transmission may have benefitted from shift paddles but it was relatively quiet and refined. Plus it’s rated to tow 680 kilograms, or 1,500 pounds.

From a fuel consumption perspective, the Terrain is not very ambitious, as it doesn’t offer the hybrid or plug-in hybrid variants of some rivals like the <a href="https://www.wheels.ca/reviews/head-to-head-toyota-rav4-prime-vs-ford-escape-phev">Ford Escape or RAV4</a>. Officially rated at 9.0 litres of regular fuel per 100 kilometres in combined city and highway driving, after over 350 km of mixed driving, it ended up displaying closer to 10.5 L/100km overall.

Overall then, the 2022 GMC Terrain AT4 offers a roomy and practical compact SUV whose sweet spot in the market could be as a lease that’s available relatively soon, especially for folks who need to replace a thirstier older vehicle with one that is predicted to hold its value relatively well, as should also be reflected in lower lease payments overall.

By the end of that lease, GMC will have multiple full electric crossovers and trucks on the market, compared to zero electric models in Canada now. The transformational BEV driving feel and fuel efficiency savings – available elsewhere now – are yet to begin for GMC owners as this is written, but for those who prefer to drive gas-only, the Terrain provides a reasonable value-proposition, if you don’t mind the lack of heated seats, at least for an undetermined period.

2022 GMC Terrain AT4

BODY STYLE: Compact SUV

DRIVE METHOD: Front-engine, on-demand all-wheel-drive, nine-speed automatic transmission

ENGINE: 1.5-litre inline four-cylinder turbo (170 hp, 203 lb-ft)

FUEL ECONOMY: (Regular) 9.6/8.3/9.0L/100 km city/highway/combined

CARGO VOLUME: 838 litres (29.6 cu-ft); Seats down: 1,793 L (63.3 cu-ft)

TOW RATING: 680 kg

PRICE: Base AT4 $36,198; as tested $42,948

WEBSITE: <a href="http://www.gmccanada.ca">www.gmccanada.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 GMC Terrain AT4 First Drive

22 chevrolet blazer main

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

I remember being at the product launch for the current-generation Chevrolet Blazer back in 2019. During the press conference, the one question that journalists had on their minds was its name. Because, no, this Blazer has absolutely nothing in common with the Blazers that came before it.

Many were expecting the return of the blocky, off-road-dedicated machine of the past, a true contender to the Jeep Wrangler or Ford Bronco. Plus, Chevrolet was bringing back the Blazer nameplate before Ford reincarnated the Bronco. So, we (the automotive press) had huge expectations.

Perhaps the made-up hype was unfair for GM. At the time, the General was more focused on repositioning its SUV offerings on the Chevrolet side. The decision was therefore final: the Blazer’s return would not happen wearing a trail-blazing suite (excuse the pun) but rather as a stylish two-row midsize SUV designed to take on equally quirky vehicles like the Ford Edge, the Nissan Murano, the Honda Passport, the Volkswagen Atlas Cross Sport, and the Kia Sorento/Hyundai Santa Fe twins.

Looking back at the Blazer three years in makes me realize how much we all underestimated it. Collectively, we’ve been so obsessed with its name, that we’ve mostly ignored the product itself. And that’s a shame because this is the vehicle that best represents the segment.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg"><img class="alignnone size-full wp-image-168030" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

For the SUV buyer who doesn’t want an SUV

The two-row midsize SUV category was created for consumers who desire an SUV, but also want something that’s not like a traditional utility vehicle. Indeed, it’s odd, but it’s nothing more than an evolution of the times we currently live in.

Said consumers look for the high ride height of an SUV as well as cargo space and all-wheel drive capability, but also want something that looks and drives more like a sports car. They don’t exactly need seven-or eight-passenger seating but would appreciate a machine that could tow a small boat or a camper trailer.

In that respect, the Blazer slides right into the target demographic like a fresh pair of gloves. Riding on a platform that’s shared with the GMC Acadia, the Blazer doesn’t borrow any design cues from larger GM SUVs. This front fascia is only slightly mimicked on the smaller Trailblazer. The Blazer was however the first to incorporate this design.

Taking much of its inspiration from the Camaro due to its angular edges and hunkered down front end, the Blazer also takes some design cues from South-Korean designs, notably the split headlight treatment that reminds us of a Hyundai Kona, but somehow better. That’s because the Blazer was designed by South-Korean designer Jawook Koo.

That design particularly pops when the Blazer is fitted with larger wheels and brighter colors. Our tester had a neat package to do this. Called Redline Edition, the $1,495 kit, which adds larger and meaner-looking 20-inch darkened wheels and subtle red accents, can be grafted onto an entry level Blazer LT AWD like the one we tested. This prevents it from inflating the final sticker price. Our Blazer sold for a reasonable $44,653.

A Good Heart

Our press unit also had the more potent V6 engine. While entry-level models can be had with a turbocharged 2.0-liter four-cylinder good for 228 horsepower and 258 lb-ft of torque, the optional 3.6-liter V6 is the proper way to enjoy a Blazer. Relying on no turbo or superchargers, it develops a stout 308 horsepower and 270 lb-ft of torque. It’s mated to a nine-speed automatic transmission and, in our case, a selectable all-wheel drive system.

That engine also allows the Blazer to tow up to 4,500 pounds when properly equipped. It’s not the class-leading 5,000-pound rating you’ll get from a Passport or an Atlas Cross Sport, but it’s still ahead of a Kia Sorento (3,500 pounds).

Smash the accelerator pedal in a Blazer V6 and the transmission immediately hands you over a lower gear as the engine shoots up through the rev counter. It’s a vocal engine, a sound that’s slowly disappearing in the age of turbocharging and hybridization. Not the most potent down low, this engine makes most of its horsepower and torque up high in the revs, adding to the pleasure of pushing it to its limits.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg"><img class="alignnone size-full wp-image-168031" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer isn’t just a stylish SUV with a cool engine. It also has the handling and the braking capability to back it up. Each time I drive this thing, I’m reminded of its well-sorted chassis and suspension tuning. No SUV has the right to turn in so quickly and generate this much grip in the corners, but we’re not complaining. The Blazer is fun and engaging to drive, qualities no other vehicle in this class manage to convey.

More Camaro resemblance inside

The Camaro-inspired theme doesn’t end with the sheetmetal. Inside, the large circular air vents appear to have been taken straight out of the iconic sports car. Except for familiar switchgear like the gauges, infotainment system and gear lever, the Blazer looks like no other GM SUV inside.

The entire dashboard is set low in the cabin to improve forward visibility, while the circular air vents and two-tier layout remind us of some sports cars.

In typical GM fashion, the Blazer’s ergonomics are class leading. The fact that most of the vehicle’s controls are physically operated simplifies their ease of operation versus the current screen-extensive stuff currently on sale.

The infotainment screen, while small by today’s standards at 8 inches, is nevertheless easy to grasp, quick to respond, and incorporates all the latest toys like onboard Wi-Fi, the Spotify music app, and a Teen Driver feature in the event your adolescent borrows the keys.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg"><img class="alignnone size-full wp-image-168032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer’s shape does affect rear egress and ingress, but once inside, even tall passengers will find comfort due to more than sufficient leg and head clearance.

From a cargo capacity perspective, the Blazer sits mid-pack. Fold the rear seatbacks down, and you’ll end up with 1,818 liters of total space. Chevrolet’s midsizer is therefore less spacious than the segment-leading Honda Passport (2,854 liters). Even a Nissan Murano (1,897 liters) offers more cargo space.

But since this segment tends to be aimed at empty nesters or young affluent professionals who don’t have children, we feel the Blazer offers more than enough cargo space to satisfy the target demographic.

Add to that a reliability record that’s been, so far, frankly impressive, and we’ll go as far as saying the Chevrolet Blazer is currently GM’s best kept secret. Its just too bad consumers aren’t taking notice. Blazer sales have only been fine for Chevrolet. Would the Blazer have made a larger ripple if it wore another name?

2022 Chevrolet Blazer LT Redline Edition

BODY STYLE: Midsize SUV

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 3.-liter V6 (308 horsepower @ 6,700 rpm / 270 lb-ft @ 5,000 rpm).

TRANSMISSION: Nine-speed automatic

FUEL ECONOMY: 12.3L/100 km (city) / 8.8L/100 (highway) / 10.7L/100 km (combined).

OBSERVED FUEL ECONOMY: 11.2L/100 km

CARGO CAPACITY: 864 liters (1,818 liters total).

PRICE: $44,653 (as tested)

WEBSITE: <a href="http://www.chevrolet.ca">www.chevrolet.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

2022 Chevrolet Blazer LT Redline Edition Review

2015 Mercedes-Benz C-Class

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

“Oh Lord, won’t you buy me a Mercedes-Benz?” sang the late, incomparable Janis Joplin. Was anyone expecting a prayer for a Fiat?

The three-pointed star that graces every Mercedes-Benz telegraphs the brand’s lofty status, sumptuous luxury and reputed quality. Yet as aspirational and innovative as the automaker is – having invented the safety cell, antilock brakes, traction control, airbags and more – the reliability of its cars and sport utilities hasn’t always matched buyers’ expectations.

In the last dependability studies conducted by J.D. Power in Germany and the United Kingdom, the vaunted brand finished below the industry average and 19th from the top in both markets. In the 2022 U.S. study, Mercedes ranked just below the industry average and 18th overall, eclipsed by the likes of Toyota, Kia and Buick.

[caption id="attachment_168037" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg"><img class="size-full wp-image-168037" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg" alt="206 Mercedes Benz C- Class" width="2560" height="1707" /></a> 2016 C-Class Wagon[/caption]

For Mercedes leasees, reliability is a minor concern since they return their cars before the warranty expires. But for used-car shoppers, it’s unsettling news that can play havoc with household budgets. We’ll delve into the problems shortly.

There was a time not long ago when the C-Class was Mercedes’ most affordable offering in North America. Today, there are no less than six MB models that are priced below the entry-level C-Class sedan, which migrated upmarket in recent years.

The fourth-generation C, all-new for 2015, borrowed some of the styling cues of the S-Class with its long, sculpted hood, pronounced fascia and distinctive C-pillar and rear deck. The C-Class couldn’t help but grow in key dimensions, with the wheelbase expanding by almost eight centimetres, overall length by nine cm and width growing by four cm.

Despite ballooning in size, the sedan shed 100 kg with a body and chassis composed of nearly 50 per cent aluminum. Riding on the new super-rigid Modular Rear Architecture platform, the suspension incorporates four links up front and five at the rear axle to enhance handling. There’s an optional self-leveling air suspension system available to provide unrivaled ride comfort in a compact sedan.

Inside, the C-Class delivers considerable visual élan. Whether upholstered in standard MB-Tex synthetic leather or the genuine article, the contemporary-look cabin features exceptional materials and assembly. The product of Mercedes’ Italian design studio, the cabin blends wood, soft-touch surfaces and metallic accents to great effect.

[caption id="attachment_168036" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg"><img class="size-full wp-image-168036" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg" alt="2017 Mercedes Benz C Class" width="2560" height="1919" /></a> 2017 C-Class Coupe[/caption]

Featured front and centre is an updated infotainment and navigation interface with a standard 7-inch or optional 8.4-inch tablet-like display affixed atop the centre vents. A new touchpad interface is now part of the COMAND infotainment system in an attempt to keep fingerprints off the screen. Some drivers did find the ergonomics of the new C-Class a little off-putting, though.

“If you slightly touch or bump the round knob on the console, you can unintentionally change the radio station, or the navigation or the phone settings. Also, the turn indicators and windshield wipers are on the same lever handle. Often you accidentally turn the wiper on when you wanted to turn left,” one C-Class owner griped online.

Mercedes simplified the C-Class powertrain lineup with just two engine choices at the outset in 2015. The C300 is powered by a 2.0-litre turbocharged four-cylinder engine that produces 241 horsepower and 273 pound-feet of torque. The C400 comes with a 3.0-litre turbo V6 rated at 329 hp and 354 lb-ft of torque. A seven-speed automatic transmission and 4Matic all-wheel-drive come standard on both, as does fuel-saving automatic engine stop-start.

In U.S. government testing, the C-Class sedan received five out of five stars for overall crash protection, with four stars for total frontal protection and five stars for side protection. Each car came standard with antilock brakes, stability and traction control, front side airbags, front pelvic airbags (which deploy lower than the side airbags), a driver knee airbag and full side curtain airbags. Also standard are Collision Prevention Assist Plus and PreSafe – two features that can autonomously apply the car’s brakes to avoid a collision.

For 2016, the C400 was replaced by the similar C450 AMG with a 3.0-litre turbo V6 rated at 362 hp and 383 lb-ft of torque. A fully redesigned coupe and convertible C-Class joined the sedan for 2017, while the AMG C43 earned a new badge and a nine-speed automatic transmission. That nine-speed autobox migrated to the base sedan in 2018, along with some fresh options, including Apple CarPlay and Android Auto.

As of 2019, the C300 4Matic’s turbo four-cylinder now makes 255 horsepower and 273 pound-feet of torque, while the AMG C43’s turbo V6 makes 385 hp and 384 lb-ft of grunt. Visual updates included restyled headlights and taillights, while CarPlay and Android Auto became standard kit. After that, the C-Class largely coasted on its laurels through 2021, the last year for the fourth-gen models.

Competing with the venerable BMW 3-Series and Audi A4 required Mercedes to up its game with the C-Class, and for the most part it succeeds. Power from the diminutive 2.0-L turbo four is perfectly adequate for getting up to highway velocity – taking 6.1 seconds from a standstill – while the V6 compresses the time-space continuum in just 4.7 seconds.

[caption id="attachment_168038" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg"><img class="size-full wp-image-168038" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg" alt="2018 Mercedes Benz C Class" width="2560" height="1706" /></a> La Classe C sous son meilleur jour[/caption]

The C’s suspension offers predictable handling and responsive steering, although the ride quality is a little more stiff than seasoned Mercedes buyers might like. Again, the optional air suspension is intended for those who require a more pillowy ride. Braking performance is superb and suitably engineered to keep motorists out of serious trouble.

Direct-injected turbo four-bangers are all the rage, but they rarely sound great, and that’s the case here. The engine noise at idle is more agricultural than turbine-smooth – but that’s the price of efficiency: drivers can easily top eight litres/100 km in mixed driving while exercising the turbo power. The V6 is considerably thirstier, but not exceedingly so. Bear in mind both engines demand premium fuel.

OWNERS TALK RELIABILITY

True to the marque, the C-Class emulates an executive jet with its exquisite cabin and creature comforts, gliding at supra-highway speeds with little noise to ruffle the experience. Owners extol the car’s premium seating, high-tech gear, vault-like construction and unmistakable presence on the road. Enough S-Class DNA has trickled down here to satisfy just about anyone. Lows are limited to a clumsy touchpad interface, small trunk and tight quarters in the back seat of the coupe and convertible.

As noted at the top, mechanical reliability has been less than ideal. First and foremost, the C’s 2.0-litre turbo four is a problematic engine according to more than a few owners who have experienced catastrophic failures.

“Apparently, the piston rod let loose and crashed into the top of the manifold, crushing the spark plug. I got quotes of $15,000 to $17,000 to replace the engine. I just feel that a Mercedes engine should last more than 69,000 km,” wrote a luckless owner online. Discussions revolve around a known frailty where the piston rod attaches to the camshaft in 2015 and 2016 C300s.

Beyond the engine, C-Class owners have reported problems with the panoramic sunroof, whose panels may misalign, or even fly off the car at speed. The U.S. National Highway Traffic Safety Administration investigated allegations of roof panel detachments. The front polycarbonate roof panel could detach due to improper use of adhesive during installation. Mercedes instituted a recall to address the issue.

In the event that the engine cannot turn over, the starting current limiter may overheat from repeated attempts by the starter motor to start the vehicle, introducing a fire risk. Mercedes recall 2017080002 addresses this problem in 2015-2017 models. There is a recall of 2015 models to address a loss of electric power steering assist due to an error in the power steering control unit software.

A more common frustration involves the run-flat tires that grace C-Class cars. Run-flats can’t be repaired, so a nail puncture typically costs almost $500 for a new tire at the dealership. The tires also ride roughly and wear out quickly. It’s no surprise some motorists swap out the run-flats for conventional tires that are more affordable and last longer.

Other caveats include fuel leaks that can introduce fumes in the cabin, fussy infotainment displays, overly sensitive sensors that mysteriously activate the brakes, and “jerky” nine-speed transmissions.

Overall, this Mercedes-Benz doesn’t quite live up to the hype. The C300’s four-cylinder engine is problematic in 2015 to 2017 models and should be avoided. German cars require very expensive German parts that can take weeks to arrive. If you’re buying a used C-Class, having a second vehicle in reserve is a good idea.

2015-2021 Mercedes-Benz C-Class

BODY STYLE: Five-passenger compact sedan, coupe and convertible

DRIVE METHOD: Front-engine, all-wheel drive; seven- and nine-speed automatic transmission

ENGINE: 2.0-litre turbo four (241 hp, 273 lb-ft or 255 hp, 273 lb-ft); 3.0-litre turbo V6 (329 hp, 354 lb-ft or 362 hp, 383 lb-ft)

FUEL ECONOMY: (Premium) 10.1/7.1/8.9 L/100 km city/highway/combined

CARGO VOLUME: 455 litres (16 cu-ft)

TOW RATING: N/A

PRICE: $26,000 (2015); $55,000 (2020)

WEBSITE: <a href="https://www.mercedes-benz.ca/">mercedes-benz.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2015-2021 Mercedes-Benz C-Class

2020 Jeep® Compass Latitude

If there’s one thing Jeep can bank on, it’s its exemplary legacy in the military.

Jeep earned its stripes after the Willys-Overland’s 4X4 prototype climbed the steps of Washington D.C.’s Capitol building to demonstrate its go-anywhere capability to the War Department in 1941.

After the war, nine companies lined up to buy the storied brand in succession. Willys produced the first civilian Jeep right after the Second World War, before being purchased by Kaiser Motors in 1953, then American Motors in 1970, Renault in 1979, Chrysler in 1987, Daimler-Benz in 1998, private equity firm Cerberus in 2007, then Fiat and more recently Peugeot, which merged with Fiat Chrysler to form Stellantis.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg"><img class="alignnone size-full wp-image-167776" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg" alt="2020 Jeep Compass" width="1280" height="854" /></a>

Keen to further monetize the iconic nameplate, DaimlerChrysler expanded the Jeep lineup from four to seven models in 2007. For the first time in its long history, Jeep birthed a pair of crossovers – the Patriot and the Compass – that shared their mechanicals with the front-drive Dodge Caliber.

Despite the trademark seven-slot grille, the first-generation Compass couldn’t shake its econobox roots with its plasticky interior, noisy four-cylinder engine and creaky assembly quality. New owner Fiat, led by Italian-Canadian Sergio Marchionne, had a better idea.

The second-gen Compass utilized Fiat Chrysler’s Small-Wide 4x4 platform – which underpins the Fiat 500X crossover hatchback and closely related Jeep Renegade – with stronger structural rigidity to anchor the four-wheel independent suspension. Introduced for 2017, the all-new Compass was sold alongside the old model until inventory of the previous Compass ran out.

The reconstituted Compass is longer than the subcompact Renegade by 16 centimetres, and the additional seven cm between the axles rewards the Compass with more rear legroom. Even with the driver’s seat all the way back, there’s decent room for shorter passengers. More impressive is the 27 cubic feet of cargo volume behind the 60/40 split-folding rear bench.

No longer a penalty box, the second-gen Compass brings comfy accommodations in a tidy package. The crossover drops the old no-frills cabin for soft-touch materials borrowed from the Cherokee and upscale Grand Cherokee. Unfortunately, it shares brittle-feeling control stalks and door-panel switchgear with the cheaper Renegade.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg"><img class="alignnone size-full wp-image-167777" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg" alt="2019 Jeep Compass" width="1280" height="810" /></a>

The Jeep’s updated Uconnect infotainment system is reasonably easy to use with its redundant, and helpful, physical knobs. The top system, Uconnect 4C, comes with a large 8.4-inch screen with crisp, clear navigation graphics. But the system can be sluggish.

“Generally slow or stubborn to respond to touch input. It takes more than 30 seconds for the rear view camera to show when switching into reverse,” complained one owner in a post. In terms of crash safety, the Compass earned a four-star rating (out of five stars) from the U.S. National Highway Traffic Safety Administration, and a 2017 Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS).

All new-generation Compasses are powered by Fiat’s 2.4-litre four-cylinder engine that puts out 180 horsepower and 175 lb-ft of torque. Front-wheel drive is standard and all-wheel drive is optional on all models except the Trailhawk, which comes standard with full-time AWD. A six-speed manual transmission was standard, with a six-speed automatic (supplied by Japan’s Aisin) optional on front-drive models and a nine-speed automatic, built by ZF, on AWD models.

The Trailhawk variant deserves special mention, since Jeep expended the effort to make its crossover off-road-ready. Along with 8.5 inches of ground clearance, the Trailhawk has a 30.3-degree approach angle and a 33.6-degree departure angle – important numbers to those who veer off the beaten path. Other features include knobby Falken tires, underbody skid plates and Jeep’s Active Drive Low all-wheel-drive system with a low-range-like first-gear ratio of 20.4:1. Note that non-Trailhawk Compasses utilize a part-time all-wheel-drive system similar to those found in other crossovers.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg"><img class="alignnone size-full wp-image-167778" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg" alt="2019 Jeep Compass" width="1280" height="853" /></a>

For 2019, the Compass saw some minor shuffling of feature availability, while Apple CarPlay and Android Auto were made standard across the board. More advanced driver safety aids were added to the Limited and Trailhawk trims for 2021 and the manual transmission was dropped due to a lack of interest. There’s also a Jeep 80th Anniversary special-edition trim package available. The Compass earned a styling refresh for 2022.

Driving the Compass quickly reveals the limitations of Fiat’s “Tigershark” four cylinder: it’s painfully slow in this application, partly due to the crossover’s hefty curb weight. Zero to 97 km/h takes 9.1 seconds, which doesn’t compare well with competitors such as the Honda CR-V and Volkswagen Tiguan. The engine doesn’t make pleasant sounds under acceleration, either. Front-wheel-drive models are slightly quicker without the heavy AWD hardware.

The sluggish engine disappoints further by failing to deliver good fuel economy. Some owners have reported poor city mileage – especially in the weighty Trailhawk model – as low as 19 m.p.g. (15 litres/100 km), which is less than stellar for a compact crossover with a four-cylinder powertrain. If gas mileage is a concern, seek out a front-drive Compass model.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg"><img class="alignnone size-full wp-image-167779" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg" alt="2018 Jeep Compass" width="1280" height="854" /></a>

The rigid platform yields a surprisingly stiff ride and the suspension is decently composed on curvier roads. The steering is taut with a decent amount of weight at the wheel, although there isn’t much feedback with virtually no on-centre feel – but it’s not a deal-breaker in this segment. The Compass is reasonably quiet on highway trips, though there may be more tire noise than some might be accustomed to. Buyers can always choose quieter tires when it comes time to change worn rubber.

OWNER TALK RELIABILITY

Compass drivers praise their vehicles for the roomy interior, legendary Jeep capability (largely attributed to the Trailhawk model), good value for the money, and appealing design inside and out. “It’s an attractive car, essentially a miniature Grand Cherokee,” wrote one owner online. Deficits include the lethargic engine and similarly sluggish nine-speed automatic transmission, seating that some found uncomfortable, and unreasonable fuel use in city driving.

Where the Compass really falls down is in everyday reliability. Again, it comes back to the 2.4-litre Fiat engine – the only choice in this crossover. Owners of 2017 to 2019 models noted that the Tigershark engine can consume motor oil at a voracious rate, sometimes leaving the dipstick dry and shutting down the engine without warning.

“Motor burned two-thirds of its oil in the first 5,000 kilometres. Vehicle shut off while my wife was trying to cross an 8-lane highway. Jeep has decided that this is ‘normal’ consumption as long as it’s less that one litre per 1,000 miles,” read one online post. Fortunately, most dealers are sympathetic and will investigate the cause. But outcomes may vary.

“They said it didn’t consume enough to put a new motor in even though it was burning two litres a week. Got corporate involved and finally after three months they scoped the motor and all the cylinder walls were scored. It was a candidate for a new motor but they were on back order,” reported another Compass owner online.

Beyond the oil issues, the engine is prone to stalling or not starting in the first place. The culprit may be the Compass’s fuel-saving stop/start system that shuts down the engine at every red traffic light (a roundly despised feature). Batteries reportedly fail and have required early replacement, though there may be other electrical issues deep in the circuitry that’s soured the driving experience for some.

The ZF nine-speed automatic transmission has been the target of criticism for its clunky and slow gear changes at times; there have been a few outright transmission failures, too. Careful buyers may wish to find a front-drive model, which uses the more reliable Aisin six-speed automatic.

The frustrations continue inside the car, where electronic components related to the Uconnect interface can malfunction with increasing frequency. Drivers report issues with unresponsive touchscreens, dropped phone calls, inoperative key fobs locking the driver out and other electrical faults that have become the hallmarks of owning a Fiat Chrysler.

There’s no shortage of good, practical compact crossover SUVs on the market these days. Unfortunately, the Jeep Compass isn’t one of them, especially as a used buy. As a parting thought, we leave you with this owner’s remark as to why.

“First heavy rain the car shorted out and stalled on the thruway. Had it in the shop for a month. The mechanic said they have had several issues and would never buy this for his kids.”

2017-2021 Jeep Compass

BODY STYLE: Five-passenger compact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel-drive; six-speed manual transmission; six- or nine-speed automatic transmission

ENGINE: 2.4-litre four cylinder (180 hp, 175 lb-ft)

FUEL ECONOMY: (Regular) 10.8/7.8/9.5 L/100 km city/highway/combined

CARGO VOLUME: 801 litres (27 cu-ft)

TOW RATING: 907 kg (2,000 lbs)

PRICE: $25,500 (2017); $38,000 (2021)

WEBSITE: <a href="http://www.jeep.ca">www.jeep.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2017-2021 Jeep Compass

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.

&nbsp;

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 Infiniti QX60_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.

&nbsp;

The QX60 mid-size SUV has been a sales workhorse for Infiniti in Canada for almost a decade – 35 per cent of sales since 2012 – but signs of its advancing age had been showing in recent years.

I remember thinking it was starting to look a bit dated as far back as 2016 when it received a mid-cycle styling update, so by 2021 the gig really was up. Just look at Infiniti’s sales figures, which show a precipitous decline. In 2021, the QX60 was still the brand’s number two seller in Canada, but its sales had shrunk to barely a quarter of what they were in 2019.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_side-profile.jpg"><img class="alignnone size-full wp-image-165843" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_side-profile.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

Of course, much of the decline is pandemic related. Infiniti’s sales volume in Canada in 2021 was roughly half of what it was in 2019, so big declines throughout the lineup are unavoidable. It is important to note also that 2020 was technically the final model year for the outgoing QX60 which left Infiniti dealers scrambling for the few remaining units available to get them through 2021.

Thankfully for them, and for Infiniti, a new QX60 era has begun. I recently spent a week driving the all-new 2022 second-gen model, which marked my first extended period with it after getting a shorter taste during its media launch last December.

So as not to repeat myself, my focus here will be on the car I drove and my impressions of it. For more context on the second gen QX60 and where it fits within Infiniti writ large, check out my first drive story <a href="https://www.wheels.ca/car-reviews/first-drive-2022-infiniti-qx60/">here</a>.

For this review, Infiniti set me up with a range-topping Autograph press unit which essentially comes with every bell and whistle imaginable. For the media drive back in December, all the units were Sensory ($64,995 base MSRP), which is one notch below Autograph.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_front-fender-wheel.jpg"><img class="alignnone size-full wp-image-165847" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_front-fender-wheel.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

And Sensory doesn’t mean stripped down. Standard kit includes 20-inch wheels, Bose Performance 17-speaker sound system, black open pore wood interior trim, climate-controlled massage front seats, adaptive front LED lighting system, 6,000-pound towing capacity and a lot more.

For an extra $3,000, Autograph comes with all that stuff plus semi-aniline leather seats (first and second row) with quilting, perforation and contrast stitching and piping, second-row captains chairs and removable centre console, Black Obsidian contrast roof and front central seat-mounted air bag. The biggest difference here is the presence of second row Captain’s chairs which reduce seating capacity to six as opposed to seven in the three lower grades.

The only option my tester has is a $1,000 paint charge for its two-tone Deep Bordeaux / Black Obsidian exterior finish.

From an appearance standpoint, I’d say the QX60 is quite handsome. With a longer hood, flattened double-arch grille and new front and rear LED lighting, the new QX60 possesses a look that is bolder and more sophisticated.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_engine-compartment.jpg"><img class="alignnone size-full wp-image-165849" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_engine-compartment.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

My tester on the launch program was a dark shade of blue, but the two-tone red and black colour scheme on this press unit is the more striking of the two. Combined with chrome trim and 20-inch wheels, this scheme is the most attractive available, in my view. The only missteps on the design front are the chrome diffuser inserts in the rear bumper, which don’t house exhaust finishers. They look strange as is but could be remedied with a mild redesign that ports the exhaust outlets through them, which would give the QX60 a more commanding view at the rear.

On the inside, the QX60 impresses. The dashboard and centre console are both logically laid out, with a minimal amount of clutter and every knob and switch located within easy reach. The mix of materials in use here are of high grade, with a premium look and feel. I’m not a big fan of capacitive touch panels for frequently used features such as climate controls, but the one in the QX60 isn’t as distracting as others I have encountered.

While I am impressed with the screens in the QX60 (digital instrument cluster, multimedia touchscreen and head-up display) and they’re all suitably large, customizable, and quite dazzling, what I like most about this cabin is the way it’s finished.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_dashboard-centre-console.jpg"><img class="alignnone size-full wp-image-165850" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_dashboard-centre-console.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_Apple-CarPlay.jpg"><img class="alignnone size-full wp-image-165851" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_Apple-CarPlay.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

The open pore wood trim in the dash, and the quilting and piping detail on the semi-aniline leather seats and on the leather dash pad insert are simply magnificent. And the curvature of the dash itself, with the 12.3-inch multimedia screen set back at an angle, as if it was placed just so by the driver adds extra dimensionality to the proceedings. These details can be appreciated in black, but if I was building a QX60 for myself, I’d opt for the Saddle Brown / Black option, as the lighter shade makes these fine touches more visible.

As for the drive, the QX60 carries over with the same 3.5-litre V6 used in the previous model and in the current Nissan Pathfinder, which is also all-new for 2022. Output remains unchanged at 295 horsepower and 270 lb-ft of torque, but what’s new is the gearbox. The CVT found in the outgoing car has been replaced with a nine-speed automatic, which makes a huge difference for the QX60’s road manners.

Previously, the V6 offered good, if not neck-snapping, performance off the line and in passing, but its goodness was undone by a groaning, rubber-banding transmission that turned the driving experience into a tedious chore. Thankfully, Infiniti engineers saw the light and made the change and the QX60 is much better for it. The nine-speed is much quieter and easier for the driver to modulate with their right foot, with operation that is more predictable and has better feedback.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_rear-seat.jpg"><img class="alignnone size-full wp-image-165844" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_rear-seat.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a> <a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_instrument-cluster.jpg"><img class="alignnone size-full wp-image-165846" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_instrument-cluster.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

In terms of ride and handling, I find the QX60 to be comfortable, quiet, and reasonably responsive for a mid-size SUV. Infiniti engineers have reworked the car’s steering (reduced vibration, better low and high-speed response), all-wheel drive system (new direct coupling) and have beefed up its sound insulation to deliver a more serene driving experience and based on my experience they have largely succeeded. Apart from the bumpiest and most broken roads, the QX60’s ride is quite composed.

Of note, I found the revised AWD system combined with snow mode to be quite effective at reducing wheel-spin and improving handling on snow-covered roads during my test.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_rear-3-4-profile.jpg"><img class="alignnone size-full wp-image-165845" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/03/2022-Infiniti-QX60_rear-3-4-profile.jpg" alt="2022 Infiniti QX60" width="1920" height="1080" /></a>

In sum, the second gen QX60 is a much better vehicle than the one it replaces, with an attractive design, finely appointed interior, and much improved driving dynamics, especially on the transmission front. It offers plenty of space, technology, versatility, and style. It could be argued that it shares a little too much in common with its Pathfinder cousin, especially on the tech front, but I think the QX60 stands on its own merits.

The past two years have been difficult ones for Infiniti, but the new QX60 should mark the beginning of better days ahead.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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