What’s new

Equinox and Terrain: No claims of note for either nameplate other than content shuffles.

 
Comments
The sole engine offered is a 1.5L turbo four. The 1.5L is hooked up to a conventional six-speed automatic transmission.

The overall elegance of the Equinox is undermined by its busy frontal treatment and side embellishments that do little than impart visual discord. That said, the bright detailing around the windows is very well judged. The cabin of the Equinox reflects the current School of Chevrolet design ethos, with a dashboard that looks lifted directly from the Malibu sedan. The rest of the interior, with pleasing shapes, some attractive colour combinations and matte finished hard surfaces, is very stylish. The dashboard of the Equinox is stocked with clear instruments and simple, logical controls. There is ample rear legroom and cargo space inside the Equinox. The front seats are comfortable but the small voids in the lower outboard rear seat backrest, meant to permit easy seat folding, leave some occupants feeling unsupported. The Terrain is a rather bland design that lacks the distinctive "trucky" visual punch of its predecessor. The Equinox is still built in Canada but the Terrain is imported from Mexico. GM notes the towing capacity for the 1.5L turbo version of this platform is 680 kilograms (1500 lbs).  

Pricing

2023

Equinox: Standard on RS and Premier trims, all-wheel drive is a 2 400 $ option on the LS and LT. Le base, LS, avec régulateur de vitesse, entrée et démarrage sans clé, connectivité Wi-Fi, Apple CarPlay et Android Auto sans fil, rétroviseurs électriques et chauffants, avertisseur de collision avec freinage autonome et aide au maintien de voie, est bien équipée. Le LT, qui ajoute un siège conducteur électrique à soutien lombaire et les glaces teintées, est offert à un prix reflétant la valeur des équipements additionnels. Le RS ajoute un hayon motorisé, en plus de quelques touches esthétiques, à un prix réaliste. La version ultime Premier comprend de nombreux équipements de confort et de commodité qui en font un véhicule luxueux. La version RS adds front and rear parking sonars, roof rails and dual-zone auto climate controls, but looks a bit overpriced. The range-topping Premier trim includes fog lights, a foot-gesture tailgate, heated steering wheel, blind spot and rear cross traffic monitors., leather seating, an auto-dim rearview mirror, a rumbling safety driver's seat and wireless cellphone charging, and is tremendous value. Terrain: la traction intégrale, offerte en option à 2 400 $ dans le SLE, est livrée de série dans les autres. The base Terrain is better equipped than its Chevrolet equivalent. All-wheel drive, standard on most trims, commands a $2400 supplement on the SLE model. Moving up from the SLE to the SLT adds a power passenger seat, à soutien lombaire, l’écran central de 7 à 8 po, ajoute la mémorisation du siège et des rétroviseurs, fog lights, un siège passager électrique, un volant chauffant gainé de cuir, et un hayon mains libres, and is great value. Le AT4, qui offre un rouage d’entraînement plus sophistiqué, est offert à juste prix. La version ultime, Denali, adds active cruise control, a 360 degree camera system, a Bose-branded audio system, a head-up display system, navigation, blind spot and rear cross traffic monitors and is excellent value.

Equinox: All-wheel drive is standard on the RS and Premier trims and a $2400 option on the LS and LT models. Moving up from the LS to the LT brings deep tint glass, a power driver's seat, deep tint glass and a few minor items, at a reasonable price. The RS includes dual-zone climate control, a power tailgate, blind spot and rear cross traffic monitors and parking sonars, at a price that reflects the value of the content. The range-topping Premier featuers fog lights, foot gesture tailgate opening, auto dim rearview mirror and wireless cellphone charging, at a very good price. Adding adaptive cruise control to the RS triggers a massive $2750 option package that enforces a number of unecessary luxury features. A similar situation exists on the Premier trim, with the supplement being $2595.

Terrain. All-wheel drive is standard except for the SLE trim, where it is a $2400 option. Moving up front the SLE to the SLT adds leather seating, a memory system and a heated steering wheel, and is good value. The AT4 delivers an attractive look for a fair price. The  range-topping Denali includes blind spot and rear cross traffic monitors, ventilated front seats, heated rear seats, a Bose audio system and adaptive cruise control, is reasonably priced. On the SLE, SLT and AT4 trims, the GMC Pro Safety Plus package offers blind spot and rear cross traffic monitors and adaptive cruise control, for just $995. 

Reliability
New vehicle, not rated. GM new cars generate fewer complaints than they used to.  

Sm. Front Driver: G

Mod. Front: G

Side: M

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: NR

What’s new
Package and equipment tweaks for 2022.

Comments
Rounded forms, including a Porsche-like front end, does not win the Escape any originality prizes but is attractive nonetheless. The cabin is a very conservative design and very much in the current Ford styling idiom. On the Titanium trim, the driver faces a transistor film technology gauge cluster, a large info-screen dominates the top centre of the dashboard and the climate and audio controls are straightforward. A rotary dial gear selector replaces the traditional mechanical one used previously. Except for the unattractive faux wood trim, the cabin materials are quite attractive. Cabin and cargo space, tight on the previous Escape, are now class competitive. 
The familiar 2L turbo four returns for 2020, but the new base engine is a 1.5L three-cylinder turbo engine that produces 180 horsepower. Ford discontinued its Escape hybrid when it launched the ill-fated and unpopular C-Max, but a conventional hybrid returned for 2020 and Ford announced, but then withdrew a PHEV version of the Escape. The conventional hybrid model employs a 2.5L normally aspirated four as well as electric motors to furnish 198 total system horsepower. Ford announced and then withdrew a PHEV version but finally brought it to market. The PHEV is rated at 209 horsepower. Power reaches the the wheels via a conventional eight-speed automatic transmission on the gasoline models and an electronic CVT on the hybrids. 
Driven briefly in 2L form, the Escape is fast, flexible, and is more refined than many of the 2L turbos powering luxury brands. The lusty 2L four is hooked up to a conventional hydraulic eight-speed automatic transmission that is well matched to the power characteristics of the engine. The steering of the Escape is light but precise and the ride-handling compromise arrived at by Ford reflects a lot of hard work.
The APA had an opportunity to drive an Escape powered by the segment-first three-cylinder engine. With 180 horsepower, the 1.5T accelerates with vigour, revs eagerly and cruises at low revs. While the engine delivers in terms of performance, smoothness is another matter. Around town, the engine sounds like a quiet diesel but is mechanically smooth as it revs. The harmonic imbalances inherent with the three-cylinder layout are most evident in the 1500 to 2000 rpm range, which corresponds with top-gear operation at most posted speed limits. Most passengers asked what the sonic rumbling was, aware that Escape had an unusual engine. Certainly the new 1.5L triple is not as smooth as the 1.5L turbo four that was the mainstream engine in the previous Escape. Turning up the audio system does not eliminate the the imbalance as it is felt as well as heard. The eight-speed automatic transmission seeks the highest possible gear, a common strategy to log the best fuel economy possible on U.S. government fuel economy tests. The transmission upshifts smoothly and downshifts eagerly. Ford will have to work harder to eliminate the sonic rumbling of the 1.5L three but could have also altered gearing to get the engine out of its rumbly rev. zone at most posted speed limits. The auto-start system can be turned off. Instead of restarting when the driver lifts their foot from the brake, Ford requires the driver to place their foot on the gas pedal to get the engine moving again. The automatic transmission has no creep feature when in Drive, requiring the gas pedal to be pushed to move when maneuvering the vehicle at low speeds. Observed fuel economy of 10.3L/100 km in mild, late spring conditions, was no better than four-cylinder competitors. 
Like its 2L showroom mate, the 1.5L Escape is very well sorted for a mainstream crossover. Ford has arrived as a pleasant ride-handling compromise. Steering is nicely weighted and quick, but does feel just slightly nervous at highway speeds. 
The interior of our heavily optionned SEL model (leather, dual-panel sunroof and navigation) was equipped so comprehensively that there is no real reason to move up to the Titanium trim. The interior is generally very well presented but Ford should have spent a bit more money on the analogue gauges in mainstream models and also on the faux alloy trim, which looks decidedly faux. With comfortable seats and abundant space, the Escape is a worthy travel capsule for full-sized adults. Cargo space is ample. The Escapes air-conditioning works well enough and both the seat heaters and heated steering wheel warm very quickly. Towing capacity ranges from 690 kilograms (1500 lbs.) to 1587 kilograms (3500 lbs.), depending on the powertrain.   

Pricing
Only the gasoline 2L Titanium has standard all-wheel drive; which costs $1500 on all other trims. With the 1.5L engine, moving from the S to the SE adds lit vanity mirrors, keyless entry and starting, upgraded cloth and a heated steering wheel, but looks overpriced. The SEL includes dual-zone climate control, remote starting, a power driver's seat, heated exterior mirrors, a power tailgate and fog lights, and is priced to reflect the value of its additional features. The range-topping Titanium trim is powered by the powerful 2L turbo four and is exclusivey all-wheel drive, also adds navigation, rain sense wipers, a memory system and a number of other features, and is reasonable value, especially considering the mechanical elements. The conventional and hybrid models are specced differently and it is not really possible to make a comparison. That said, the SE hybrid commands a $2200 premium compared to the conventional variant, with the supplement for the SEL being $1700. The Titanium hybrid is $1000 cheaper than the hybrid, but the gas Titanium is powered by the much more powerful 2L, four-cylinder engine. Compared with the front-wheel drive hybrids, the PHEV variants are priced from $4850 (SE) to $6000 (Titanium) higher but can trigger a government rebate depending on the jurisdiction.  

Reliability
Reliability is unknown on this all-new vehicle. The 2L turbo is a known quantity but the new 1.5L turbo triple, the hybrid and the new eight-speed automatic transmission, are unproven. The its first few years of production, the previous Escape was rated well below average for reliability.  

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR

What’s new
No changes of note for 2022, the sixth and likely last year for the current CR-V when a new version was expected. 

Performance
The 1.5L turbo four and CVT is quick enough, it is noisy and the CVT exacerbates the noise as it uses a lot of revs to get the CR-V moving, which is a bit stressful on the driver. Handling is sound but uninvolving and the ride can get a touch choppy on rough pavement. Precise steering and strong braking.  
Spacious interior with abundant rear seat legroom. The front seats are comfortable, as is the rear seat. Easy to scan gauges but the infotainment controls are designed more for looks than ease of use.

Comments
The CR-V is powered by a 1.5L turbo four that produces a stout 190 horsepower in the CR-V. A CVT is the sole transmission available. Most buyers will pick all-wheel drive, but a front-wheel drive LX trim variant be available to advertise a low MSRP and also meet the needs of customers who like the ride height, space and versatility of the CR-V but do not need all-wheel drive or too many frills. Towing capacity is listed at 680 kilograms ((1500lbs.).

Pricing
With heated front seats, remote starting, deep tint glass and alloy wheels, the base LX trim is nicely equipped. All-wheel drive, standard on most trims, is a $2800 option on the LX model. The Sport trim upgrade includes a sunroof, a right-sight monitor, a power tailgate and some additional minor equipment, is just slightly overpriced. The EX-L, which adds leather seating, upgraded audio, heated rear seats, a memory system and a power passenger seat, is good value. The EX-L delivers leather seating without having to step up to the Touring trim. The Touring, which adds blind spot and rear cross traffic monitors, L.E.D. headlamps, a dual panel sunroof and navigation, but is overpriced. The Black Edition offers little of value for the money requested. 

Reliability
Numerous complaints on 2017 and 2018 models regarding gasoline contamination of the engine oil on some on some engines, poor heater output in cold weather, and as the engines age, failed turbo wastegates, which is an expensive repair. The warranty coverage for the turbo and intercooler ends at three years/60,000 kilometres only. An extended powertrain warranty would be a prudent move for those not leasing a CR-V. 

Sm. Front Driver: G

Mod. Front: G

Side: A

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: M

What’s new
The Santa Fe is exclusively all-wheel drive for 2022. A plug-in hybrid (PHEV) powertrain is now offered on the Preferred and Luxury trims. An "Urban" trim, with blacked-out trim, is new this year.

Comments
The current Santa Fe follows Hyundai's move toward more barocque styling themes. The cabin is stylish, roomy and comfortable. The mainstream powerplant is a normally-aspirated 2.5L four, with a 2.5L turbo four and a hybrid combining the efforts of a 1.6L turbo four and any electric motor. A conventional eight-speed automatic transmission is hooked to the 2.5L, an eight-speed dual clutch automated manual is linked to the 2.5L turbo, with the hybrid powertrain mated to a six-speed automatic. Towing capacity ranges from 907 kilograms (2000 lbs.) to 1587 kilograms (3500 lbs.).  

Pricing
All-wheel drive is standard on all models this year. The Preferred, which, among other things, adds blind spot and rear cross traffic monitors, a power driver's seat, a dual-zone climate control and keyless starting, is good value. The Preferred Trend package, adds leather seating, a power passenger seat and a dual-panel sunroof, is good value and also equips the car in a way to suit many buyers. Opting for the hybrid powertrain on the Preferred Trend trim will set you back $2900. With ventilated front seats, heated rear seats and a number of lesser items, the price bump to move from a hybrid-powered Preferred Trend to the Luxury model reflects the value of the additional equipment. Picking the PHEV version of the Luxury versus the HEV costs an extra $4600. The Urban model is equipped in a basic way but features the high-output 2.5L turbo and DSG transmission, and is reasonable value if you want the black-trim look and thrilling performance. Compared with the 2.5L turbo Urban, the Ultimate Calligraphy adds Nappa leather, more luxurious door trims, navigation, Harmon-Kardon audio and a head up display, but is overpriced. The Calligraphy is a viable substitute for luxury vehicles like the Mercedes-Benz GLC or Acura RDX. The Santa Fe owner pool consists of mainly male, married empty nesters who are keen on performance, versatility, features and value and enjoy leisure pursuits such as Golf, running and fishing. The normally-aspirated 2.5L four accounts for about 60 percent of total sales. The 2.5L turbo intrigues about 20 percent of buyers, the conventional hybrid takes 15 percent of sales with the new plug-in accounting for about five percent of sales. The conventional-engine have a three month delivery times, with both hybrids taking about six months.

Reliability
Not rated due to new powertrains. The Santa Fe should exhibit average to above average reliability during the warranty period. 

Sm. Front Driver: G

Mod. Front: G

Side: Gr

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: P

What’s new
The fourth-generation Tucson arrived in spring of 2021. Built on an 86 mm (3.4 inch) longer wheelbase, the new Tucson is 155 mm l(6.1 inches) onger overall than its predecessor. Two new engines, a normally-aspirated 2.5L four and a hybrid that combines a 1.6L four with an electric motor, are offered. A high-performance "N" line model is possible, as is a plug-in hybrid model.

Performance
The hybrid model, combining the efforts of a 1.6L turbo and and electric motors, delivers smooth power and flexibility. Power reaches the wheels though a conventional six-speed automatic transmission that is notable for just getting its job done seamlessly. Steering is nicely weighted and geared, and the ride-handling compromise is nicely resolved for this type of vehicle. The Tucson operates in full electric more than expected, however, observed fuel economy in sweltering summer conditions was 8L/100 km, disappointing for a hybrid. 

The cabin is roomy, comfortable and stylish. There is ample legroom in both rows and the cargo space is substantial. The driver (on the top trims) views a configurable TFT dash display with crisp graphics. A large screen dominates the middle of the dash and contains the climate and infotainment controls that are touch operated, and essentially unsuited to in-car use. Air-conditioning is inadequate in hot weather. Good audio quality.

Comments
Hyundai displayed the styling of the new Tucson in plain sight during the 2020 car show season in the guise of the super-radical T Vision concept. The styling of the new Tucson is essentially a four-door, slightly taller version of its very avant-garde concept car. Like the T Vision, the front of the new Tucson features a very wide grille that has segmented elements at its periphery that house the daytime running lights and head lamps. Very strong accent lines flow from the tops on the front fenders into the front doors and prominent style accent lines emanate from just above the front door handle to the back of the car. The most radical elements of the design are the two, forward-sloping, but non-parallel accent lines that run from the door handles down to the bottom of the doors. When viewed with some perspective, these are actually fender blisters and not just random elements when viewed up close. Like the current Elantra, Hyundai's design intent seems to be shock, rather than inspire "aahhs." The cabin has a strong horizontal emphasis, with a small gauge package (TFT in premium trims) and a large infoscreen integrated into the centre of the dashboard. Climate and audio controls rest below the infoscreen. The dashboard sweeps dramatically into the front door panels. A wireless version of the iOS-Android cellphone interface is standard as are heated front seats. 
Most Tucsons will be powered by a 187 horsepower 2.5L four that is working its way through the Hyundai lineup this year. It delivers decent power without the complexity of a turbo. The 2.5L is hooked up to a conventional eight-speed automatic transmission; with the hybrid powertrain linked with a six-speed automatic. 
Except for the base trim, where it is optional, all-wheel drive is standard on the 2022 Tucson. Standard active safety equipment includes a forward collision warning, including pedestrians and cyclists and a lane-keeping system. Blind spot and rear cross traffic monitors, active cruise control with stop and go and self-parking are optional. Rear seat occupancy and unsafe exit warnings are available.  

Pricing
All-wheel drive, standard on premium trims, is a $2000 option on the Essential and Preferred models. The base Essential trim includes forward collision warning, with pedestrian and cyclist detection, autonomous emergency braking and lane follow and lane keep assists. Alloy wheels and heated front seats are standard on the Essential. Moving up to the Preferred adds blind spot and rear cross traffic monitors, roof rails, privacy glass, heated steering wheel, active cruise control with stop and go as well as a variety of smaller features, at a bargain price. Migrating to the Trend trim includes leather seating, a dual panel sunroof, dual zone climate control, a memory system and a variety of minor features, and is very good value. Unlike other Hyundais where the N-Line brings additional performance, the Tucson N-Line is just an apprearance package on the base 2.5L four. If you like the look, the N-Line is reasonable value. There is no conventional equivalent to the base Luxury trim of the HEV hybrid. Compared with the Luxury trim of the HEV, the surcharge for the Ultimate reflects the value of its additional equipment. The normally-aspirated 2.5L four accounts for about 75 percent of new-gen Tucson sales. About 80 percent of buyers pick all-wheel drive and roughly 25 percent of buyers go hybrid.

Reliability
New car, not rated. Unproven 2.5 engine and hybrid system. The Tucson should be reliable during the warranty period. 

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: A

What’s new
The key change of note for the Cherokee for its ninth year on the market is that the vehicle is exclusively AWD. Numerous minor trim and equipment updates. .

Performance
Equipped with the 3.2L V6, the Cherokee is quick, quiet and economical. Other than being in too high a gear when exiting a corner, the transmission works very well. Steering, ride and handling are very well tuned for the Cherokee's intended "family hauler" role. Strong brakes. The cabin is impressive, with big gauges, logical controls, abundant soft-touch surfaces, comfortable seats and good space for passengers and cargo. Fuel economy with the V6 is virtually the same as it is with the 2.4L four and the V6 is well worth stepping up to as it transforms the vehicle in terms of performance and refinement.  

Comments
Based on the same platform that underpinned the now-discontinued Chrysler 200 and Dodge Dart, the Cherokee is the only one of the three models to have enjoyed any market success. So much so that Jeep elected to comprehensively update several years ago rather than replacing it with an all-new generation of Cherokee. Three engines, a 2.4L four with 180 horsepower, a 271 horsepower 3.2L V6 and a 270 horsepower 2L turbo four that debuted in North America under the hood of the Alfa-Romeo Giulia, are available. With similar horsepower as the silky 3.2L V6, the rough and ready 2L seems pointless. The sole transmission is a nine-speed automatic. Three AWD systems Active Drive I, a single speed unit, Active Drive II, equipped a with a two-speed transfer case and Active Drive Lock, which adds a locking rear differential, are available. Optional active safety equipment includes adaptive cruise control, forward collision warning, lane departure warning, blind-spot monitoring and rear cross traffic detection.

Pricing
A vast array of Cherokees are offred. All models feature all-wheel drive. The 2.4L four is the sole engine offered on the base Sport trim and is not offered in other models. The smooth and punchy V6 is standard on other trims. The Fiat-sourced 2L gas turbo is a $1295 option on the Limited trim. The North trim, which adds alloy wheels, deep tint glass, a power driver's seat, heated steering wheel, remote starting, fog light, rear USB ports and the silky 3.2 L-V6, at a reasonable cost. The Altitude trims adds dual-zone climate control, a power passenger seat, Nappa leather and navigation, at a very tempting price. The range-topping Limited model includes adaptive cruise control with stop and go, blind spot and rear cross traffic monitors, forward collision monitors and autonomous emergency braking, self parking, lane keep assist, lane departure warning and a plethora of minor features, and is a bargain. The Trailhawk delivers impressive off-road capability by just ticking a box on the order form. The Trailhawk Elite adds a number of luxury features and is a spectacular value. The Comfort and Security package offered on the North and Altitude trims includes blind spot and rear cross traffic monitors, rear parking sonar and and alarm system, and, at $1795, is a bargain. The Advanced Security group includes a forward collision warning and autonomous emergency brakingm a lane departure warning and a lane keeping device, and costs just $695. 

Reliability
Predicted reliability is average to below average. The reliability of the 2L gas turbo is unknown. An extended warranty from FCA Canada is recommended if you plan to kee the car past the three-year/60,000 km basic warranty.

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR

What's new
Late life-cycle update of the Compass for 2022. The front fascia and headlamps (L.E.D) are new and the cabin has been significantly updated, including a new dashboard with an available TFT gauge package, a massive free-standing infoscreen perched on the top-centre of the dashboard, a new centre stack, centre console and restyled door trims. Wireless cellphone charging and a heated rear seat are new options this year. What Jeep refers to as Semi-Autonomous driving is newly available as are a 360 degree camera system and self parking.
Performance
Hooked up to a nine-speed automatic transmission, the 2.4L four in the all-wheel drive North model driven by the APA accelerates with sufficient alacrity, cruises quietly and emits a pleasing rasp when extended. Though much maligned, the ZF supplied nine-speed automatic transmission works well-enough in this application and doesn't exhibit any bad behaviour. 
The steering of the Compass is nicely weighted, precise, quickly geared without being nervous, but is numb. The structure of the Compass feels quite stout and bumps are absorbed well and handling is stable and predictable. Driven briefly, the TrailHawk variant handled less precisely than the North and suffered from some nervousness from the steering at highway speeds. Outward visibility is less than panoramic and drivers are happy to have a rearview camera that aids reversing. 
The Compass pilot faces crisp, clear gauges and the logical touch screen and climate controls which are common to most current FCA vehicles, work as well here as they do elsewhere. The front seats are comfortable and there is plenty of legroom. The rear seat is sufficiently supportive and legroom is acceptable for a vehicle of this size. Cargo space is square and deep below the window line.

Comments
The Compass is built on the same platform than underpins its showroom mates, the Jeep Cherokee and Renegade. Power is provided by a 180 horsepower 2.4L four that is hooked up to a six-speed automatic transmission on the front-wheel drive Sport model, with all-wheel drive variants employing a nine-speed automatic. Two all-wheel drive systems, Jeep Active Drive, a full-time all-wheel drive that will suit most buyers and Jeep Active Drive Low, with a  crawl ratio, available for the more adventurous. The Trailhawk version adds Selec-Terrain which includes Selec-Speed control and Hill Descent control.

Pricing
All-wheel drive, standard on most trims, is a $2500 option on the base Sport model. Moving up from the Sport to the North adds alloy wheels, deep tint glass, fog lights, remote starting and roof rails, and is good value. The Limited trim, with blind spot and rear cross traffic monitors, leather upholstery, a foot-gesture power tailgate, an alarm system, contrasting roof colour, dual zone climate control, forward collision warning with autonomous emergency braking and active lane management, the Limited trim is a bargain. The Trailhawk offers impressive off-piste capability by just ticking a box on the order form. The Trailhawk Elite twins ultra luxury, including, leather seating, power driver's seat, ventilated front seats, heated rear seats and navigation, with the serious off-road capabilities of the Trailhawk drivetrain. On the North, forward collision warning with autonomous emergency braking and a lane departure warning, lane keep assist, blind spot and rear cross traffic, self parking, front and rear parking sonar, an alarm system and wireless cellphone charging, can be added for $2795.

Reliability
Predicted reliability is below average. 

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass.: NR

Head/Seat: NR

Headlight: NR

What’s new
No changes of note for 2022.

Performance
The 2L four the EX, all-wheel drive model, performs well and is very refined, except when pushed hard, when it becomes raucous. The CVT is very well matched to the engine and many drivers would easily be convinced that the transmission is a conventional hydraulic device. The Seltos exhibits a good balance of ride and handling, but is not the last word in precision. Steering is nicely weighted and precise but, like the handling, is uninvolving. Unless really pushed hard, when it loses its composure, the Seltos feels like a remarkably refined and well-sorted car for the price. The cabin of the Seltos is a study in traditional elegance, which looks great, despite the use of large swaths of matte-finished, but hard plastics. The driver faces a crisply-marked gauge package and the audio and climate controls are so straightforward that they should be the templates other carmakers should follow. Seating is comfortable, front and rear and rear seat legroom is ample for adults and significantly better than the cramped quarters of the related Hyundai Kona. Though a bit shallow below the windows, the cargo space inside the Seltos is significantly better than it is in the Kona. For most buyers, the Seltos is a worthy and cheaper alternative to the Kia Sportage. 

Comments
While it took Kia almost two years to issue a companion vehicle built on the Hyundai Kona component set, Kia's response, the Seltos, finally broke cover during the 2020 car show season. Instead of just restyling the Kona, Kia massaged the Kona's underpinnings to fashion something larger and quite different than its Hyundai equivalent.
The base engine for the Seltos is a 146 horsepower 2L four, with a 175 horsepower 1.6L turbo four found under the hood of the top SX trim. The 2L is hooked up to a CVT, with a seven-speed dual clutch automated manual transmission mated to the turbo. Front-wheel drive is offered on the base model with all other trims equipped with all-wheel drive.
The Seltos is fronted by a vaguely Subaru-like grille which blends well with clean and contemporary styling on the rest of the vehicle. 

Pricing
All-wheel drive is standard on all trims but the LX, where it is a $2000 option. The EX, which adds a sunroof, heated steering wheek, forward collision warning and autonomous emergency braking, a lane-keeping device, rear cross traffic and some trim upgrade, is a bargain. The EX Premium, with L.E.D. headlamps, navigation, wireless cellphone charging, heated rear seat, power front seats that are equipped with chillers and adaptive cruise control, is a tremendous value. The sole turbo model. the SX, has enough equipment, like a Bose-branded audio system and a head up display system, to justify its price premium but also includes the more powerful engine, making it a worthy upgrade.  

Reliability
Not rated, insufficient data. The Seltos should exhibit average reliability during the warranty period.

Sm. Front Driver: G

Mod. Front: G

Side: G

Roof: G

Sm. Front Pass.: G

Head/Seat: G

Headlight: P

What’s new
An all-new conventional-engined 2023 Sportage went on sale in the spring of 2022. 

Comments
Directly related to the Hyundai Tucson that debuted a year ago, the new Sportage went on sale in the spring of 2022. 
Compared with the previous generation Sportage, the new one is built on an 85 mm (3.35 Inch) longer wheelbase, is 175 mm (6.9 inches) longer overall and marginally wider and taller than before. Design-wise, the new Sportage represents a transition from the smooth elegance of Kia's from the last decade to something new. The front end is dominated by a massive grille flanked by unusually-shaped headlamps and supplanted by small rectangular air inlets that look like nostrils. The main grille is underlined by yet another air intake, this one being wide and shallow and decorated by a bright trim element. The side profile is a bulkier version of the side profile of the elegant, but long-discontinued. Mazda CX-7.  
The new Sportage dispenses with conventional gauges, replacing it with a wide, shallow, TFT computer tablet display. There is a vehicle info display in front of the driver, with infotainment functions reflected over the centre console. Climate controls, which use knobs for the dual climate system, with the remaining functions handled by touch surfaces. Ultra premium trims feature a push-button gear selector, with lesser models employing a conventional gear lever. The screen and the dashboard it is attached to is slightly banana shaped, with the right side curved slightly toward the driver. The tablet is flanked with bizarrely shaped dash vents. The passenger faces a plain dash that is closer to the windshield at its right end that in the middle. The rest of the cabin looks interesting, with some two-tone cabin combos offerred and some interesting shapes and patterns, like the chevron sew patterns on the centre seat panels of premium trims. Essentially a Kia version of the Hyundai Tucson that debuted a year ago, cabin space is ample, as is cargo capacity. 

The sole powertrain available in the spring of 2022 is a 187 horsepower, normally-as[irated 2.5L four. Front-wheel drive is offered in the base LX trim, but most Sportages will send power to all wheels via a conventional eight-speed automatic transmission. The corresponding Tucson is offered with a hybrid powertrain, and a Sportage hybrid should eventually be released. Towing capacity is 1134 kilograms (2500 lbs.), high for this category of vehicles. 

Pricing
All-wheel drive is standard on all trims save the base LX, where it is a $2000 option. Moving up to the X-Line trim adds a power driver's seat, heated steering wheel, remote starting, blind spot and rear cross traffic monitors, rear parking sensor, wireless cellphone charging and a number of minor features, but is a bit overpriced for what you get for the extra outlay. The EX upgrade adds a panoramic sunroof, a heated steering wheel, navigation, dual-zone climate control, active cruise control and junction turning intervention. and is a bargain of epic proportions. Moving up to the EX Premium model includes a memory system, power passenger seat, ventilated front seats, heated rear seats and alloy-accent pedals, and is good value. The X-Line Limited range topper adds L.E.D. headlights, a Harmon-Kardon audio system, rearward auto braking and a 360 degree camera system, and is reasonably priced if you like the equipment. 

Reliability
Average to above average predicted during the warranty period. 

Sm. Front Driver: NR

Mod. Front: NR

Side: NR

Roof: NR

Sm. Front Pass: NR

Head/Seat: NR

Headlight: NR