OVERVIEW Fashionable alternative to the typical mid-sized family crossover PROSWell contented, comfortable, stylish CONSLimited towing capability, smallish cargo area, limited rear-view visibility VALUE FOR MONEYGood WHAT TO CHANGE?An optional engine choice would be nice HOW TO SPEC IT?Murano SL AWD ($42,948) The mid-sized crossover/SUV segment is full of well-known nameplates: Jeep Grand Cherokee, Ford Explorer, Dodge Durango, Hyundai Santa Fe, Kia Sorento, to name a few. In all 15 or so models all fight for market share, and this field has grown in the past 12 months with additions such as the Volkswagen Atlas, Honda Passport, Subaru Ascent and Chevrolet Blazer (old name, new SUV). Oh, and let’s not forget the brand-new Hyundai/Kia twins as well — the Palisade and Telluride, respectively. Some of the aforementioned have three rows of seats; some have two. These are the workhorses of the entire SUV segment — the family vehicles, the haulers. They usually aren’t sexy; they’re not (with some exception) overpowered or overpriced. They just are. Which doesn’t mean they can’t be good looking or well equipped or, depending on your definition, borderline luxurious. As an example I offer Nissan’s Murano, specifically the topline Platinum edition being tested. The name has been familiar to Canadians since 2002; the third-generation model has been around since 2015, with the 2019 version receiving a mild exterior refresh — more pronounced V-motion’ grille, redesigned LED headlights and taillights, new LED fog lights, new wheel designs — and some interior enhancements. Personally, I’ve always liked the looks of the Murano, Nissan’s designers going the extra mile to make it distinctive and less boxy. OK, Gen 3 is a bit thick around the middle in profile, but it has a bold character line that ties it in with the flagship Maxima sedan. The downside to fashion over function is a big rear pillar that creates a significant blind spot. The mitigating factor is the Platinum’s standard Around View Monitor, which provides a virtual 360-degree scene of the crossover in bird’s-eye view through video processed by four cameras that display the composite footage on the screen. The powertrain for North American Muranos is the same as it’s been for the past 17 years, at least from a displacement perspective: a 3.5-litre V6 that puts out a solid but not class-leading 260 horsepower and 240 pound-feet of torque. It’s mated to a continuously variable transmission that Nissan calls Xtronic. Except for the addition of a hybrid version in 2016 that lasted a single model year, Nissan has not offered any other engine/transmission combo since Day One. And as long as you’re just hauling people and maybe a small U-Haul trailer — the crossover’s maximum towing capability is a pitiful 1,500 pounds — acceleration is good enough, about eight seconds to reach 100 kilometres an hour. The other thing is that, while more manufacturers turn to turbocharged four-cylinders to power their rigs (Santa Fe, Edge, Mazda CX-9, Subaru Ascent, etc.), there is something to be said about the easy flow of power from a naturally aspirated six-cylinder. Though not particularly heavy, at least for a mid-sized crossover, the 1,836-kilogram Murano is a bit sluggish in the curves, particularly the steering, which is wooden moving off centre. The ride is comfortable, though, courtesy of the four-wheel independent suspension. The Murano is available in four trim levels — S, SV, SL and Platinum — the last with a long menu of features designed to keep you comfy, entertained and safe for just $45,998, a reasonable price considering. Does this make the Murano Platinum a competitor to one of the known luxury models — Lexus RX, for instance, or Nissan’s own upscale Infiniti QX50? Well, owners of those vehicles would likely say “definitely not.” Those contemplating a step up from the usual might counter with a “not so fast.” One of the 2019 Platinum model’s enhancements is new premium semi-aniline leather-appointed seats with diamond-quilted inserts and contrasting micro-piping trim for the seats, door armrests and centre console. The seats look terrific and are very comfortable. Another upgrade is the Platinum’s dark wood-tone trim finish — other versions get different finishes — that doesn’t really complement the tester’s black cabin. In addition, all 2019 Muranos come with Nissan’s rear door alert and intelligent driver alertness safety features, the latter “learning” each individual driver’s steering patterns and helping alert him/her when drowsy driving is detected. Actually, as a family vehicle, especially one operating in a congested city setting, the Murano is almost ridiculously equipped with safety, security and driver assistance technologies. Most fall under the banner of Safety Shield 360, a suite of advanced technologies that includes intelligent emergency braking with pedestrian detection, blind-spot warning, rear
Origin: SUV Review: 2019 Nissan Murano Platinum AWD
2019
2019 Shanghai motor show: all the new cars revealed
At the Shanghai motor show, some of the biggest manufacturers you’ve never heard of are displaying their newest models alongside familiar Western brands keen to crack the world’s most lucrative automotive market. Long gone are the days when Shanghai was an exhibition of the most blatant copycat cars, and the impressive quality of new Chinese creations is beginning to pose a very real threat to more established manufacturers. The 2019 edition is especially significant, with an increasing number of Chinese models being prepared for European launches and global manufacturers such as Volkswagen adding to their range of models adapted specifically for sale in China. Here, we take a look at the most important unveilings. Aston Martin Rapide E Aston Martin is aiming the new Rapide E electric performance saloon squarely at the Tesla Model S and Porsche Taycan. A claimed torque output of 738lb ft will help the Rapide E to sprint from 50mph-70mph in under 1.6 seconds, and the model can cruise at its 155mph top speed for 10 straight minutes. Audi AI:ME concept Audi Q2 L e-tron Audi’s China-only long-wheelbase Q2 L is the latest model to receive the e-tron treatment. Badged the Q2 L e-tron, the electric compact SUV will be built in Foshan, alongside Chinese variants of the A3 Sportback and A3 Saloon, by Volkswagen Group partner First Automotive Works (FAW). The model is the first of ten planned for launch by Audi and FAW in China by 2022 and the first electric Audi tailored specifically for the Chinese market. BMW 3 Series LWB Audi isn’t the only German brand taking an extended version of one of its newest models to China. The new BMW 3 Series has been adapted for the Chinese market, and will be on display in long-wheelbase 3 Series L form. Almost as long as the 5 Series available in Europe, the new model has been developed alongside the standard 3 Series, and will be built by BMW’s Chinese partner company Brilliance Automotive. BYD hybrid supercar A preview image released by Chinese company BYD shows off a sleek, low sports car with a prominent greenhouse-style cabin and performance-inspired design elements. Little is known about the model’s powertrain, but Chinese media reports that a four-wheel drive variant would likely use a 2.0-litre petrol engine coupled to an electric motor for a combined output of 469bhp. Faraday Future MPV EV start-up Faraday Future has yet to launch its first effort, the FF91, but will be previewing a second production model in Shanghai. Previewed in silhouette form, the V9 is a China-only electric MPV being developed in partnership with a Chinese mobile gaming company. Geely GE11 Karma-Pininfarina concept Karma, born out of the 2014 collapse of Fisker Automotive, will unveil an as-yet-unnamed luxury model designed in association with Italian design house Pininfarina. The Chinese-funded, US-based electric car manufacutrer is remaining tight-lipped about the model’s specifications and performance, but a recently released preview image shows off an angular, streamlined front end and a prominent lower grille like that of the original Fisker Karma. Karma Revero Joining the new Pininfarina-designed concept on Karma’s Shanghai stand will be the updated-for-2020 version of the brand’s Revero luxury saloon. The four-door range-extender electric car will use a three-cylinder petrol engine from BMW. It’s tipped to receive styling revisions but retain an overarching resemblance to the Fisker Karma, from which is was developed. Karma has plans to launch the new Revero in Europe as a competitor to the Polestar 1 performance hybrid. Karma Vision Rounding off Karma’s ‘Shanghai Big Three’ will be the Vision concept. Little is known about what form the Vision will take, but Karma said it will play a role in the brand’s transformation from a traditional car manufacturer into “an open-platform luxury high-tech automotive incubator”, like the Italdesign DaVinci electric supercar revealed earlier this year at the Geneva motor show. Landwind E315 Codenamed E315, the latest effort from Jiangling Motors brand Landwind is a stylish compact SUV that will go up against the likes of the Volvo XC60, LynkCo 01 and Haval H6. Details remain scarce, but the E315 is expected to have five seats and make use of the same 1.5-litre Ford-derived unit that powered Landwind’s Range Rover Evoque copycat, the X7, which has just been forcibly discontinued. LynkCo 05 Taking the form of an SUV-coupé, the Geely-owned LynkCo brand’s fifth model is a BMW X6 rival based on its 01. It will sit atop the Volvo-developed CMA platform and will likely use the Swedish company’s range of 1.5-litre and 2.0-litre petrol engines. A European launch is likely but unconfirmed. Mercedes-Benz GLB Mercedes’ new small SUV will sit between the current GLC and GLA models, and will take on rivals like the Audi Q3, BMW X1 and Volvo XC40. Styling across the GLB range
Origin: 2019 Shanghai motor show: all the new cars revealed
SUV Comparison: 2019 Mazda CX-5 Signature vs Lexus NX300 F Sport
David Booth: At first blush, this comparison didn’t seem fair at all. After all, the NX300 is the spawn of Lexus’ RX, the best-selling Asian luxury SUV in Canada, while the CX-5 is, well, a Mazda, a marque hardly renowned for its leather and wood trim. I was going to mention the silliness of such a comparison, but Mazda recently introduced a Signature version of its hot-selling, mid-priced crossover with turbocharged engine liberated from the upscale CX-9. The hot-rodded 2.5-litre four boasts 250 horsepower — when juicing on 93 octane; 227 hp when feeding on the low-grade stuff — which is actually 15 more ponies than the more expensive NX300 can manage. Game on. Jonathan Yarkony: Makes sense, right? I keep thinking of the Mazda CX-5 relative to mainstream cute utes like the Honda CR-V and Subaru Forester and find that while it drives well and is luxurious on a level they don’t even approach, it’s just short on practicality and value. Buuuuut, if we set it against something from the luxury segment, which is not known for generous cargo, it would be interesting to see just how far Mazda has come in terms of luxury and whether this Signature trim and that engine truly take it to the next level. Now, we could have compared it to an X3 or Q5, but those would probably cost $30K more for the same features, so that’s a little ridiculous. Plus, I couldn’t get past the irony of it – for years we would look at the pricing and say, “Why spend $60K on the German option when you can get all the same stuff and usually better practicality and definitely better reliability in a Lexus?” Well, looks like Lexus needs to start looking over its shoulder with Genesis coming to the luxury market, but right here, right now, Mazda is absolutely creeping in on the luxury class in a way that Buick and Acura have failed to do. DB: I will grant you that Mazda, in general, and the CX-5, in particular, has come a long way. Besides the upgrade in power, the Signature is also more luxurious inside, the Cocoa Napa leather supple, the Abachi wood decorous and the 10-speaker Bose sound system sonorous. But there remains, in those parts of the cabin that are not easily upgraded, a middle-classness, if you will, to the CX-5. The infotainment screen, for instance, is tiny, almost an afterthought. And the rearview back-up monitor is just plain dated. The actual camera has the requisite pixels, but unlike virtually all modern backup cameras, it has no artificial lines reflecting your steering angle to show your projected path while you’re backing into a parking spot. Totally useless. I ended up reversing the old fashioned way: You know, using the bumpers as feelers. JY: Well, that’s reassuring remind me never to loan you my beloved personal car. But yeah, you’re right, the Lexus NX does have a pretty sweet parking system. Not only is there a standard rear view with guidelines, there is an excellent overhead 360º view, and parking sensors to make sure you don’t ding the luxurious dark beige paint. (Random tangent: C’mon Lexus, a crossover as funky and cool-looking as the NX deserves a better colour than this drab, blend-into-a-dreary-background grey.) But what I especially liked is that the front parking sensors automatically come online as you creep close to a garage wall or other frontal obstructions – visibility has become so difficult in modern crossovers, so every little bit of exacting parking assistance is appreciated. Also, you may have found some cheap plastics and materials where no one else looks, but Lexus’ flaws are front and centre, literally. The steering wheel leather is lovely to the touch, especially the perforated portions, but the seam is a travesty. The edges of the leather are exposed, so pretty much every time you touch the wheel – which I hope is always since I will go out on a limb and assume NX owners aren’t in the same phylum as Autopilot-testing idiot Tesla owners – you feel the rough edges and shoddy workmanship. You can stack a dozen analog clocks on your dash for all I care, but the constant contact with this poor finish undermines any claim to luxury. A shame, because I like the look of the funky Lexus interior, and the seats and materials are all on par with the class expectations. The infotainment system on the other hand. the Mazda’s screen may be small, but at least the controls are reasonably easy to use. The Lexus trackpad is pure frustration in its inconsistent responses and lack of accuracy. Adding insult to injury is the fact that the NX’s release dates back to when Toyota still resisted the supremacy of Apple CarPlay, but I’m sure that will be rectified in the near future. DB: The issue is that, when viewed on a specification sheet, the CX-5 looks to be in the NX’s league. Leather? Check. Back-up camera? Check. Even the powertrain is the same turbo-four cylinder with six-speed automatic transmission. At 250 horsepower — when fed 93 octane gas, at least — the CX-5 is more powerful than the Lexus.
Origin: SUV Comparison: 2019 Mazda CX-5 Signature vs Lexus NX300 F Sport
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