2011 Lemon Aid SUVs - Compact

Volume sales of Sport Utility Vehicles in Canada are increasingly clustered around so-called Sport Cute models based on compact car platforms. These so-called Crossover Utility Vehicles (CUVs), possess a high seating position, good cargo capacity and can carry four or five people comfortably.
The CUV format is moving into bigger and bigger vehicles. The Honda Pilot, Mazda CX-9, Toyota Highlander, Dodge Durango and Ford Explorer all have three rows of seats, and ample cargo space, if not necessarily at the same time. GM’s massive Acadia-Enclave-Traverse trio can seat up to eight and still haul some cargo as well.

Truck-based SUVs like the Nissan Pathfinder and Toyota 4Runner, once at the core of the market, have been pushed to the margins of the segment. Impressive towing capacity is a key advantage that the truck-based vehicles have over the more common CUVs.

There are a number of new models this year. The third-generation Kia Sportage went on sale in the fall of 2010, and unibody versions of the Dodge Durango and Ford Explorer, two previously body-on-frame stalwarts, went on sale early in 2011. Also new is the Jeep Grand Cherokee, which also provides the platform and drivetrain for the equally fresh Dodge Durango.

Refreshed models for 2011 include the Jeep Compass and Patriot, and the Nissan Rogue.

SUVs are usually taller and heavier than passenger cars, and weight will count in a crash with a lighter vehicle. The separate ladder frame on the few truck-based SUVs provides a stiff protection perimeter for an SUV’s occupants in a collision with a lighter vehicle, but will inflict a disproportionate amount of damage to any car it hits. Some CUVs, like the Acura MDX, contain clever engineering that brings the point of contact at the front of the vehicle down to passenger car height.

SUVs are registering better scores in crash tests than they did even a few years ago. Many of the vehicles in this category have attained Top Safety Pick status from the Insurance Institute for Highway Safety. Rollover protection, which keeps side-curtain airbags inflated longer in the event of a rollover accident, is common in this segement. Electronic stability control, which can reduce single vehicle accidents by correcting a skid, often before the driver knows the vehicle is losing control, is standard on all the vehicles covered in this section this year.

NOTE
The proliferation of vehicles in this segment prompted us to break our reviews into four distinct categories (compact, mid-size, luxury and all-terrain) for Lemon-Aid 2011. Except for the All-Terrain trucks, which are quite capable in rugged conditions, the vehicles reviewed in this section are car-based and intended as daily-drivers for typical families.

What’s new
Both: 3L-V6 now flex fuel compatible. Chev: Heated seats are available on the 2LT. Bluetooth and USB are optional on the LS.

Comments
The new Equinox reflects the au courant bulky lines and small side window styling trends. Restricted ¾ vision. The Terrain sports a squared off, bulked up look outside. Except for minor trim and instrument surrounds, the two cars share the same cabin. The minor controls consist of too many buttons where just a few knobs would suffice. Hard, but matte-finished plastics are used throughout the cabin. Good passenger space, but the cargo space is narrow and shallow below the windows. Two engines, a 182 horsepower four and an optional ($2050) 3L V6 with 264 horsepower, can be teamed with a six-speed automatic. Driven briefly by the APA, the new Equinox 2.4L was fully competitive in terms of performance, ride, handling, comfort and refinement with the best vehicles in this segment. Properly equipped, the 2.4L Equinox can tow up to 680 kg (1500 lbs.), with the maximum being 1588 kg (3500 lbs) for the 3L V6. Made in Canada.

Pricing
All-wheel drive is a $1610 option ($1355 on GMC SLTs) on most trim levels. GMC’s right angles come at a premium of anywhere from about $500 to around $2100 over the price of the equivalent Equinox. An Equinox 1LT AWD is priced roughly $1000 higher than a Honda CR-V LX AWD. When Equinox and Terrain sales are combined, registrations doubled in 2010 compared with 2009.

Reliability
Not rated, new model. Predicted weak points are the electrical system and the brakes. Three year/60,000 km bumper to bumper warranty, five years/160,000 km on the powertrain. An extended warranty is highly recommended if you plan to keep the vehicle beyond the bumper-to-bumper warranty period. APA members can get a discount on an extended bumper to bumper warranty when buying it from a dealer recommended by the Association.

Safety
Seat-mounted side and side-curtain airbags are standard on all Equinox and Terrain models. The Equinox was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover impacts. Standard ABS and ESC.

 Ford Escape

Mazda Tribute

What’s new
No changes of note.

Performance
Though gruff, the 2.5L-automatic combo delivers eager acceleration and low-rev cruising. A quieter exhaust system might improve refinement. The V6 and six-speed automatic transmission combination is smoother and quicker than the four. The nicely weighted and geared steering feels numb. Except for some rear suspension hop over big bumps, the ride-handling compromise reconciles comfort and stability very well. The hybrid system available in the Ford works very well. Under gentle acceleration and cruising conditions, the vehicle will run in full electric mode, and the transitions from electric to gas and electric and back to full electric again, are seamless. Good real-world fuel economy, especially in urban environments. Small gauges with unattractive faces. Most controls are logical except for the multi-buttoned climate controls. More attractive fabrics and colour schemes and chic piano black accents in the Tribute, with more prosaic finishes in the Escape. Comfortable seats and good legroom, front and rear. Adequate luggage space with the rear seat up, with good cargo capacity with it folded. Generally good fit and finish inside and out. The cabin door trims are undersized, leaving large amounts of painted steel visible between the trim and the door apertures.

Reliability
Below average reliability. Engine, electrical and transmission complaints have been received. Three year/60,000 km bumper to bumper warranty (three years/80,000 km on the Tribute), five years/100,000 km on the powertrain on both. Ford covers the hybrid components on the Escape hybrid until either eight years or 160,000 km.

Comments
Escape
Except for a big, chrome-clad, trucky front end, the body is very clean, looking like a smaller version of the old Explorer. The interior is very domestic Ford, with pleasant shapes, but a lot of hard plastic surfaces. The Escape is roomy, comfortable and has good cargo-carrying versatility. Two mainstream engines, a 171 horsepower 2.5L four and a 3L 240 horsepower V6, are available. Power can be sent to the front, or optionally, to all wheels, via a six-speed automatic transmission, or in the case of the front-wheel drive 2.5L car, a five-speed manual. The Hybrid gasoline engine churns out 153 horsepower with the electric motor providing 94 additional horsepower (for a combined nominal rating of 177 horsepower). Front-wheel drive is standard, with the on-demand all-wheel drive system optional. Properly equipped, maximum tow capacities are 682 kg (1500 lbs.) for the 2.5L and 1591 kg (3500 lbs) for the V6. Towing is not recommended for the Hybrid. Made in the United States.

Comments
Tribute
The Tribute, Mazda’s spin on the Ford Escape has a more attractive grille, dash centre stack, fabrics and cabin colour combinations than the Ford Escape. Mazda markets GX, GS and GT trim levels. There is no Hybrid version of the Tribute. Made in the United States.

Pricing
Moving up a trim level on the Tribute represents very good value. The Tribute GL is priced about the same as an Escape XLT. Overpriced Escape Limited package. All-wheel drive and the V6 are $2400 and $1600 options respectively on either version of this platform. The self-parking option is, at $450, a bargain. The Escape Hybrid Limited is priced around $11,000 more than an Escape V6. All-wheel drive is a $2400 option on the Hybrid. An all-wheel drive Hybrid Limited is priced only $3500 less than that of a Highlander Hybrid Limited 4WD-i, which is bigger, quicker and vastly more sophisticated. Despite its rapidly-aging design, Escape sales increased nearly 20 percent in 2010. Tribute registrations were about 10 percent higher in 2010 than they were in 2009.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The Escape was rated Good in the IIHS frontal, side, and rear impact tests and Marginal for rollover. Standard ABS and ESC.

What’s new
No changes of note.

Performance
The CR-V’s 2.4L four is smooth, willing and delivers good performance. City fuel mileage, while acceptable, is about the same as it is for a V6-powered Toyota RAV4. The transmission shifts decisively but it can be reluctant to downshift more than one gear at a time. The CR-V drives like a front-wheel drive car under most circumstances. The CR-V understeers during emergency maneuvers as well on snow, a reaction most drivers are familiar with. The vehicle stability system is a bit slow to react once things get interesting. Maneuverable in town due to a tight turning circle. Smoother ride due to changes made for the 2010 update. Brake performance is good despite spongy pedal feel. The CR-V was ranked behind the Toyota RAV4 in an APA comparison road test.

Reliability
Above average. Very reliable for the first five years; some drivetrain glitches can pop up after that. If you want to use steel wheels for winter tires, genuine Honda wheels are necessary because of the tire-pressure monitoring system which must be reprogrammed by a dealer (at $40 per time) whenever the tires are swapped. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
Big, clear, conventional instrumentation. Cabin and cargo space are very good on the CR-V. Only one powertrain combination, a 2.4L four hooked to a five-speed automatic transmission, is offered. Front-wheel drive is standard on the LX and EX models. An on-demand all-wheel drive unit is standard on the EX-L and optional on other models. Properly equipped, the CR-V can tow up to 680 kg (1496 lbs.). Made in the United States.

Pricing
Upgrading from the LX to EX trim level is very good value. The price and content of the EX-L trim level are in balance. The CR-V, along with the Toyota RAV4, has the best resale value in this vehicle segment. The front-wheel drive CR-V LX is priced about $1700 higher than a base front-wheel drive RAV4, an all-wheel drive CR-V EX bears an MSRP nearly $1000 higher than an all-wheel drive RAV4 Sport, but the EX-L is nearly $700 cheaper than an all-wheel drive RAV4 2.5L Limited. Good value leasing. Buyers responded enthusiastically to the revised 2010 CR-V, as sales increased by about 35 percent.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The CR-V was rated Good in the IIHS frontal, side and rear impact tests. Rated Marginal for rollover. Standard ABS and ESC.

What’s new
Tucson: 2L base L model. Selective shock absorbers added to the Limited. Price reductions.

Comments
With clear gauges, logical controls, pleasing shapes and attractive materials, the Tucson’s cabin is quite chic. Interior space is roughly the same as before, but cargo space is slightly reduced due to a less vertical tailgate. The sole engine when launched was a 2.4L four, but a 2L four joined the lineup for 2011. Power reaches the front wheels (all-wheel drive is an option) via a six-speed automatic transmission in most cases, with a six-speed manual available on the front-wheel drive Tucson. Driven briefly by the APA, the Tucson has a smooth powertrain, but the suspension needs a bit more work as the ride can get bouncy over big bumps and the car can feels tippier under certain conditions than others in this segment. Properly equipped, the towing capacity for the Tucson is 907 kg (1995 lbs.). Made in South Korea.

Reliability
New vehicle. Not rated. Predicted above average reliability. Five year/100,000 km bumper to bumper warranty on both vehicles.

Pricing
The base L manual is excellent value. The GL auto upgrade priced to value. The GLS package lacks content for the money. The Limited package is keenly priced. Unimpressive leasing incentives. The $2000 separating the Tucson GL FWD from a Honda CR-V LX FWD shrinks to about $1300 when equipment variances (alloy wheels and deep tint on the Honda; Bluetooth on the Tucson) are accounted for. The second-generation Tucson was very well received by buyers, with sales up 80 percent in 2010 compared with sales in 2009.

Safety
Seat-mounted side airbags and side-curtain airbags are standard on all Tucsons. The Tucson was a Top Safety Pick, rated Good and in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
GL Premium package. AWD 2.4L variant. Minor trim-equipment changes.

Performance
The 2.4L four is responsive in town but gets raucous and feels breathless when passing at highway speeds. The 3.5L V6 rivals Honda’s best V6s in strength, smoothness, and stirring sounds. The six-speed automatic is well matched to the engine, shifts smoothly, downshifts eagerly and has enough gears to furnish sprightly acceleration and serene high-speed cruising. Steering, braking and handling are all at or near the top of the class in this segment. The ride is a bit too jiggly, especially on V6 models. Allowing more ride absorbency would not seriously detract from the Santa Fe’s handling. Legroom is good front and rear, but tall drivers found the driving position too high up and that the driver’s seat had insufficient rearward travel. With a short bottom cushion and a bulging backrest, the front seats met with less than universal approval. The rear seat is well-placed and supportive. The cabin has clear instrumentation, logical controls, and good fit and finish. Exterior paint and panel fit are very well done. Cargo space is long, wide and very deep with the rear seat up, and generous with it folded. The Santa Fe is one of the best compact tall wagons available.

Reliability
Predicted reliability is average to above average. Some problems, notably automatic transmission failures and premature brake wear, have been reported. No tire-pressure monitors make for simple winter wheel swaps. Five year/100,000 km bumper to bumper warranty.

Comments
The revised Santa Fe offers a variety of powertrain options. The entry-level model is powered by a 2.4L four. The four can be hooked up to a six-speed manual or a six-speed automatic that is optional with the four and standard with the V6. Either engine can send power to the front wheels, or optionally, to all wheels via an “on-demand” system. Properly equipped, towing capacities for the Santa Fe are 907 kg (1995 lbs.) for the 2.4L and 1587 kg (3491 lbs.) for the larger 3.5L V6. Made in the United States.

Pricing
Overpriced automatic transmission on the GL 2.4L. The GL Premium package is conspicuous value, Limited upgrade is priced to reflect its additional contents. A Santa Fe Limited V6 all-wheel drive is priced around $1500 less than a Toyota RAV4 V6 Limited. The Santa Fe has been a major success for Hyundai. Sales were up nearly 20 percent last year, to about 29,000 units.

Safety
Seat-mounted side airbags and side-curtain airbags are standard on all Santa Fes. The Santa Fe was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

 Jeep Compass

Jeep Patriot

What’s new
Facelifted exteriors, with the front end of the Compass resembling that of the Grand Cherokee. Revised cabins with more soft-touch materials. Revised suspension and steering. Freedom Drive II dual-range all-wheel drive system is newly available on the Compass.

Performance
The Compass and Patriot are built on the same platform as the Dodge Caliber. The 2.4L furnishes adequate urge and is reasonably refined unless it is pushed really hard. The continuously variable transmission (CVT) works well as does its manual transmission mode. The 2L four, the base engine on front-wheel driver versions of this platform, develops less power but is little more frugal than the 2.4L. Absorbent ride. The steering lacks feel. Prominent road noise. Roomy cabin and cargo area. Comfortable seats.

Reliability
Below average reliability. Unproven mechanical units. Complaints have been received regarding suspension noise, oil pans and sway-bar links. Three-year/60,000 bumper to bumper warranty, five years/100,000 km on the powertrain. A Chrysler extended warranty is expensive but is recommended if you plan to keep the truck longer than three years. APA members can get a discount on the warranty when buying their vehicle from a dealer recommended by the Association.

Comments
Car-based sport-cutes dominate the tall wagon market in Canada and the Dodge Caliber-based Compass and Patriot inhabit the heart of the market. Though they look different outside, these vehicles are identical under the skin. The Compass is all soft enveloping forms, whereas the Patriot displays traditional square-rigged Jeep styling cues. Power comes from either a 2L or a 2.4L fours also seen in the Caliber and Sebring. Transmission choices are a five-speed manual or a continuously variable transmission (CVT). Power goes to the front wheels, or optionally, to a part-time on-demand all-wheel drive system. All-wheel drive is optional on both models, and a Freedom Drive II option makes them “Trail Rated”. Properly equipped, the Compass can tow 909 kg (2000 lbs.). Made in the United States.

Pricing
The base Patriot is priced $1000 less than the cheapest Compass, but the difference is mostly due to equipment not included on the Patriot. Roughly $300 separates fully equipped versions of the two nameplates. All-wheel drive is a $2200 option. The North Edition option package is expensive for what you get but the Limited upgrade is very good value. A fully loaded Limited is priced nearly $5000 less than a Honda CR-V EX-L with navigation, but will be worth a lot less after five years. Compass sales sagged by 10 percent last year but Patriot registrations increased by roughly 35 percent, for a net gain of 13 percent if the two nameplates are combined.

Safety
Standard side-curtain airbags, optional seat-mounted side airbags. Tested with optional seat-mounted side airbags, the Patriot was rated Good in the IIHS frontal, rear and rollover tests, and Marginal in the side impact test. Standard ABS and ESC.

What’s new
All-new third-generation Sportage. Turbo and UVO infotainment system introduced late in the model year.

Comments
The Sportage (Kia’s spin on the Hyundai Tucson) is visually spare and elegant compared to the busy, pudgy Tucson. It is another triumph by Kia design chief Peter Schreyer, who styled the first Audi TT and all recent Kias. The cabin is fronted by a dashboard containing big, clear gauges, as well as too many buttons for minor controls. There are large amounts of matte-finished hard plastics in the cabin. Good space and comfort in the front and the rear. Ample cargo space. Power is from a normally-aspirated 2.4L four or a 2L direct-injection turbo four with 260 horsepower. The turbo has a fuel saving 1930s style free-wheeling system that disconnects the transmission from the drive system when not propelling the car to save fuel. The base LX front-wheel drive is offered with a six-speed manual transmission, all other variants feature a six-speed automatic. Hooked to its smooth, responsive automatic transmission, the 2.4L four delivers brisk acceleration and cruises quietly. Precise steering and crisp handling. The ride, while resilient, is on the firm side.

Reliability
New vehicle, not rated. Current Hyundai/Kia products are rated average to above average for reliability. Five year/100,000 km bumper to bumper warranty.

Pricing
EX and EX Luxury trim upgrades are bargains. All-wheel drive, standard on the EX Luxury, SX and turbo, is a $2500 option on LX and EX models. Good value turbo. Sportage sales retreated about 30 percent last year, but the impressive new Sportage is proving to be very popular.

Safety
Standard seat-mounted side and side-curtain airbags. Not crash tested. Standard ABS and ESC.

What’s new
Gas hood strut added. Improved shock absorbers. A new top model, the SX, joins the model range.

Comments
Fronted by a dashboard stocked with big, clear gauges and straightforward controls, the Sorento’s cabin is a paragon of conservative, tasteful design. Two engines, a 2.4L four with 175 horsepower and a 276 horsepower 3.5L V6, are available. A six-speed manual transmission is standard with the four, but most Sorentos will send power to the wheels (front or all) via a six-speed automatic transmission. Driven briefly by the APA, the V6 in the Sorento furnishes swift, sonorous acceleration via a smooth and responsive automatic transmission. Some torque-steer on hard acceleration. The nicely weighted steering is a bit numb and though the brakes stop well, they have a soft pedal feel. The Sorento's ride is firm, but never harsh. Properly equipped, the Sorento V6 can tow up to 1588 kg (3493 lbs.). Made in the United States.

Reliability
Not rated, insufficient data. Recent Kias, including the related Hyundai Santa Fe, have had average to above averge reliability. Five year 100,000 km warranty.

Pricing
The V6 commands a price premium between $2000 (EX) to $2500 (LX). All-wheel drive will set you back $1900 regardless of which engine it receives power from. Trim upgrades represent reasonable value. Prices are the same for the base Sorento and Santa Fe, but the top Sorento is priced $3300 higher than its platform mate. Registrations of the new unibody Sorento increased 11 fold compared with its body-on-frame predecessor.

Safety
Standard seat-mounted side and side-curtain airbags. The Sorento was a Top Safety Pick, rated Good in the front, side, rear and rollover tests conducted by the IIHS. Standard ABS and ESC.

What’s new
Brake override is now standard.

Performance
The base 2.5L four delivers good performance in town and only feels winded when passing at highway speeds. The CX-7’s 2.3L four exhibits some turbo lag but most owners will only notice the swift, sure response the engine delivers at suburban and highway speeds. The engine works well in conjunction with the six-speed automatic. If the engine has a failing, it is that it sounds very pedestrian. While some buyers expect a V6 at this price, the CX-7’s turbo four provides ample performance, reasonable fuel economy, and avoids the “anchor-in-the-nose” feeling some V6 tall wagons exhibit. Ride, handling, steering and brakes are all very good. The CX-7 is a splendid open-road touring car. The front seats are substantial and supportive, and while the rear seat cushion looks a bit low, adults find the rear seat comfortable over large distances. Good air conditioning. Substantial, versatile cargo area.

Reliability
Below average reliability. Complaints have been received regarding the air conditioner, turbocharger and electronic engine controls. Three year/80,000 km bumper to bumper warranty, five years/100,000 km on the powertrain. If you use steel wheels for winter tires, the tire-pressure monitors will have to be reprogrammed twice a year at $40 a visit if you want to retain the monitor function.

Comments
The front-wheel drive 2.5L CX-7 base model hooks up exclusively to a five-speed automatic transmission. The turbo four sends its power to all wheels via a six-speed automatic transmission. Properly equipped, the CX-7 2.5L can tow up to 680 kg (1496 lbs.), while the 2.3L turbo can tow up to 907 kg (1995 lbs.). Made in Japan.

Pricing
The GX and GS Luxury packages are excellent value, as is upgrading to the GT trim level. All-wheel drive is standard on the turbocharged GS and GT models. The GX with the Luxury package is priced $3200 less than a Honda CR-V EX-L, but lacks the Honda’s all-wheel drive system, which is a $2000 option on lesser CR-Vs. The CX-7 GT is priced anywhere up to $3500 less than a comparably equipped Acura RDX. Buyers have responded to the GX’s upscale appearance and driving experience at mainstream prices, and CX-7 sales increased 45 percent last year.

Safety
Side curtain airbags are standard. The CX-7 was rated Good in the IIHS frontal and side impact tests, and Marginal in the rear and rollover tests. Standard ABS and ESC.

What’s New
Standard Bluetooth and a USB port.

Performance
While the V6 delivers strong acceleration and relaxed cruising, it sounds breathless when extended. Smooth transmission. Ride and handling are well-judged for this type of vehicle. High noise levels spoil refinement. Modern cabin styling. The dashboard layout is generally straightforward and logical. However, some found the main instruments, resting at the bottom of deep tubes, hard to read. The three-dial climate controls feel cheap. The headliner and sun visors look downmarket at this price point. The front seats are large and supportive. The rear seat cushions are a bit on the flat side, but the seats are generally comfortable, and can be adjusted fore and aft to favour rear seat legroom or cargo capacity. Good legroom, front and rear. The available third-row seat is reminiscent of a rumble seat from the 1930s, but without the legroom. Good cargo capacity, with a very low cargo bed thanks to the rear bumper that folds down like an old-time tailgate. Very good audio equipment. The overall good performance of the Outlander puts it just behind the best vehicles in its segment.

Reliability
Above average with few complaints received thus far except for some paint adhesion problems. Some very expensive replacement parts. Five year/100,000 km bumper to bumper warranty, 10 years/160,000 km on the powertrain, and 5 years unlimited mileage roadside assistance.

Comments
Two engines, a 2.4L four and a 3L V6 are available in the Outlander. All-wheel drive is optional with the four and standard on V6 Outlanders. The four is hooked up to a CVT, with the V6 linked to a six-speed automatic transmission. Properly equipped, towing capacities are 680 kg (1496 lbs.) for the 2.4L and 1588 kg (3494 lbs.) for the V6. Made in Japan.

Pricing
An all-wheel drive 2.4L Outlander ES equipped with the Sun and Sound package is priced around $800 less than a Honda CR-V EX all-wheel drive. An Outlander LS with the Sun and Sound package is priced very close to Toyota RAV4 V6 Sport. The RAV4 is quicker than the Outlander and will also have better resale value, but the Mitsubishi has a more comprehensive warranty. Outlander sales were steady in 2010.

Safety
Seat-mounted side airbags and side-curtain airbags are standard. The Outlander was rated Good in the IIHS frontal and side impact tests and Acceptable in the rear and rollover tests. Standard ABS and ESC.

What’s new
Mid-cycle remake includes a new grille, front fascia, chrome door accents, new gauges, minor trim changes and an SV trim level. The SL morphs into an AWD range-topper with a standard navigation system. Standard Bluetooth.

Performance
The 2.5L four furnishes ample power and is well-matched to a responsive continuously variable transmission (CVT). The CVT downshifts on a hill if it senses engine braking is required. The suspension strikes a good balance between comfort and control. The steering feels a bit numb, but is nicely geared and weighted. Except for road noise on coarse surfaces and pronounced pinging of salt and grit off the underside, the Rogue is a pretty quiet vehicle. The Rogue has big door mirrors; you need them as visibility to the sides and rear is limited. Well-designed cabin with big, clear instruments and logical controls. The Rogue has comfortable seats front and rear, and good cargo space below the window line. The interior is carefully assembled from attractive components. Good exterior panel fit and paint. The audio system produces pleasing sounds.

Reliability
Above average reliability. Few complaints received thus far except for imprecise fuel gauges on pre-2011 models. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain, including the CVT, which was covered for 10 years/200,000 km in 2010.

Comments
All Rogues are powered by Nissan’s big 2.5L four that sends power to the wheels exclusively via a continuously variable transmission (CVT). An “on-demand” all-wheel drive system is available. Properly equipped, the Rogue can tow up to 680 kg (1496 lbs.). Made in Japan.

Pricing
The SV upgrade lacks value, but its Premium package and the SL trim level are bargains. The SL is priced $1700 less than a Honda CR-V EX-L Navi. All-wheel drive, standard on the SL, is a $2000 and $2800 option on the SV and S trim levels respectively. Rogue sales increased about 20 percent in 2010.

Safety
Seat-mounted side and side-curtain airbags standard on all models. The Rogue was rated Good in the IIHS frontal, side, and rear tests and Acceptable in the rollover test. Standard ABS and ESC.

What’s new
New normally-aspirated twin-cam boxer engine and revised suspension. Minor facelift outside and mild cabin revisions. Revised packages and audio systems. Big price reduction on Limited and XT.

Performance
The 2.5L boxer four is smooth, flexible and a bit quieter than it was in the last Forester. Though a four-speed automatic transmission is unsophisticated in technical terms, the transmission upshifts smoothly, allows the engine to loaf at highway speeds, but can be reluctant to downshift. That said, the Forester was judged the slowest vehicle when tested by the APA against the Mazda Tribute 2.5L, the Nissan Rogue and the Volkswagen Tiguan. In typical driving, the Forester’s ride-handling compromise could hardly be better judged. However, the suspension does feel underdamped on bumpy twisty roads when carting a full load of passengers. A wayward tail in extreme maneuvers, a Subaru trait, was noted by those driving the Forester. The steering is nicely weighted and geared but little about the road surface beneath the tires is fed back to the steering wheel.

The dashboard, with alloy accents sweeping up from the dash centre stack and onto the doors, is an elegant piece of work. Big, clear instrumentation and logical, no-nonsense controls. The upper dash door panels are hard plastic. Matte paint has been applied to the upper dash and some trim on the leading edge of the upper doors, but there are a lot of hard, grainy, shiny cabin surfaces for a vehicle this expensive. The coarse headliner and hyper chalky white roof pillar trim are unimpressive. The optional leather upholstery is elegant, but the cloth seating is just average in appearance. Comfortable seating front and rear. The rear seat has a novel set of cupholders that are revealed when a central bit of the rear seat cushion is rotated 180 degrees forward. Ample cargo space. There is a multi-compartment storage unit under the cargo bed.

Reliability
Above average reliability predicted. Unproven new normally-aspirated engine. It is too early to tell whether the changes made in 2006 to the previous-generation engine used in the turbo finally cured head gasket failures. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
The Forester is now fully competitive in terms of cabin space with its chief rivals, the RAV4 and the CR-V. Properly equipped, the Forester can tow up to 1087 kg (2391 lbs.). Made in Japan.

Pricing
Trim level upgrades are all very good value this year. The super-clean PZEV engine costs only $700 more than the 2.5i with the Convenience package. The turbocharged engine commands a $2500 supplement compared with a normally-aspirated model. There is very little price difference between the Forester Touring and Honda CR-V EX and the Forester Limited and CR-V EX-L. Forester sales held steady in 2010.

Safety
Seat-mounted side and side-curtain airbags standard on all models. The Forester was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s New
The Grand Vitara model range has been reduced to a single variant powered by a 2.4L four sending power to all wheels via a four-speed automatic transmission.

Performance
The 2.4L four is no powerhouse but delivers similar acceleration to four-cylinder competitors. Despite its four-wheel independent suspension, the Grand Vitara rides more firmly than its mostly unibody competitors. Predictable handling. Precise, nicely weighted steering. Good visibility. The spare tire is mounted on the tailgate beyond the bumper line. If you back up too far, the spare will be the first point of contact, bending the tailgate and likely breaking the rear window as well. The low cargo bed floor allows a lot of gear to be stowed below the window line. The rear seatbacks are split 60/40, but the bottom cushion is one piece. The rear seat folds and then tumbles vertically against the front seat when maximum cargo space is required. Comfortable seats, with good legroom front and rear. Big clear instruments and logical controls. The cabin is carefully assembled from attractive components. Quick heating and defrosting. Good paint and panel fit.

Reliability
Not rated, insufficient data. Suzukis have generally been acceptably reliable. High prices for some parts. Uneven dealer network for service. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km powertrain warranty.

Comments
The Grand Vitara features a frame welded to a unibody structure similar to that pioneered by Jeep on the 1984 Cherokee. The Grand Vitara is powered by a 2.4L four that sends power to all wheels via a four-speed automatic transmission. Properly equipped, towing capacity is 1360 kg engines (3000 lbs.). Made in Japan.

Pricing
Trim upgrades reflect the value of additional content. Grand Vitara sales retreated about 15 percent last year, and will likely drop this year due to the disappearance of the V6 engine.

Safety
Seat-mounted side airbags and side-curtain airbags standard on all models. The Grand Vitara was rated Good in the IIHS frontal impact test, Acceptable in the side impact and rollover tests and Marginal in the rear impact test. Standard ABS and ESC.

What’s new
All-wheel drive is now standard with the V6. New high value Touring package. A rear-view mirror back-up camera has been added on selected models. Standard brake override.

Performance
The RAV4’s big V6 furnishes acceleration and passing power previously unavailable in a compact sport utility vehicle. Access to this startling power is through an overly-sensitive throttle pedal, making the RAV4 hard to drive smoothly in town. The automatic transmission shifts smoothly and downshifts obediently. High gearing allows the engine to loaf at 1750 rpm at 100 kilometers per hour. Effortless performance and relaxed high-speed cruising deliver fuel economy only one litre-per 100 km higher than a four-cylinder Honda CR-V. The four-cylinder RAV4 performs well but it works harder, which lessens refinement. Confident handling does not come at the expense of ride, which is good over most surfaces. The electric power steering is nicely weighted, precise, and passes along tactile road-surface messages to the driver. The brakes are strong, easy to modulate, and don’t engage the ABS system unnecessarily. The vehicle stability system doesn’t intervene too soon but works effectively once it determines help is needed.

Reliability
Above average. Problems experienced by early owners of this generation of RAV4 appear to have been successfully eliminated. Below average prices for factory replacement parts. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
Unless you opt for the Sport Appearance package, the RAV4’s spare tire is still slung onto the back of the tailgate, past the bumper, ready to bend the tailgate and break the rear window for those having a ‘bad parking” day. The side hinged tailgate door is set up for right-hand drive markets. The RAV4’s flamboyant cabin styling won’t suit everyone, but it has clear instrumentation, and logical, easily-accessed controls. Design aside, the RAV4’s interior is roomy, comfortable and ample cargo capacity is allied to good versatility. Both engines, a 2.5L four and a 3.5L V6, can send power to the front wheels or to an optional on-demand all-wheel drive system via an automatic transmission. Properly equipped, towing capacities are 680 kg (1496 lbs.) for the four, and 1587 kg (3491 lbs.) for the V6. Built in Canada.

Pricing
The Sport version is overpriced but the supplement demanded for the Limited is in line with the value of its content compared with the Sport. The Touring Value packages (on base models) are bargains and best values of the lineup. RAV4 and CR-V pricing is too close to influence a buyer this year. RAV4 sales receded about 10 percent last year.

Safety
Seat-mounted side airbags, side-curtain airbags are standard. The RAV4 was rated Good in the IIHS frontal, side and rear tests and Acceptable for rollover. Standard ABS and ESC.

What’s new
New audio system and Media interface. Vinyl replaces cloth seating on 4Motions.

Performance
The Tiguan’s turbocharged 2L delivers sparkling acceleration along with impressive flexibility and refinement. The six-speed automatic, equipped with a Sport mode as well as a manumatic function, works well most of the time, but downshifts need more coaxing than they should. The Tiguan’s suspension, with a well-damped ride and secure handling in everyday driving, excels on bumpy winding roads, where it feels like a sports sedan. The cabin features big, clear instruments, logical controls, multi-adjustable supportive seats, ample space, and elegant fabrics and plastics. Good cabin airflow through the numerous dash vents. Powerful air conditioning and impressive sound systems. Good exterior paint and panel fit. Plastic lower-body cladding will resist road abrasions and scuffing. In an APA group test including the Mazda Tribute, the Nissan Rogue, Subaru Forester and the Tiguan, the Tiguan was judged the best vehicle of the quartet by a wide margin.

Reliability
Volkswagen products have improved and predicted reliability is average. Expect heavy servicing costs. Some complaints regarding defective ignition coils and sludge plagued engines. Four year/80,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
The Tiguan is marginally longer, wider and taller than the previous-generation Jetta it is based on. VW's ubiquitous turbocharged four is the exclusive power plant for the Tiguan. A six-speed manual transmission is available on the front-wheel drive variant, but most cars will be fitted with Tiptronic-equipped six-speed automatic, which is the sole choice for 4Motion all-wheel drive buyers. Properly equipped, maximum towing capacity is 998 kg (2196 lbs). Made in Germany.

Pricing
All-wheel drive, standard on the Highline, is a $2000 option on Trendlines equipped with automatic transmission. Upgrading to the Comfortline trim level is conspicuous value. The supplement VW asks for the Highline reflects its additional content not included in the Comfortline model. Good value Cold Weather package. The Tech. package is priced to value. Overpriced Sport and Connectivity options. Premium pricing isn’t scaring off buyers, as Tiguan sales advanced more than 10 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The Tiguan was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.