However, I can reveal her chosen name and surname were preceded by the title of “Her Ladyship” – very aristocratic, unlike yours truly.

Following that pompous partial name drop, it should be said that her assessment of the vehicle was a very down-to-earth, “a lovely ride.”

Okay, now for my assessment as to why this classy plug-in hybrid SUV is worthy transport for the aristocracy and a family of six, which is probably its main market.

Firstly, it looks the part with its sleek exterior profile and easy accessibility.

There’s a tendency among today’s sport utes to raise the standing to the point where you step up and clumsily climb in, especially at the back, whereas the Corsair is definitely a graceful step-in front and back entry. Appropriate for my distinguished passenger.

The interior is luxurious with standard leather seating, which offers good support and is especially appreciated up front where the available 24-way adjustable seats offers a massage for that fifth hour on the road.

I don’t stop until the destination is reached or when the screams from the back seat become an overbearing distraction. But for noisy grandkids in the back, it’s a quiet ride in EV or gas mode, with bumpy, rough U.S. roads barely penetrating one’s eardrums.

The large touchscreen display is horizontal and centrally placed. Regrettably, in my opinion, it looks likely the next version will grow massively wider and dominate the front. The current screen, offers easy touch operation with connectivity to iPhones and Android devices.

Choosing a listening selection was a challenge given the status my passenger, doubting she would be delighted with sounds from Ozzy Osbourne. I thought about “Land of Hope and Glory” but settled for BBC World News.

Her ladyship didn’t arrive loaded with baggage so the cargo space of 962 litres was barely used. Earlier, I had visions of having to lower the rear seat to get an 600-plus litres of space to fit in a couple of trunks.

From the chauffeur’s point of view, the drive was good on short trips around town – easy to park above and below ground in those narrow spots favoured by money-grabbing parking facilities.

A longer later journey with “commoners” aboard – family – was not a performance experience, with the responsiveness not top notch in long curves. That said, I doubt most folks will be as picky as me about such subtleties.

As is now standard with such premium brands, the car is loaded with driver-assist safety technology that truly proves its worth on busy highways frequented by unpredictable drivers.

The full EV mode will likely give way to gas power after around 40 kilometres in ideal conditions, which is less than some competitors but likely sufficient for most people’s urban errands.

And there’s more than adequate premium gas power under the hood. The GT uses a 2.5-litre four-cylinder engine, matched to an eight-speed auto transmission. When operating in the efficient hybrid mode, the engine generates 266 horsepower. The non-hybrid, lower-class (snob) Corsair trims are powered by a 2.0-litre turbocharged engine pumping out 250 horses.

For comparison, the PHEV consumes about 6.9 L/100kms in the city, 7.4 L/100kms on the highway, and 7.1 L/100kms when combined. The pure gas version turns in numbers of 11.2 L/100kms in town, 8.3 L/100kms on the highway and 9.9 L/100kms combined.

Pricing for the Corsair, which comes in three trims, pleasantly surprised me.

The sticker price ranges from $49,300 for the Premiere AWD to $59,990 for the Reserve AWD. The most expensive in the lineup is the test vehicle, the Grand Touring AWD, which starts at $59,990, but add more tech goodies and you’re shelling out 70 grand and more. In fact, the tester added more than $16,000 in goodies and came in at $80,760.00 with freight charges included.

To be fair that’s not out of line with competitors and I didn’t reveal to Her Ladyship that she had been riding in an almost bargain basement set of wheels.

keithrmorgan@hotmail.com

Sort of joking.The compact ute and yours truly go back a long way. We were first introduced when it was a newborn back in early 2007 at the Detroit International Auto Show. And a few months later we were reacquainted when it found its feet and toddled into Canada, where I got to take it for a run.

From the word go, it was a worthy entry to the then emerging compact ute segment. Over the years the all-wheel drive, five-seater has continued to get better with successive editions.

In 2014, I took part in Nissan’s ‘Altimate Rogue Trip,’ which showcased the 2015 Nissan Altima and Rogue on a seven-day, 4,000-kilometre journey, from Chicago to Santa Monica, along the historic Route 66.

The roadworthiness of both vehicles was certainly put to the test and neither was found wanting. However, perhaps the new feature that has stuck with me was the so-called ‘zero gravity’ seats. The words of the Nissan techno-bods best describe the innovation.

“Ergonomic technology was utilized to analyze, measure and verify fatigue reduction and comfort, leading to the NASA-measured ‘neutral posture.’ In a weightless scenario, human posture is weakened and the burden on the body is at its least, meaning posture does not collapse even over long periods and you are less likely to become tired. By applying this neutral posture to a car seat, it alleviates feelings of fatigue from sitting for long periods of time.”

Fancy words, but it truly works and a feature I put to the test in other long distance travels in successive years. Of course, the passage of years experienced by my bod certainly now challenge the effectiveness of the seats, however, when measured against other similar vehicles I’ve driven of late, it still makes journeys of four and five hours more than tolerable.

Yes, I keep on going until the checkered flag waves and a destination bathroom beckons.

In 2022 the Rogue arrived missing a cylinder. Well, that’s how smart asses (like me) described the three-cylinder engine. I ate my words: good fuel consumption and in performance it clearly didn’t need a fourth cylinder for company.

I tested the Platinum version this time and can report the three-cylinder, 1.5-litre engine is no way underpowered and pumps out the power of 201 horses. It uses variable-compression technology that adjusts the turbocharger to prioritize fuel economy or power, based on your driving style.

You can expect to use 8.4 L/100 km in the city and just 6.7 L/100 km on the highway.

A hybrid version is expected soon. Bring it on.

By the way, the Platinum offers the optional ProPILOT Assist 2.1 – woo hoo, Nissan cautiously advises “attentive drivers” can drive hands-free on the freeway! Well, as long as you stick to one lane.

Let’s get superficial: the Rogue is not going to turn heads. It’s chunky but not ugly.

That look means the interior is roomy and indeed there’s 36 cubic feet of cargo space behind the rear seat and 74 cubic feet with the rear seat folded.

The interior is classy and upfront offers a choice of eight-inch and 12.3-inch infotainment touchscreens with simple controls. The Platinum trim has quilted leather seats, a heads-up display, heated rear seats and an upgraded infotainment system.

All but the base S model get an eight-way power driver’s seat. Heated front seats, a heated steering wheel or either optional or standard on all but the base.

Before taxes and freight changes, the 2025 Nissan Rogue is on-sale with a starting $33,998 for the S. The SV has a sticker price of $37,898. The SL upgrade takes it up to $43,298, while the Platinum requires a cheque for $45,598.

keithrmorgan@hotmail.com

Oh wait, they also make a sedan for regular folks, more focused on the daily drive? Well, bring it on.

The K4 is the replacement for the trusty if boring looking Forte and its sleeker profile and distinctive rake back makes it a bit more of a head turner in appearance than its predecessor.

Maybe that’s faint praise but when it comes to a daily drive I’m not sure attracting envious glances from your neighbours is a high priority.

The EX model tester came with a 2.0-lire, four-cylinder engine that generates 147 horsepower, and is matched to an automatic continuously-variable transmission (CVT) – dubbed IVT by KIA because it says its intelligently variable. Ok.

The 2.0-litre is rated as typically using gas at the rate of 7.3 L/100 km in combined city/highway driving. That’s can’t hurt the family’s monthly transportation budget. In other trims, an available turbocharged 1.6-litre four-cylinder cranks up the power to 190 horses, courtesy of an eight-speed automatic transmission. But sips more gas.

Its slightly sportier appearance doesn’t translate to the performance but then again, does it need to?

The gearshift set up is traditional rather than through button control. Steering is light touch but offers enough feedback for the driver to take the curves and corners smoothly.

No burning rubber takeoffs but it gets to the desired passing and cruising speeds but just at a slower pace, you might say.

All trims come with emergency front braking, adaptive cruise control with a stop-and-go function, which is truly a blessing in congested traffic.

When the car in front stops so do you without lifting a finger or foot and it gets underway as the car ahead takes off.

Other safety tech includes lane-keep assist, driver attention warning and rearview camera. Blind-spot monitoring with rear cross-traffic avoidance is on all trims except the base LX.

The bargain starting prices in the low 20s for the K4 range precludes the trendy all-leather look but the hard plastic excess is not a put off. It still looks good and think of it this way – a wet rag soon restores its sparkle.

Its inner tech is more than adequate for the commute with all versions featuring the now typical tablet-style infotainment screen, displaying a digital instrument cluster and a touchscreen which offers the choice of Apple Car Play or Android Auto. A wireless charger is standard on the EX model and above.

Get this. Even the entry-level LX has heated front seats and “my” EX added a very desirable heated steering wheel. The seats were supportive and comfortable on a longer drive. I would have welcomed a power-adjustable driver’s seat but you have to get into the turbo editions for that semi-luxury.

On a practical level how many people of different dimensions drive your car? If it’s you alone then you adjust once!

My distant memory recalls not a lot about my previous Forte experience but the legroom seems to have been improved. I liked the cupholders which include inserts that adjust to hold smaller or larger cups more securely.

Rear stowage is more than adequate for the weekend’s Big Shop. In fact, the K4’s 413 litres of trunk space is only six litres less than the ultra-popular and Honda Civics. That’s eight bottles of wine but then KIA probably doesn’t rate trunk space the same way as I do.

The K4 is blessed with hard buttons for climate controls and infotainment menus. I’m the one saying it is a blessing. I find screen controls just too distracting some times.

In wrapping up, watch for a hatchback in the near future as one exists in the land of its birth and you have to think a hybrid is on the horizon.

Here’s the pricing for 2025: LX – $23,995; EX – $26,495; EX+ -$27,995; GT-Line Turbo – $31,495; GT-Line Turbo Limited – $34,495.

I managed to parallel park, with impatient drivers to my rear, between an ugly, raised mud-splattered truck and one of those bland sedans without scratching the low-profile rims.

“It looks very masculine, is it yours?” he asked, as his Labrador Rretriever brushed by the front wheel, shedding a little of its golden coat on the tire.

His opening line convinced me that it wasn’t my motoring manoeuvre that impressed. But was he now questioning my masculinity? Surprised that a bespectacled, old fogey like me could be found behind the wheel of such a handsome beast?

Clearing my throat, I mustered my deepest, bass voice to inform it was not my car but I was doing a test drive. With that he just walked off: at least I didn’t have to engage him at length in my newfound basso profondo voice.

The QX80 is frequently described as Infiniti’s luxury flagship; no argument there. Interestingly, when the Infiniti line was launched back in 1989 it was often placed in a fictitious category of ‘semi-luxury’ cars as an alternative to those superlative European models. The upmarket Nissan line – there’s another one of those cautious descriptors – was in good company with the likes of Lexus (Toyota) and Acura (Honda). And now we can add Genesis (Hyundai) to that list.

As confidence and sales grew dramatically they became Premium models but this year’s QX80 is firmly on a par with the famed Euro rivals such as BMW and Audi.

The QX80 is designed to make passersby stop and stare but more importantly it offers a thrill ride on back country terrain and smooth highways that lives up to its Sport Utility Vehicle designation.

The previously mentioned masculine looks are accentuated by the BIG grille, front splitter towards the bumper and chunky rocker panels setting up the doors on each side. The large visible quad exhaust pipes signal power under the hood.

Yes, the twin-turbo 3.5-litre V6, mated to a nine-speed auto transmission, lives up to the visible promise, and outperforms the previous V8. It features an all-new turbocharger system and exhaust, putting out more than 450 horsepower and 516 lb-ft of torque.

The power performance on the highway was expected but in-town driving surprised a little. It is a big beast but the commanding view offered, plus the surround view cameras certainly eased my earlier described parking manoeuvre. Shoot! Now my secret is out.

You’ll love the invisible hood view feature when you get off road and head to grandma’s summer cottage. Using advanced image processing an image of what’s directly underneath the vehicle is projected onto the in-car display, helping in the avoidance of such hazards as rocks and gulleys.

All those helpful views are seen through a pair of configurable 14.3-inch screens displayed together behind a single pane. Easy to operate and infotainment systems pairs nicely with your iPhone or Android cell phone. Age giveaway: Led Zeppelin loved the 1,200-watt Klipsch premium audio system, which blasts through 14 speakers in the base QX80 and 24 speakers in the top two trims.

The interior has leather everywhere inside though personally that’s not a must-have. Ten pleased my creaking back as did the power lumbar support and bolsters. But the ultimate luxury was the massaging seats.

The second and third rows will seat another six folks but a three-some will be very cosy in the third row, so to speak. Lots of luggage space and unless you are going away for two months I can’t see a need to lower that third row.

It’s a must-test for anybody looking for a roomy and versatile sports-ute.

Ok, getting down to brass tacks, to quote my tight-fisted grandpa. Fuel economy is not bad given the size of the QX80. It’s rated at 15.1 L/100kms in the city, 12.2 L/100kms on the highway, and 13.8 L/100kms combined.

The price range is $104,995 to $124,995 and my Sport tester came in at $119,745 plus $2,500 freight.

keithrmorgan@hotmail.com

They’re just not me. You have to have hair, tattoos and be under 40 to drive these beasts on big all-wheel-driven wheels, don’t you?

But I took one look at the new-generation Tacoma hybrid and decided it was perfect to drive to – yes, you guessed it – Tacoma, Washington.

Hey, it was the thought of driving a greenish version of what are normally gas guzzlers. I’d still have some green cred, though the absence of body adornments and exploding follicles would deny me street cred…

The five-seater Double Cab, as Toyota calls it – think four-door crew cab, as others describe this configuration – offers loads of room for four or five bruisers. I mean muscular young guys.

And out back, the tester had a five-foot bed to fill with construction equipment or nothing if you just like the look, as so many young folks seem to. Acres of room and I would have struggled to fill it even with my typical Big Shop at Tacoma Costco and Trader Joe’s. The cab offered enough stowage.

Under the fearsome-looking hood lies a turbocharged 2.4-litre, four-cylinder engine with hybrid system. Toyota has named it i-Force Max, which seems appropriate for a power plant that generates 326 horsepower and 465 lb-ft of torque, smoothly moved along by an eight-speed automatic transmission.

Depending on the driving conditions, it switches between gas as its fuel to pure electricity or a combination of the two.

After a good walk around, I tossed my travel case into the second row then stepped up into the cab. After firing up the engine, I instantly realized though this may be a slightly green incarnation, it roared like a full-blooded V8 version of old. Perhaps if I’d rolled up the window the roar may have softened.

As I pulled onto the freeway, I could feel my voice deepening, and by the time I reached the border I would have been welcomed into any choir looking for someone to sing the bass bits.

Good job because the young U.S. border guard was ready to grill me. He wanted to know everything about the Tacoma. He asked where my review would be appearing because he pledged to read it. Online of course.

I know every pothole and road surface break between Blaine and my destination and the Tacoma smoothed out generally what can be a bumpy ride. There was an absence of road noise, which I didn’t hear between tracks, during my two-hour tribute to the dearly departed Ozzy Osbourne.

Slid past and looked down on the boring sedans along the way. The drivers looked up at me with envy in their eyes. Well, the guys under 40 did.

The truck has the suite of safety features that we have come to expect in higher-end versions of any vehicle sold today. The driver-assist features include full-speed adaptive cruise control, blind-spot monitoring with rear cross-traffic alert, emergency front braking, lane departure alert and lane tracing assist, to name but a few of what’s offered to keep you safely on the straight and narrow.

Not surprisingly, the tech extends to the dash. The Hybrid had an available 14-inch centre touchscreen with wireless connectivity that’s friendly with iPhones and Android devices. The wireless charger was most appreciated as I hate messing with cables. That said, those who are not similarly troubled will like the dual USB-C charging ports.

Ok, let’s talk about the other green concern. Fuel consumption.

The Hybrid will likely consume gas at an average of 10.3 L/100km (city), 9.7 L/100km (highway), and 10.0 L/100km combined. Good for a full-size truck.

The sticker price starts at $64,740. It can be upgraded to the TRD Off Road Premium version for an additional $1,915, while the performance oriented TRD Pro is a big and costly upgrade for another $14,084.

keithrmorgan@hotmail.com

Still, been up for a while – well-rested, mind buzzing – and resistance is futile. It’s the full embodiment of the “early to bed, early to rise” mantra. Fortunately, there’s a silver lining to this pre-dawn energy surge, and it just so happens to be Ceramic Metallic.

Enter the 2025 Mazda3 GT Turbo AWD.

With a potent 250 peak horsepower at 5,000 rpm (on 93 octane) and a sunrise about to happen in minutes, the mission in life is clear. Leave on the pajamas, get in the car, give the metallic knob, just to the right, a gentle nudge upwards, and chase the sun.

Coffee?! No need when you have your own boost of espresso underneath your right foot. The Mazda3 GT Turbo is more than enough to get you right and perky, regardless of time of day. It stems from the SKYACTIV-G 2.5 T engine with Dynamic Pressure Turbo (DTP). This $2,400 upgrade brings the kind of enthusiasm that turns an everyday commute into something more.

Matched with a SKYACTIV-Drive 6-speed automatic transmission, the Mazda3 GT Turbo glides smoothly through gears and over pavement. The optional i-ACTIV AWD system ($2,000) adds confident traction, whether you’re climbing a rain-slick mountain road or navigating icy winter streets. This car doesn’t just go – it grips, sprints and carves.

While climbing the sinuous North Shore roads, being behind the wheel teleported me on a trip down memory lane. Specifically, back to 2003, when I took my first of many turbocharged Mazdas for a spin. The 2003.5 Mazdaspeed Protegé to be exact. With its A Garrett T25 turbocharger, Kenwood-Excelon CD/MP3 audio system (oh yeah!), and unmistakeable Blazing Yellow Mica hue, it reminded me of how a great, boosted Mazda makes you feel: present, energized and hungry for more road.

And though I crested the mountain under clouded skies, not quite catching the sunrise I hoped for, I couldn’t help but smile. Because the Mazda3 GT Turbo had already delivered the real payoff: the joy of the drive.

On the outside, the GT Turbo distinguishes itself from the rest of the Mazda3 lineup with several design details that signal its performance pedigree. The larger-diameter exhaust outlets hint at the power within, while the Jet Black Mica finish on the side mirrors adds a subtle contrast to the body colour. Turbo badging appears on both the hatch and the engine cover, leaving no question about what’s under the hood. The car sits on sharp-looking 18-inch black alloy wheels that tie the whole look together.

Step inside, and the Mazda3 GT Turbo continues to impress. The 10.25-inch full-colour display, equipped with Mazda Connect, Apple CarPlay, and Android Auto, makes accessing audio, navigation and rearview camera functions seamless and intuitive. The available Garnet Red leather upholstery – a $250 upgrade – wraps the seats in a deep, rich hue that feels both refined and slightly daring. The seats themselves offer solid back and leg support, and the cabin has a welcoming, body-hugging feel that’s made for the long haul.

Comfort continues with a heated leather-wrapped steering wheel and shift knob, as well as heated front seats that take the edge off chilly Canadian mornings. The driver benefits from a 10-way power-adjustable seat that makes it easy to dial in the perfect position. And when it comes to cargo, the Mazda3 offers 374 litres of space behind the rear seats and up to 940 litres with them folded down – plenty of room for gear, groceries, or weekend luggage.

The Mazda3 GT Turbo feels planted and responsive. Its independent MacPherson strut front suspension and rear torsion beam help it absorb bumps like a hero while staying composed and connected to the road. Passengers gave it two enthusiastic thumbs up – not just for the ride quality, but for the overall vibe and craftsmanship of the interior.

Mazda has long nailed the balance between practicality and performance, but the GT Turbo edges closer to something more rare: a true driver’s car that also happens to be your daily. It’s refined, road-hugging and just plain fun.

The base MSRP for the 2025 Mazda3 GT Turbo starts at $33,700. The price as tested, including the optional engine, AWD, paint, and upholstery (a total of $4,950) and delivery charges of $1,995 (excluding taxes) is $40,645.

That list includes the second-generation Chevrolet Trax, now in its sophomore year.

Compared with the original, the 2025 Trax, which originates from a General Motors factory in South Korea, is an engaging vehicle that bears some resemblance to the midsize Blazer and the subcompact Trailblazer. The Trax is arguably better looking than both. The roofline gently tapers to meet the slanted hatchback and intricately designed taillights. Black side mouldings give the Trax an air of ruggedness.

Compared with the Trailblazer, the Trax about five inches longer and has a two-inch advantage in distance between the front and rear wheels. That makes it the smallest utility vehicle in the lineup. The Trax also leads in cargo capacity behind the front and second row of seats.

Compared to the previous edition the Trax’s increased length has resulted in three inches of additional rear legroom, which is always appreciated in vehicles of this stature.

The interior is highlighted by a digital gauge display that nudges up against the eight-inch or optional 11-inch infotainment screen that’s canted toward the driver. Both are equipped with Apple CarPlay plus Android connectivity. The floor shifter’s shape and position are said to be ”ergonomically optimized” compared with the original.

The Trax uses a turbocharged 1.2-litre, three-cylinder engine with 137 horsepower and 162 pound-feet of torque. That’s a reduction from the previous model’s turbo 1.4-litre four-cylinder that made 155 horsepower and 177 pound-feet.

Despite the reduction in horsepower the engine performs in a lively manner in city traffic but does require patience when accelerating to highway speeds.

Unlike the previous generation, the new Trax is strictly front-wheel-drive. The reason, according to Chevrolet, is that about 70 per cent of buyers who purchased the original Trax selected front-wheel-drive versions.

As before, a six-speed automatic transmission is standard with all trims.

Fuel consumption is rated at 8.5 l/100 city, 7.6 l/100 km highway and 8.1 l/100 km combined.

Towing capacity is rated at 1,500 pounds (680 kilograms).

The base Trax LS starts at $27,900 including destination charges. It’s one of five trim levels that include the 1RS, LT, 2RS and Activ.

Along with the essential gear, the LS comes with several dynamic-safety technologies such as automatic emergency braking (including front pedestrian braking), forward-collision alert, lane-keeping assist with lane-departure warning and automatic  high-beam headlight control.

Blind-zone and rear cross-traffic alert, and rear park assist are optional. 

All upper trims include remote start plus heated front seats, steering wheel and outside mirrors. There are also seat covers that are unique for each trim.

The top-tier 2RS and Activ arrive well equipped with navigation, wireless phone charging, automatic climate control, power-adjustable driver’s seat and 18- or 19-inch wheels (17s are standard). Their exterior trim – black for the 2RS and titanium for the Activ – are also unique to each.

As compact utility vehicles go, the Chevrolet Trax should provide sufficient space and comfort to satisfy budget-constrained buyers. Add fuel economy into the mix and the Trax equals or bests similarly sized and priced competitors including the Nissan Kicks, Hyundai Venue and Kia Soul.

The fourth-generation Sienna that arrived for 2021 received a complete makeover, encompassing every aspect of the minivan. Behind the wide-mouth grille (apparently inspired by Japan’s extra-quick Bullet Train), the bodywork reveals an origami of creases and curves that stands in stark contrast to previous Siennas. The design, which remains unchanged for 2025, might not be to everyone’s liking, but there’s no denying that the minivan stands apart from its peers.

The body panels are attached to Toyota’s TNGA-K platform that Toyota uses to support several of its models, including the Camry sedan and the RAV4 and Highlander utility vehicles.

The interior appears more like a premium passenger car than a minivan. A unique “flying bridge” centre console rises to connect with the base of the dashboard and provides extra stowage space beneath the shift lever. The upright 8.0- or available 12.3-inch touchscreens positioned beside the digital gauge cluster is relatively easy to operate.

A traditional enclosed cubby is located between the front-seat armrests. There are also up to 18 cup and bottle holders dispersed throughout the cabin.

The Sienna’s eight-passenger capacity is reduced to seven with the available second-row high-back bucket seats (with optional fold-out ottomans) that can be adjusted fore and aft for increased stretch-out room or to maximize access to the third row.

Aside from the styling, the Sienna’s most dramatic aspect is the standard hybrid powertrain consisting of a 2.5-litre four-cylinder engine plus two electric motors. The system delivers a net output of 245 horsepower.

Fuel consumption is rated at 6.8 l/100 km in combined city/highway driving. That compares with the Kia Carnival hybrid minivan’s 7.2 l/100 km and the Chrysler Pacifica plug-in hybrid’s 8.0-l/100 km. It also outperforms the non-hybrid Honda Odyssey’s 8.0 l/100 km.

The Sienna’s hybrid power system is linked to a continuously variable transmission that directs output to the front, or to all four wheels in all-wheel-drive models. That option adds an electric motor located at the rear wheels. 

A standard mode selector that controls drivetrain performance can be set to Normal, Sport (for low-end torque), Eco, or EV. The latter provides a limited amount of electric-only driving at low speeds before the internal-combustion engine automatically engages.

The Sienna’s on-road performance is adequate for most situations, as is the 3,500-pound (1,590-kilogram) tow rating. Over rough road surfaces, however, the ride can be somewhat jarring.

Pricing for the base Sienna LE – one of four available trims – is $51,200, including destination fees. The equipment list includes tri-zone climate control, eight-way power-adjustable driver‘s seat, wireless phone charging and power-sliding side doors. A reasonably complete range of dynamic safety items are also included.

The LE plus other trims are fitted with 18-inch wheels, while the top-level Limited trim gets 20-inch two-tone versions.

The midgrade (and sportier) XSE trim comes with second-row captain’s chairs, easy folding/stowing third-row seat, unique front and rear bumpers plus firmer suspension settings.

Among the myriad equipment offered on up-level trims is four-zone air conditioning, premium 1,200-watt 12-speaker JBL-brand audio system with navigation, a camera-based digital rearview mirror, and a vacuum and a built-in refrigerator.

Parents of small children or those wishing to communicate with back-seat passengers will enjoy the available Driver Easy Speak, which is basically a public-address system that works through the rear speakers.

With comfortable accommodations and stowage capacity for the entire family, the Sienna presents itself as the minivan to beat among the short list of competitors. Factor in the hybrid system’s top-rated fuel efficiency and you would be hard-pressed to find a better all-around performer for helping with around-town tasks as well as long-distance outings.

READ MORE: Explore the 2025 Subaru Forester

Subaru touts the five-passenger Forester as “all new,” but that’s a bit of a stretch considering the degree of commonality it has with the 2024 edition. Still, there are several areas of change that are likely to increase the Forester’s appeal.

The 2025 model retains the same basic shape, but most noticeable is the redesigned nose and grille that give it a rugged appearance. The doors have a more straightforward design that contrast with the fenders and their pronounced bulges. The liftgate has a mostly similar look but the redesigned taillights are now positioned below the reshaped roof pillars.

The updated Forester’s key dimensions, including passenger and cargo volume, have increased only slightly.

The interior is also a familiar spot, but the dashboard is now offered with an 11.6-inch touch-screen display with navigation, Apple CarPlay and Android Auto connectivity. A 7.0-inch screen remains standard. The front seats have been redesigned for improved comfort and the cabin is claimed to be quieter.

According to Subaru, the Forester’s basic architecture has been made 10 per cent stiffer with improved welding and more structural adhesives. The suspension has been retuned for a more comfortable ride while still providing 22 centimetres of ground clearance. A new steering rack based on the version used in the sporty Subaru WRX sedan has also been installed.

The standard 2.5-litre four-cylinder engine makes 180 horsepower and 178 pound-feet of torque. It’s linked to a continuously variable transmission (CVT) with available paddle shifters to control eight preset ratios. Fuel economy is rated at 9.1 l/100 km in the city, 7.2 on the highway and 8.2 combined.

A hybrid power system option is reportedly in the works for the Forester, but it likely won’t be available until the 2026 model year.

All-wheel-drive is standard, as it is for all Subarus except the BRZ coupe, which is rear-wheel-drive. For the 2025 Forester, the system has active torque vectoring that applies light braking to the inside front wheel when turning, which makes for more precise cornering.

Standard on all but the base trim is a driver-selectable hill-descent mode that maintains a fixed speed when travelling down a steep incline.

The base Forester starts at $34,900, including destination charges. It comes with the usual equipment plus roof rails, remote keyless entry and welcome spotlights. These are built into the outside mirrors and illuminate the front door handles when you unlock the doors at night using the fob. The dual-zone climate control system is designed to focus primarily on occupied seats for improved efficiency.

Subaru’s basic Eyesight technology suite comes standard and includes collision avoidance, rear-seat passenger reminder and pedestrian/cyclist detection. You’ll need to select one of the pricier trims – there are four more – to get blind-spot detection with rear-cross-traffic alert, 360-degree surround-view camera, drowsy-driver alert, reverse automatic braking and lane-change assist. The same goes for automatic emergency steering control that helps avoid a collision at speeds below 80 km/h.

For 2025 Emergency Stop Assist, which is part of the adaptive cruise control, is available with the Forester. It’s automatically activated if the driver fails to respond when it determines a collision with a person or object is imminent. 

Another Forester option is a hands-free power liftgate that opens and closes by extending your foot beneath the bumper. This is handy when your arms are loaded with grocery bags or other items.

Steady improvements have kept the versatile Forester attractive to buyers over the years. The updates might be considered minor for 2025, but the cumulative effect is a more refined all-season machine that could prove the ideal solution for buyers.

Compared to the one-level-smaller RDX, the MDX is more than 30 centimetres longer overall and has a 15-centimetre advantage in distance between the front and rear wheels. The MDX also leads the way in cargo volume and can also tow up to 5,000 pounds (2,270 kilograms) compared to the RDX’s 1,500-pound (680-kg) max weight.  

For 2025 the MDX has received some styling updates, including the bumpers, wheels plus new headlights and taillights. There’s also a new “diamond pentagon” mesh grille design. The changes improve on the already attractive yet understated bodywork that has slowly but steadily evolved over the years into a recognizable form.

The interior gets a new and enlarged floor console, but perhaps the best news is the built-in console’s annoying touchpad has been replaced by a more user-friendly 12.3-inch touchscreen containing Google built-in, Apple CarPlay and Android Auto connectivity. It’s matched with a 12.3-inch configurable driver’s gauge display.

The third-row seat is a tight squeeze for adult-sized riders, but access to it can be made a bit easier by removing the second-row bench’s middle section, thus creating sliding and folding dual captain’s chairs.

The MDX’s base sound system comes with two additional speakers (for a total of 11) while the previously optional ELS stereo has been replaced by a Bang and Olufsen sound system with up to 31 speakers.

Lastly the MDX receives additional insulation to help make the cabin a quieter environment.

The MDX’s propulsion systems carry over unchanged for 2025, starting with a 3.5-litre V-6 that pumps out 290 horsepower and 267 pound-feet of torque. Stepping up to the Type S Advance puts you in command of a turbocharged 3.0-litre V-6 that delivers 355 horsepower and 354 pound-feet. A 10-speed automatic transmission with paddle shifters is standard with both engines.

All-wheel-drive is standard on both the base V-6 and on the turbocharged version.

Fuel economy rating for the base V-6 is 12.6 l/100 km in the city, 9.4 on the highway and 11.2 combined. The Type S is rated a 13.8/11.2/12.4.

MDX base pricing starts at $71,700, including destination fees for the base Tech trim. It comes with the expected premium-grade content such as tri-zone climate control, 12-way power-adjustable heated front seats with driver‘s seat memory settings, panoramic moonroof and ambient cabin lighting. As with all trims the range of active safety content – including traffic-sign recognition and automatic high-beam headlights – is extensive.

The options list includes front and rear parking sensors, rain-sensing wipers, remote engine start, GPS-linked climate control and power hands-free power tailgate.

Along with the turbocharged V-6 and premium sound package the top-level Type S Ultra ($91,270), which was the subject for this review, is uniquely outfitted with adaptive air suspension with auto leveling, Brembo-brand front brakes, head-up driver’s display, sport appearance package with leather and ultra-suede seats and 21-inch wheels (19s are standard).

Compared with the base V-6 the turbo’s 65 extra horsepower and 87 additional pound-feet of torque is character changing. Under hard acceleration the Type S Ultra has plenty of spring in its step and the transmission’s rev-matching downshifts give this MDX a taste of sporting flair. The active suspension delivers plenty of cornering precision and the Brembo front brakes do a superior job slowing this 4,800-pound (2,180-kilogram) Acura.

For those with tamer, less expensive transportation requirements, any of the other Acura MDX trims using the non-turbo engine should prove more than adequate. But for the performance-minded, the turbocharged version will leave you pleasantly surprised.