Contenders

2022 Acura MDX

PROS New 10-speed transmission paired with dulcet V-6 • Sharply tailored sheetmetal • Strong on standard features CONS Trackpad-controlled infotainment system • Joyless third row • Inconsistent road manners

The 2022 Acura MDX faced lots of pressure this year. The three-row SUV is the brand’s flagship and the sole Honda Motor Co. representative in this SUVOTY field, as no new Hondas were eligible. Add in that we’re on Honda’s home turf at its California Proving Center, and the MDX should come up aces, right?

On the tarmac, the MDX projects standout style. “Its new styling looks sharp, striking, and modern,” associate editor Alex Leanse said. “There’s enough complexity to grab your eye without going overboard; it’s a great look that’s distinctly Acura.”

Interior-wise, our judges split on the styling and control layout. Some called out the perforated leather seats as supportive, but judges had difficulty finding the heating and cooling controls on the center stack. Others hailed the smartphone charging pad under the wrist rest as a solid design, but at the expense of storage space for other items. There’s not much more we should say about the wonky trackpad controls. The concept that previewed this latest MDX featured a touchscreen, so Acura likely plans to switch to such an interface soon.

As a premium people mover, the MDX has a comfortable, well-appointed second row. “All power options (110V and 12V) in the middle row, two USB-A slots, plus climate controls, seat heaters, window shades, and vents,” noted technical director Frank Markus.

Although third-row access was hailed as the best across the board, the seating is a different story. “The buttons to fold the second row are perfect,” buyer’s guide director Zach Gale said. “Anyone can use and find them, and it works quickly. Bravo. Too bad you’d never want to spend time back there.” He echoed a sentiment most judges felt: The MDX needs more basic features such as USB ports and additional HVAC vents for occupants in the third row.

Although the 290-hp 3.5-liter V-6 carries over from the previous generation, it’s mated to a new 10-speed transmission. The

SPECS 2022 Acura MDX SH-AWD Base Price/As Tested $50,245/$62,495 Power (SAE net) 290 hp @ 6,200 rpm Torque (SAE net) 267 lb-ft @ 4,700 rpm Accel, 0-60 mph 7.5 sec Quarter Mile 15.8 sec @ 88.6 mph Braking, 60-0 mph 133 ft Lateral Acceleration 0.82 g (avg)

MT Figure Eight 27.2 sec @ 0.63 g (avg)

EPA City/Hwy/Comb 19/25/21 mpg

combination delivers thrust that sounds sweeter than the 7.5-second 0–60 time we clocked.

The steering came in for frequent comment from our judges, and they were split on ride quality. “Steering was too light for my driving and offered little to no on-/off-center feel and lacked torque build up through winding-road bends,” guest judge Gordon Dickie said. “On Honda’s 110 freeway [re-creation] at 50 mph, the MDX tended to pick up secondary motion and was a little harsh on expansion joints.” Detroit editor Alisa Priddle disagreed; she found the steering “light but responsive” and was impressed with the chassis and suspension.

Despite having no fancy dedicated off-road modes, Honda’s sandy and silty off-road loop was no challenge for the MDX. We turned traction control off and engaged Sport or Snow modes for more power/wheelspin, or we simply left the Acura in Normal driving mode and cruised through.

Some of the MDX’s driver assistance systems didn’t fare so well. “On dark black asphalt with bright white lines painted on either side, this lane centering system never picked up the lanes or actually started lane centering,” Markus said. “Not impressive on its home track.”

The MDX is not our 2022 SUV of the Year, but it does succeed with many key attributes popular among buyers of FWD-based three-row SUVs. “Chiefly, it looks great, its cabin feels nice, and it’s priced attractively,” senior editor Greg Fink said. Edward Loh

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE/TRANSMISSION 3.5L direct-injected SOHC 24-valve 60-degree V-6, 10-speed automatic CURB WEIGHT (F/R DIST) 4,560 lb (58/42%) WHEELBASE 113.8 in LENGTH x WIDTH x HEIGHT 198.4 x 78.7 x 67.1 in ON SALE Now

2022 Chevrolet Bolt EUV

PROS Super Cruise hands-free highway driving assist • Brakes feel natural • Button for one-pedal driving CONS Lacks AWD • Top trim price deserves better materials • Relegated to average status among new EVs

With the 2022 Bolt EUV, Chevrolet looked to address the shortcomings of the regular Bolt hatchback while also offering something in the increasingly hot electric SUV space. To increase development speed and cost savings, the Bolt EUV uses the now slightly upgraded but nevertheless aged electrical powertrain platform and batteries of its hatch sibling, all while every other new and forthcoming General Motors EV will take advantage of the stateof-the-art BEV3 architecture and Ultium battery system.

Although Chevy has tried to convince everyone the regular Bolt is an SUV, the new EUV actually is more of one. It looks the part, and it’s certainly more versatile. The EUV is 6.3 inches longer than the Bolt EV and rides on a wheelbase stretched by 2.9 inches. The result is an additional 3.1 inches of rear legroom, making this a more usable, roomier compact SUV. It has decent cargo space and underfloor storage, boosting its practicality quotient.

The EUV also piles in a sunroof and an upgraded interior with touches such as blue contrast stitching, but the Premier trim at our event, which costs more than $43,000, should really chill with the hard black plastic and include comfort features like air vents for rear-seat passengers.

One selling point: GM’s excellent Super Cruise highway driving assist system, no longer exclusive to Cadillac. It’s standard on the Launch Edition and a $2,200 option on Premier models. The Bolt EUV does not get the enhanced version of the system that makes lane changes, but it’s still an excellent feature for commuters, allowing handsfree operation on hundreds of thousands of miles of mapped freeways. Lower trims can get adaptive cruise control.

Buyer’s guide director Zach Gale applauded the physical button to activate one-pedal driving, the paddle to regulate regenerative braking, and the practical controls on the back of the steering wheel spokes. The brakes feel remarkably natural for an EV, but technical director Frank Markus called out a suspension that bottomed out over obstacles, pronouncing it “one of the most poorly behaved vehicles” among our contenders on harsh surfaces. On the handling track and during figure-eight testing, we experienced pronounced body roll and what road test editor Chris Walton could only describe as “howling, massive understeer.”

EPA-rated range is passable at 247 miles, and the onboard charging cord can be plugged into 120- or 240-volt sources. But with only a single motor up front, it lacks AWD, making it a nonstarter in deep sand and squirrely on gravel. “The Bolt might work as a car, but it doesn’t as an SUV,” Mexico editor Miguel Cortina said.

The Bolt EUV did impress in certain ways. Chevy did a nice job integrating the large infotainment screen into the dashboard so as not to overwhelm. There are myriad ways to customize the information it displays, and data nerds can geek out on graphics showing power usage. The Bolt hatch’s clever estimated range display is used here, too; we love the maximum and minimum totals

that account for driving styles and conditions.

The original Bolt was our Car of the Year in 2017, when modern EVs were still somewhat rare. Five years later, EVs come in many sizes and shapes and from manufacturers the world over, and it takes more than what the Bolt EUV has to offer to rise even to the top of its own segment, never mind being named SUV of the Year. The EUV is a better Bolt and a decent commuter vehicle, but as director of editorial operations Mike Floyd noted, “It’s been lapped.”

Alisa Priddle

SPECS 2022 Chevrolet Bolt EUV Base Price/As Tested $33,995/$43,685 Power (SAE net) 200 hp Torque (SAE net) 266 lb-ft Accel, 0-60 mph 6.7 sec Quarter Mile 15.2 sec @ 92.5 mph Braking, 60-0 mph 133 ft Lateral Acceleration 0.73 g (avg) MT Figure Eight 28.3 sec @ 0.60 g (avg) EPA City/Hwy/Comb 125/104/115 mpg-e

VEHICLE LAYOUT Front-motor, FWD, 5-pass, 4-door SUV MOTOR, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 3,766 lb (56/44%) WHEELBASE 105.3 in LENGTH x WIDTH x HEIGHT 169.5 x 69.7 x 63.6 in ON SALE Now

2021 Hyundai Santa Fe

PROS Luxury-level materials • Standard safety features • Capable in slippery conditions CONS Questionable front-end design • Button-heavy interior • Unrefined dual-clutch transmission

Hyundai’s significantly refreshed midsize SUV looks nearly identical to its predecessor from the profile and rear, but, oh, that front end. As one judge phrased it, “The new sneering jack-o-lantern visage is neither welcoming nor attractive.”

Thankfully for Hyundai, things improve from there. We had two examples present at SUVOTY, one with a 2.5-liter turbo-four and one with a conventional hybrid powertrain. (A plug-in model is also available, but it didn’t make an appearance.) Both were uplevel trims, which was clear as soon as we stepped inside. Thick, quilted leather; heated and ventilated seats; and an especially well-designed vertical wireless charging pad speak to a level of quality, thoughtfulness, and feature content that wouldn’t be out of place from a proper luxury badge. There are clever storage solutions, too, including a sizable shelf under the shift buttons and another ahead of the passenger.

Numerous judges pointed out the overwhelming field of buttons below the large central infotainment display. Thankfully, the layout is relatively intuitive, and as a general rule we’ll take crowded controls over confusing ones. Hyundai provides plenty of digital real estate, too, including high-resolution infotainment, instrument cluster, and head-up displays. The Santa Fe also earns points for a spacious cargo area with remote power folding for the second-row seats.

As much as the interior impresses, the Santa Fe provides an adequate but anodyne driving experience. The midsize Hyundai has relatively little body roll on paved curves and good ground clearance and capability off-road, though as regards the latter, the traction and stability control systems seriously limit power when traction is limited. Detroit editor Alisa Priddle also mentioned “a lot of body jiggles on uneven surfaces.”

Multiple judges noted low-speed refinement issues— rough shifts, primarily—with the dual-clutch automatic mated to the Santa Fe Calligraphy’s powerful 2.5-liter turbo-four. For that reason, the quiet, efficient,

reasonably quick hybrid would be our pick of the two powertrains represented at our event. In fact, the turbo powertrain’s clunky dual-clutch had us thinking some buyers might be better off with the base engine and its conventional eight-speed automatic.

We do appreciate the Santa Fe’s standard active safety features, which include adaptive cruise control, lane keep assist, and automatic emergency braking (among others). Both of our test vehicles were also fitted with Hyundai’s excellent Highway Drive Assist adaptive cruise control/lane centering system.

The Santa Fe is a well-packaged, attractively priced, and nicely appointed SUV that offers decent value, but it simply doesn’t stand out in a crowded, competitive landscape such as its segment or our SUVOTY competition. Well, except for that grille.

Duncan Brady

SPECS 2021 Hyundai Santa Fe HTRAC 2.5T (Calligraphy)

2021 Hyundai Santa Fe HTRAC Hybrid (Limited) Base Price/As Tested $43,635/$43,790 $41,135/$41,690 Power (SAE net) 277 hp @ 6,000 rpm 177 hp @ 5,500 rpm (gas), 60 hp (elec); 226 hp (comb) Torque (SAE net) 311 lb-ft @ 3,500 rpm 195 lb-ft @ 1,500 rpm (gas), 195 lb-ft (elec) Accel, 0-60 mph 6.2 sec 8.2 sec Quarter Mile 14.6 sec @ 98.4 mph 16.2 sec @ 87.6 mph Braking, 60-0 mph 117 ft 123 ft Lateral Acceleration 0.83 g (avg) 0.79 g (avg) MT Figure Eight 26.7 sec @ 0.67 g (avg) 28.0 sec @ 0.60 g (avg) EPA City/Hwy/Comb 21/28/24 mpg 33/30/32 mpg

CALIGRAPHY; LIMITED VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV; front-engine/motor, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L turbo direct-injected DOHC 16-valve I-4, 8-speed twin-clutch auto; 1.6L turbo direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, 6-speed automatic CURB WEIGHT (F/R DIST) 4,051 lb (59/41%); 4,226 lb (57/43%) WHEELBASE 108.9 in LENGTH x WIDTH x HEIGHT 188.4 x 74.8 x 66.3 in ON SALE Now

2022 Hyundai Tucson

PROS Expressive exterior styling • Interior execution • Cabin room CONS Expressive exterior styling • The 2.5-liter powertrain • Touch-sensitive controls

The new-generation Hyundai Tucson has two big problems, and they’re named the Honda CR-V and Toyota RAV4. Despite neither competing for 2022’s SUV of the Year, the big dogs loom large in the compact crossover segment where the Tucson plays. As a result, the redesigned Korean had its work cut out for it—especially now that both of its Japanese rivals offer hybrid variants.

The Tucson offers a hybrid, too, and as far as we’re concerned, it’s the model to get. “The hybrid’s the better Tucson here,” senior editor Greg Fink said. “It sounds better, and its 1.6 turbo and electric motor offer sufficient power and low-end torque.” Other judges were impressed with the Tucson Hybrid’s ability to get off the line under electric power only, as well as the powertrain’s overall operation. Unfortunately, we can’t say the same of the Tucson’s base 2.5-liter inline-four and eight-speed auto, a combination judges criticized repeatedly as underpowered and unrefined.

“This engine is barely adequate,” guest judge Gordon Dickie said of the 2.5-liter. “If I were buying a Tucson, I would not consider this powertrain but would instead opt for the pretty excellent hybrid.”

Ride- and handling-wise, the Tucson proved capable enough, and it managed the tougher part of the off-road section with relative ease, though editors found some fault with how it performed over the test track’s harsher pavement imperfections.

One thing the Tucson has going for it over the CR-V and RAV4 is its expressive exterior styling, though it cuts both ways with our judges. Most really liked the Tucson’s aggressive front end, but some thought its flanks were too busy and sloppy. Whether you love or hate how it looks, you’re going to notice it (probably a good thing in such a crowded segment), and we leaned toward appreciating its extroverted appearance.

Praise was far more unanimous for the cabin, with editors showing love for the cargo area’s size, the copious legroom in the rear seats, and generous stowage areas. It also scores high marks for its infotainment and instrument panel layout, but the touch-sensitive controls received a few strikes.

“First impressions of this interior are great,” technical director Frank Markus said. “It seems very avant garde, interesting, and unique. I like the diffuse air vents and the all-digital gauge cluster. The perforated seats look high-end, and I appreciate their ventilation.”

While there was a lot to like about the Tucson, there simply wasn’t enough in its overall package to move it past its formidable competition, and by

extension we couldn’t move it on to the final round.

Associate editor Alex Leanse summed it up well: “Fully loaded for quite a bit less than $40,000, the Tucson offers a lot—a digital gauge display, perforated leather upholstery, and numerous driver aids among other features that make it a tempting value. But wild styling and great value aside, there isn’t much about the Tucson that advances the state of compact SUVs.”

Michael Floyd

SPECS 2022 Hyundai Tucson HTRAC (Limited) 2022 Hyundai Tucson HTRAC Hybrid (Limited)

Base Price/As Tested $37,385/$37,580 $38,535/$38,730 Power (SAE net) 187 hp @ 6,100 rpm 180 hp @ 5,500 rpm (gas), 90 hp (elec); 261 hp (comb) Torque (SAE net) 178 lb-ft @ 4,000 rpm 195 lb-ft @ 1,500 rpm (gas), 224 lb-ft (elec); 258 lb-ft (comb) Accel, 0-60 mph 9.3 sec 7.8 sec Quarter Mile 17.0 sec @ 83.6 mph 15.9 sec @ 84.4 mph Braking, 60-0 mph 118 ft 129 ft Lateral Acceleration 0.82 g (avg) 0.82 g (avg) MT Figure Eight 27.4 sec @ 0.61 g (avg) 27.4 sec @ 0.63 g (avg) EPA City/Hwy/Comb 24/29/26 mpg 37/36/37 mpg

LIMITED; HYBRID LIMITED VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV; front-engine/motor, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L direct-injected DOHC 16-valve I-4, 8-speed automatic; 1.6L turbo direct-injected DOHC 16-valve I-4 plus permanentmagnet electric motor, 6-speed automatic CURB WEIGHT (F/R DIST) 3,689 lb (58/42%); 3,835 lb (60/40%) WHEELBASE 108.5 in LENGTH x WIDTH x HEIGHT 182.3 x 73.4 x 65.6 in ON SALE Now

2022 Infiniti QX60

PROS Gorgeous exterior • Modern interior • Easy access to third row CONS Moderate body roll • Troublesome AWD system • Lack of low-end torque

Climb aboard the 2022 Infiniti QX60, and you feel like you’re in a first-class cabin. The attention to detail, the hidden air vents, and haptictouch controls make for a clean and simple interior. It’s a step above the previous generation and brings a new kind of luxury to Infiniti. Open-pore wood, chrome, and piano-black trim up the look, and the large 12.3-inch touchscreen and 12.3-inch digital instrument cluster deliver modern touches.

The attractive styling continues outside, where the QX60 introduces a new design language for the brand. “Elegant, distinctive, and butch,” associate editor Alex Leanse called it. “The exterior shows as much design advancement as anything else here.” Smooth and swift character lines complement slim head- and taillights, mimicking the stunning Monograph concept that appeared last year.

Although the platform didn’t change much compared to the previous generation, the 2022 QX60 feels more spacious, particularly in its second and third rows. Third-row ingress and egress is like talking to Siri: Briefly press and hold a button on the side of the second row, and the seat slides forward quickly, leaving enough space for adults to climb in. And once seated in the third row, even our tallest judges didn’t have trouble with head- or legroom.

The 3.5-liter V-6 with 295 horsepower and 270 lb-ft of torque carries over from the previous version, but a new ninespeed automatic transmission replaces the old, lethargic CVT. The new nine-speed is a step up, but judges noted a lack of low-end torque, particularly for freeway merging. On the sand course, the QX60 struggled as the traction control system cut power. “I almost came to a stop a few times even though I had my foot to the floor,” Detroit editor Alisa Priddle said. “I didn’t get stuck, but I did slow down, and it was dicey at times.”

Meanwhile, judges dished out mixed reviews regarding the QX60’s on-pavement performance. Some noted excessive body roll on the winding road, but others observed great suspension control, particularly on the separate ride-testing course. “Some of the expansion joints and the rough aggregate surface did excite some of the interior trim,” technical director Frank Markus said, “but this is a fairly smoothriding three-row SUV.”

At $61,570, our QX60 Sensory test model came well equipped and showed good value, but it fell

short of advancing as a finalist. Infiniti did a notable job making the SUV nicer than the previous model by adding modern technology, a gorgeous design, and more interior space.

Against our criteria (page 12), though, it didn’t stand as strong as some other SUVs in this year’s program. It delivers in terms of advancement in design and presents a strong value, but it needs more in terms of performance of intended function and engineering excellence.

Miguel Cortina

SPECS 2022 Infiniti QX60 AWD Base Price/As Tested $50,570/$61,570 Power (SAE net) 295 hp @ 6,400 rpm Torque (SAE net) 270 lb-ft @ 4,800 rpm Accel, 0-60 mph 7.3 sec Quarter Mile 15.7 sec @ 87.9 mph Braking, 60-0 mph 128 ft Lateral Acceleration 0.80 g (avg)

MT Figure Eight 28.0 sec @ 0.60 g (avg)

EPA City/Hwy/Comb 20/25/22 mpg (est)

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.5L direct-injected DOHC 24-valve 60-degree V-6, 9-speed automatic CURB WEIGHT (F/R DIST) 4,652 lb (56/44%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 198.2 x 78.0 x 69.7 in ON SALE Now

SUVOTY Contenders 2021 Jaguar F -Pace

Gordon Dickie said of the pricey SUV’s steering column.

The Jag’s climate controls also failed to make many friends. “I don’t know how many times I touched that Sync button to try to synchronize the dual climate control before realizing you have to push through it and make the whole panel move,” technical director Frank Markus said.

Additionally, the updated infotainment system—though an improvement relative to the previous setup—remains rather unintuitive. No doubt, our head found the Jag’s insides somewhat lacking when judged for engineering excellence.

Our heart, however, filled with joy as we placed the SUV into gear. No matter the environment, it impressed us with its balance, comfortable ride quality, and dynamic performance. Whether clawing its way through sand and dirt, tackling twisting turns, or

simply puttering along at highway speeds, Jaguar’s compact SUV was an absolute pleasure to pilot. Credit its predictable chassis dynamics, well-tuned suspension, and sharp steering, not to mention the powertrain’s smooth operation and progressive powerband.

Although the F-Pace certainly triggered our emotions, its driving enjoyment could not quiet our brains’ protests. “I like this thing a lot,” head of editorial Ed Loh said, “but it’s not a standout against any of our criteria.”

Greg Fink

PROS Attractive interior • Sweet and smooth I-6 engine • Still looks great CONS Cheap-feeling capacitive climate controls • Options add up quickly • Unintuitive infotainment system

Our collective head knows we need to judge each and every SUV of the Year contender by six key criteria, but our heart … well, the heart wants what it wants, and for many of this year’s judges, their hearts wanted the Jaguar F-Pace, a model that benefited from a midcycle update for the 2021 model year.

Along with a handful of exterior and interior revisions, the 2021 F-Pace trades the 3.0-liter supercharged V-6 of yore for a new 3.0-liter I-6 that features both a turbocharger and an electric supercharger. The prior 2.0-liter turbocharged I-4 carries over in base P250 form, now making 246 horsepower, or 1 hp less than in 2020, while the top-line F-Pace SVR retains its 550-hp 5.0-liter supercharged V-8.

Jaguar offers the new six-pot in 335-hp and 395-hp guises, the latter of which the British marque sent to contend in this year’s SUV of the Year shootout. Dubbed the P400 R-Dynamic S (F-Paces with the lesser I-6 are called P340 S), the most powerful six-cylinder F-Pace separates itself from its more plebeian stablemates by way of trim-specific details such as its grille, wheels, and perforated leather sport seats. The cost of entry for all of this? A cool $66,350, or $5,805 more than that of an F-Pace P340 S.

Jaguar, however, pulls a page from Porsche’s playbook and asks buyers to drop additional coin for items other automakers often include as standard equipment. For instance, rear privacy glass is a $200 option. As such, this F-Pace P400 R-Dynamic S stickered north of $80,000. We quickly pegged that sum as a strike under the value criterion.

But then we slipped behind the wheel, and our heart grew three sizes. “The interior design feels premium, sporty, and refined,” Mexico editor Miguel Cortina said.

Despite its high-end materials and stylish looks, the F-Pace’s cabin was not without faults. “Give me a break—you pay this kind of money, and you get an antique form of manual steering wheel adjustment,” guest judge

SPECS 2021 Jaguar F-Pace R-Dynamic S Base Price/As Tested $66,350/$82,245 Power (SAE net) 395 hp @ 5,500 rpm (gas), 10 hp (elec); 395 hp (comb) Torque (SAE net) 406 lb-ft @ 2,000 rpm (gas), 55 lb-ft (elec) Accel, 0-60 mph 5.9 sec Quarter Mile 14.3 sec @ 99.4 mph Braking, 60-0 mph 116 ft Lateral Acceleration 0.86 g (avg) MT Figure Eight 26.4 sec @ 0.68 g (avg) EPA City/Hwy/Comb 20/26/22 mpg

VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 3.0L turbo direct-injected DOHC 24-valve I-6 plus permanent-magnet electric motor, 8-speed automatic CURB WEIGHT (F/R DIST) 4,745 lb (52/48%) WHEELBASE 113.1 in LENGTH x WIDTH x HEIGHT 186.9 x 81.5 x 65.5 in ON SALE Now

SUVOTY Contenders 2022 Jeep Wagoneer

PROS Resembles the pricier Grand Wagoneer • Rides like it, too • Decontenting is easy to live with CONS Chintzy-looking “woodgrain” • Too thirsty • Exterior design falls flat

Is the 2022 Jeep Wagoneer a bargain Grand Wagoneer, or is the latter an over-tinseled and ambitiously marked-up Wagoneer? Our judges pondered this question during more than a week of testing and deliberation, and it’s one the market will ultimately answer.

If the Grand Wagoneer resonates with the pop culture elite and country club set like the Cadillac Escalade and Lincoln Navigator have, it’ll pull Wagoneer sales up, but if the hoi polloi flock to the Wagoneer, the swells could shun the Grand. One thing we mostly agreed on is that the $20,000-plus price difference separating like trim levels represents a defensible gap in both performance and poshness.

On the performance front, our loaded Wagoneer Series III weighed 20 pounds more than our Series III Grand Wagoneer, thanks in part to the weight added by the battery and motor-generator of its eTorque mild hybrid engine. So it’s no surprise the 5.7-liter’s 21 percent deficit in weight-topower causes the Wagoneer to lose the quarter-mile race to its 6.4-liter stablemate by 1.7 seconds and 11.3 mph.

But drivers are less inclined to pedal vehicles this large at wideopen throttle, so several staffers described the Wagoneer’s power and torque as adequate while noting the fuel economy improvement of 2 mpg over the Grand; still, at 15/20/17 mpg, this didn’t win many points for efficiency.

Ride quality is deemed vastly more important in this class than cornering prowess, and our Wagoneer came standard with the Grand’s Quadra-Lift air springs. They’re a $3,790 upgrade on the Series II Wagoneer, and they earn big engineering excellence points. Editorial operations director Mike Floyd was “stunned” by how well it rides. “It’s one of the industry’s really exceptional vehicles in that respect,” he said. Of course, it also shares the Grand’s officious stability control system, but drivers invoked it less with the milder engine. One last performance plus: The Wagoneer doesn’t quite earn a Trail Rated badge, but it can be had with all-terrain tires in an 18- or 20-inch spec, while every Grand comes on all-season rubber.

On the poshness front, we imagine a huge hunk of that $20K premium pays for the upgrade from the Wago’s “shiny gray plastic driftwood” to the Grand’s incredible inlaid waxed walnut trim, and for front seats that offer five massages at three intensity levels. (These features helped make a finalist of the Grand.) Wagoneer customers also get fewer screens and stereo speakers, Nappa leather instead of swankier Palermo hides, and no fridge in the center console (but a proper safe is available). There’s also no Active Driving Assist, which should soon be upgradable to GM Super Cruise–type semi-autonomous functionality, and several editors lamented the standard

“active lane management” system’s propensity to pinball between lines.

We mostly agreed the Wagoneer’s feature content and luxury is more than competitive with its direct GM/Ford competition, while its 10,000-pound towing capacity and 179 cubic feet of passenger space are superior. It’s in our design and efficiency criteria where the Wagoneer struggled most in this year’s competition. Bottom line: This is a bargain Grand Wagoneer.

Frank Markus

SPECS 2022 Jeep Wagoneer 4x4 Series III Base Price/As Tested $77,995/$89,770 Power (SAE net) 392 hp @ 5,600 rpm Torque (SAE net) 404 lb-ft @ 3,950 rpm Accel, 0-60 mph 7.6 sec Quarter Mile 15.8 sec @ 87.8 mph Braking, 60-0 mph 147 ft Lateral Acceleration 0.61 g (avg)* MT Figure Eight 30.4 sec @ 0.52 g (avg)* EPA City/Hwy/Comb 15/20/17 mpg

VEHICLE LAYOUT Front-engine, 4WD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 5.7L port-injected OHV 16-valve 90-degre V-8, 8-speed automatic CURB WEIGHT (F/R DIST) 6,378 lb (52/48%) WHEELBASE 123.0 in LENGTH x WIDTH x HEIGHT 214.7 x 83.6 x 74.0-77.6 in ON SALE Now

2021 Land Rover Discovery

with alternating deep holes, the Discovery stayed true to its purpose. “This thing feels unstoppable off-road,” buyer’s guide director Zach Gale said. Simply select the appropriate off-road mode for the terrain, and the Discovery will deliver.

“It’s happy to go fast or slow, come to a stop in deep sand and continue on, whatever you like,” technical director Frank Markus said. So, the Land Rover’s marks for engineering excellence and performance of intended function were high, and the Discovery’s $73,000 price is spot-on these days for a three-row luxury

off-roader, giving it a decent showing in terms of value.

In the end, however, although the refresh brought needed improvements, there wasn’t enough across-the-board goodness to make the updated Discovery a finalist. “It requires too many compromises in terms of livability and ergonomics to make it a serious option for buyers,” senior editor Greg Fink said, “and it fails to move the ball forward enough to be our SUV of the Year.”

Miguel Cortina

PROS Polished interior • Masterful off-road • Commanding seating position CONS Tight third-row access • Tight third-row space • Lacking in cargo volume

It was only four years ago when the Land Rover Discovery was a finalist for MotorTrend’s 2018 SUV of the Year. This time, the Disco is back with a few key changes, including a new line of engines and interior updates. With its standard air suspension and robust unibody architecture, the 2021 Land Rover Discovery remains one of the most capable three-row SUVs on the market.

Land Rover also updated the Disco’s exterior styling, but those changes are subtle. Items like the new 11.4-inch infotainment screen, which brings a modern ambiance to the cabin and enhances the overall experience, are more important. In the past we’ve criticized the Disco for its poor infotainment performance, but the 2021 iteration fixes most of those issues, with a setup that’s simpler to use and faster to respond.

In addition, the updated cabin’s clean and elegant design received praise. “The interior has come a long way,” guest judge Gordon Dickie said. Our Discovery’s two-tone interior got props for its upscale aesthetic, satisfying materials, and USB port placement, but the experience wasn’t as excellent aft of the B-pillar. Every judge had difficulty accessing the third row due to the effort required to slide the seat forward and the narrow opening between the second row and the C-pillar. Once back there, it’s quite cramped, too.

The Discovery R-Dynamic S trim we tested arrived with the midcycle refresh, and it bundles plenty of standard features with a hybridized 3.0-liter turbocharged I-6 making 355 horsepower and 369 lb-ft of torque. Judges had mixed feelings about the powertrain, which was smooth for around-town driving but struggled with the portly Discovery when tasked with hilly terrain. The Discovery displays plenty of body roll on twisting roads, but in typical Land Rover fashion, those motions are well controlled.

The Disco truly impressed during our off-road evaluations, where it never even broke a sweat. Whether it was deep sand or the frame-twisting section

SPECS 2021 Land Rover Discovery R-Dynamic S (P360) Base Price/As Tested $63,250/$73,055 Power (SAE net) 355 hp @ 5,500 rpm (gas), 10 hp (elec); 355 hp (comb) Torque (SAE net) 369 lb-ft @ 1,750 rpm (gas), 55 lb-ft (elec); 369 lb-ft (comb) Accel, 0-60 mph 6.6 sec Quarter Mile 15.2 sec @ 78.1 mph Braking, 60-0 mph 128 ft Lateral Acceleration 0.76 g (avg) MT Figure Eight 28.1 sec @ 0.60 g (avg) EPA City/Hwy/Comb 18/24/21 mpg

VEHICLE LAYOUT Front-engine, 4WD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.0L turbo direct-injected DOHC 24-valve I-6 plus permanent-magnet electric motor, 8-speed automatic CURB WEIGHT (F/R DIST) 5,603 lb (49/51%) WHEELBASE 115.1 in LENGTH x WIDTH x HEIGHT 195.1 x 78.7 x 74.3 in ON SALE Now

2022 Lexus NX

Hybrid the plug-in hybrid compact luxury SUV niche, the NX 450h+ offers 37 miles of EV range to the Audi’s 23 and the Volvo’s 19. That’s a game-changing number, as it will cover most folks’ commute. And on the road, the flagship NX was the best of the bunch. “The NX 450h+ handled well, the steering was crisper, and the suspension settled down quicker [than the other NX models],” guest judge Gordon Dickie said.

The plug-in is quick but not swift enough for us to forget about the NX’s biggest shortcoming—its interior. Compared to the Genesis GV70 also at this year’s compe-

tition or even the Toyota Venza that wasn’t, the NX comes across as too plain. Sure, there’s soft, leatherlike material for your right knee to rest against, but luxury is about more than high-end materials, additional padding, or brand reputation. Flourishes of design are also crucial, and the NX falls short in that regard.

Mexico editor Miguel Cortina summed it up: “This is a big step over the previous NX, but it’s not enough to break through.”

Zach Gale

PROS Segment-leading plug-in hybrid • Refined exterior styling • Improved, touchpad-free infotainment system CONS Could feel more premium inside • Brake feel (NX 350h) • Unintuitive steering wheel controls

Certain aspects of the 2022 Lexus NX divided our judges, such as the giant 14.0-inch touchscreen that dominates the interior, but we did agree on one point: This compact luxury SUV’s journey would end at the contender round. In a segment populated with capable entries, the new NX is a solid improvement, but dynamic limitations and an underwhelming interior design hold it back.

The 2022 model brings four powertrain options to the table, doubling the number available in its predecessor. First up is the NX 250, where a 203-hp inlinefour from the Toyota RAV4 caters to those who don’t care about what’s under the hood as long as it works reliably for years.

Things get interesting in the NX 350, which has a 2.4-liter turbocharged I-4 with 275 hp and 317 lb-ft of torque. That’s a serious improvement over the last-gen model, but we ended up thinking more of the powerplant’s future instead of how well it works here.

“I rather like the NX 350’s 2.4-liter turbo, which is eager to rev and has minimal turbo lag and plenty of torque,” senior editor Greg Fink said. “In the right car, this engine will surely be a hoot.”

That right car just isn’t this Lexus. The NX 350 delivers acceptable performance but nothing that will put the Germans on notice (or the Italians, for that matter). Light and accurate steering combines with solid handling, but in a segment of more than a dozen competitors, others deliver more joy on a winding road. Except for the unrefined vibrations multiple judges felt through the steering wheel, the NX 350 offers the type of mainstream competence Lexus buyers will appreciate.

The same is true for the efficient NX 350h hybrid, despite poor end-of-travel brake feel and similar steering wheel vibrations in the SUV we evaluated. In our testing, the hybrid actually emerged as the quicker NX 350–badged variant. When you consider the NX 350h lacks any direct, non-pluggable hybrid competitors, this version suddenly becomes a real value. Buyers open to a hybrid will save $10,000 or more compared to the plug-in Audi Q5 and Volvo XC60 models before possible tax credits.

Keep moving up the NX ladder for the best-executed version. As Mercedes and BMW abandon PHEV

SPECS 2022 Lexus NX 350 AWD (Luxury) 2022 Lexus NX 350h AWD (Luxury) 2022 Lexus NX 450h+ AWD F Sport Base Price/As Tested $42,625/$50,075 $42,125/$49,575 $56,635/$57,975 Power (SAE net) 275 hp @ 6,600 rpm 189 hp @ 6,000 rpm (gas) plus electric motor; 239 hp (comb) 181 hp @ 6,000 rpm (gas) plus electric motor; 302 hp (comb)

Torque (SAE net) 317 lb-ft TBD TBD Accel, 0-60 mph 7.3 sec 7.0 sec 5.5 sec Quarter Mile 15.5 sec @ 92.1 mph 15.4 sec @ 89.0 mph 14.1 sec @ 99.4 mph Braking, 60-0 mph 124 ft 129 ft 131 ft Lateral Acceleration 0.81 g (avg) 0.80 g (avg) 0.79 g (avg) MT Figure Eight 27.3 sec @ 0.63 g (avg) 28.0 sec @ 0.59 g (avg) 28.4 sec @ 0.57 g (avg) EPA City/Hwy/Comb 22/29/25 mpg 41/37/39 mpg Not yet rated 350; 350H; 450H+ VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 2.4L turbo port- and direct-injected DOHC 16-valve I-4, 8-speed automatic; 2.5L port- and direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, cont variable auto; 2.5L port- and direct-injected DOHC 16-valve I-4 plus permanent-magnet electric motor, cont variable auto CURB WEIGHT (F/R DIST) 3,987 lb (60/40%); 4,065 lb (57/43%); 4,444 lb (57/43%) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 183.5 x 73.4 x 64.6 in ON SALE Late 2021

2022 Mitsubishi Outlander

also includes a pair of manually installed headrests that block much of the view out of the rear window when in place.

The 2022 Outlander is not devoid of merits. Its cabin is attractive and feels well assembled, particularly when equipped with the contrasting black and tan interior that was part of our test vehicle’s $2,700 Touring package. Additionally, the Outlander’s Nissan-sourced controls and infotainment system are easy to use and logical to operate, and Mitsubishi’s 10-year/100,000mile limited powertrain warranty provides peace of mind few competing manufacturers can match.

Although the Outlander failed to earn a finalist slot, it certainly deserves some recognition. Its appearance means Mitsubishi’s U.S. product line once again has a competitive product. Greg Fink

PROS Attractive interior • Long warranty • Out-of-the-ordinary styling CONS Horrid third row • Underpowered • Out-of-the-ordinary styling

Here’s the good news: The 2022 Mitsubishi Outlander is leaps and bounds better than the vehicle it replaces. The redesigned compact SUV is more comfortable, more enjoyable to drive, and better built than its forebear despite no longer offering a 224-hp V-6 engine and six-speed automatic transmission. Instead, the only available motivator is a 181-hp 2.5-liter I-4 that mates to a CVT. (The new Outlander will add a plug-in hybrid option later in 2022.)

Credit the 2022 Outlander’s close kinship with the 2021 SUV of the Year finalist Nissan Rogue it shares a platform and powertrain with. Still, it’s not fair to simply call the Outlander a reskinned Rogue, as the Mitsubishi is marginally longer, wider, and taller than the Nissan. The Outlander also features distinct styling and a standard third row, the latter missing entirely from the Rogue’s roster of features.

Here’s the bad news: Despite the head start of its heritage, the Mitsubishi can’t match the goodness of its Nissan platform mate. “In almost every respect, the Outlander is worse than the Rogue on which it’s based,” buyer’s guide director Zach Gale said. In many ways, the Outlander being roomier and capable of seating seven was its downfall—the thing feels heavy.

Indeed, our 3,869-pound all-wheel-drive Outlander SEL weighed 256 pounds more than the Rogue Platinum AWD that competed at last year’s SUV of the Year showdown. “Whether you’re just loping around or hustling it, the Outlander simply feels ponderous and dense,” director of editorial operations Mike Floyd said.

We may have been more forgiving of such driving dynamics if the Mitsubishi’s tight third row came across as more than a marketing tool. “This third row is a joke,” Mexico editor Miguel Cortina said. In fact, the rearmost row offers just 18.7 inches of legroom, a figure down 9.5 inches to that of the previous Outlander generation. It

SPECS 2022 Mitsubishi Outlander 2.5 S-AWC SEL Base Price/As Tested $34,940/$37,995 Power (SAE net) 181 hp @ 6,000 rpm Torque (SAE net) 181 lb-ft @ 3,600 rpm Accel, 0-60 mph 8.6 sec Quarter Mile 16.5 sec @ 84.8 mph Braking, 60-0 mph 115 ft Lateral Acceleration 0.87 g (avg) MT Figure Eight 27.4 sec @ 0.61 g (avg) EPA City/Hwy/Comb 24/30/26 mpg

VEHICLE LAYOUT Front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 2.5L direct-injected DOHC 16-valve I-4, cont variable auto CURB WEIGHT (F/R DIST) 3,869 lb (57/43%) WHEELBASE 106.5 in LENGTH x WIDTH x HEIGHT 185.4 x 74.7 x 68.8 in ON SALE Now

2021 Nissan Pathfinder

PROS Easy access to third row • Good passenger space and amenities • Effective driver assist systems CONS Struggles on loose terrain • Better SUVs available for the same or less money • Effective redesign nevertheless still trails the best

The latest iteration of Nissan’s Pathfinder doesn’t return to the nameplate’s body-onframe roots, but it does receive a much-needed dose of ruggedness. A primary factor in that shift is the bolder, squarer styling, which our judges agreed is handsome and better than that of its soft-lined predecessor.

Of course, the new model’s improvements are more than skin deep. Although this fourth-gen Pathfinder uses the same platform and V-6 as before, it gets a new nine-speed automatic and optional all-wheel drive, which Nissan says can shift power more quickly and offers greater torque capacity at the rear axle.

Despite this—and its name— the Pathfinder seemed out of its element off-road. Intrusive traction control hindered its momentum in the sand and ruts regardless of drive mode. Unsurprisingly, the front-drive model was an even weaker performer in the dirt. That said, neither Pathfinder got stuck, but a primary rival on hand, the Jeep Grand Cherokee L, cruised through the same challenges as if they were paved.

The Nissan impressed us more with its family-centric features. With its wide cargo area and spacious first and second rows, the overall packaging received praise. “I like how the second row slides forward with the touch of a button,” editorial director Ed Loh said. “Its spring-loaded release works well.” It’s a better solution than in the Grand Cherokee L, which releases its second-row seats via a high-mounted latch out of reach of children.

Pressing that button creates a wide aperture for third-row access, but several 6-ish-foot-tall judges were divided on whether those seats were suitable for anyone besides youngsters. Associate editor Duncan Brady called its legroom unacceptable, and senior editor Greg Fink felt cramped. Conversely, Mexico editor Miguel Cortina appreciated how “the seat reclines for a more comfortable position,” while technical director Frank Markus had “plenty of legroom with the middle-row seats slid forward.” All our judges liked how third-row riders get air vents, cupholders, and USB ports.

From the driver’s seat, the experience was mixed but improved from our first test of a pre-production model. The V-6/automatic combination acquitted itself better, with the notably uneven power delivery somewhat smoothed by updated transmission programming that also slightly mitigates the gearbox’s zeal for selecting higher ratios. The ride quality was fine, ironing out most bumps. The Pathfinder isn’t a zesty handler, but it does offer decent body control. Vibrations from the powertrain and chassis troubled some judges, however. Guest judge Gordon Dickie, a former Mazda R&D chief, felt them “coming through the steering

wheel and floor pan even on smooth roads.”

All told, the new Pathfinder is an improvement—it’s nicer looking, more versatile, and better to drive than before. Yet the segment has moved beyond where Nissan seemingly set its goal posts, with our 2020 SUV of the Year, the Kia Telluride, and this year’s excellent Kia Sorento and Grand Cherokee L representing the new state of the three-row art. Cortina summed up our consensus: “The Pathfinder feels more competitive in its segment, but that wasn’t hard to achieve.” Alex Leanse

SPECS 2022 Nissan Pathfinder Platinum 2022 Nissan Pathfinder Platinum 4WD Base Price/As Tested $47,340/$49,865 $49,240/$51,370 Power (SAE net) 284 hp @ 6,400 rpm 284 hp @ 6,400 rpm Torque (SAE net) 259 lb-ft @ 4,800 rpm 259 lb-ft @ 4,800 rpm Accel, 0-60 mph 7.1 sec 7.0 sec Quarter Mile 15.5 sec @ 92.3 mph 15.4 sec @ 91.0 mph Braking, 60-0 mph 130 ft 114 ft Lateral Acceleration 0.76 g (avg) 0.83 g (avg) MT Figure Eight 28.4 sec @ 0.59 g (avg) 27.4 sec @ 0.62 g (avg) EPA City/Hwy/Comb 21/27/23 mpg 20/25/22 mpg

PLATINUM; PLATINUM 4WD VEHICLE LAYOUT Front-engine, FWD, 7-pass, 4-door SUV; front-engine, AWD, 7-pass, 4-door SUV ENGINE, TRANSMISSION 3.5L direct-injected DOHC 24-valve 60-degree V-6, 9-speed automatic CURB WEIGHT (F/R DIST) 4,536 lb (55/45%); 4,672 lb (55/45%) WHEELBASE 114.2 in LENGTH x WIDTH x HEIGHT 197.7 x 77.9 x 69.7 in ON SALE Now

2021 Porsche Taycan 4 Cross Turismo

PROS Gorgeous • A blast to drive • Surprisingly capable off-road CONS Short range for a modern EV • Expensive • Not exactly an SUV

Are we having déjà vu all over again? At last year’s SUV of the Year competition, we tossed out some perfectly wonderful contenders for the sin of being cars. Both the Audi A6 Allroad and the Mercedes-Benz E 450 All-Terrain failed to make the finalist cut simply because they weren’t SUV enough to compete.

Granted, we really liked both wagons. As cars. In fact, the E-Class took home our coveted 2021 Car of the Year award. As features editor Christian Seabaugh said at the time, “There’s a sense of gatekeeping that comes with proper SUVs.” Hear, hear. So obviously the 2022 Porsche Taycan 4 Cross Turismo is just another chapter in this faux-SUV story, yeah? Not so fast.

Porsche hypes this car as an SUV by calling it the Cross Turismo, as distinct from the exquisite wagon version of the marque’s sedan, the Panamera Sport Turismo. That said, aside from the body style, the only differ ence between the Cross Turismo and a run-of-the-mill Taycan is standard air suspension, a gravel mode, and a slight ride height increase of 0.8 inch. That’s it.

Underneath the great-looking bodywork is a Cross Turismo–exclusive dual-motor powertrain good for 375 horsepower and 368 lb-ft of torque. Going from sedan to wagon—oops, we mean SUV— does come with a slight range penalty: 215 versus 225 miles for an entry-level Taycan sedan, though your mileage may (greatly) vary.

How does the Taycan 4 Cross Turismo differ from other German wagons dressed up as SUVs? Off-road hijinks. No, really. As associate editor Duncan Brady said, “It’s more fun in gravel and around our sand course than any other vehicle here.” You hear that? The baby-lift electric station wagon was more fun off-pavement than everything else competing for the Golden Calipers, including the mighty Ford Bronco and the mightier Jeep Wrangler. The person writing this may or may not have been asked by a videographer to perform six loops around a sand pit, just for the epic rooster tails. But a smile-inducing hoon-mobile does not an SUV of the Year make. In fact, most judges can’t bring themselves to even call the Porsche an SUV.

“As much as I like the Taycan Cross Turismo, this is a wagon, not an SUV,” Mexico editor Miguel Cortina said. Technical director Frank Marcus piled on: “Visibility is acceptable for a sports car, terrible for an SUV.” He continued making the case against a Porsche victory. “Again with the glass roof and no shade! I really hate that,” he lamented.

We’ve noticed this is a common flaw with EVs, and it’s especially noticeable in 106-degree Mojave Desert sun. “I hate this roof even more from the back seat … ” Markus trailed

off as he began to melt on the spot. Then there’s the Volvo XC40 Recharge, which costs half the Porsche’s $110,000 price and is quicker to 60 mph at 4.2 versus 4.5 seconds. Let’s not forget that Porsche doesn’t build the Taycan’s motors, and that the Cross Turismo is a less efficient version of an already efficient EV.

We still really like the Porsche Taycan 4 Cross Turismo, but it doesn’t deliver enough to be our 2022 SUV of the Year.

Jonny Lieberman

SPECS 2021 Porsche Taycan 4 Cross Turismo Base Price/As Tested $92,250/$109,980 Power (SAE net) 375 hp (469 hp w/ launch control) Torque (SAE net) 368 lb-ft Accel, 0-60 mph 4.5 sec Quarter Mile 12.7 sec @ 115.9 mph Braking, 60-0 mph 109 ft Lateral Acceleration 0.89 g (avg) MT Figure Eight 25.0 sec @ 0.76 g (avg) EPA City/Hwy/Comb 71/80/75 mpg-e

VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door wagon MOTORS, TRANSMISSION Permanent-magnet electric motors, 2-speed automatic CURB WEIGHT (F/R DIST) 5,134 lb (49/51%) WHEELBASE 114.3 in LENGTH x WIDTH x HEIGHT 195.8 x 77.4 x 55.5 in ON SALE Now

2021 Volkswagen Taos

PROS Unexpectedly spacious interior • Comfy, easy driving manners • Great highway fuel economy CONS Insultingly overpriced • Slow acceleration • Lacks standard driver aids

As the workaday Golf is now sold only in overseas markets, there’s been a hatchback-shaped hole in VW’s U.S. lineup. (Fortunately, we still get the GTI and Golf R.) Meanwhile, the subcompact crossover segment has exploded, eventually encompassing more than 20 wee SUVs—but none made by Volkswagen. That changed with the introduction of the Taos, which aims to fill VW’s hatchbacky void in price and practicality while elbowing its way into contention in a hot segment.

The single Taos made available for SUV of the Year evaluation was loaded with nearly every feature—which ultimately led to it being unanimously nixed in the first round. We say “nearly every feature” because a recall on all-wheel-drive models meant that only a front-drive example was available. It came in range-topping SEL trim, equipped with niceties like a larger digital gauge display, premium audio, and leather seating upholstery. The SEL is also the sole trim that comes with adaptive cruise control and lane keep assist—standard tech on every Toyota C-HR, Mazda CX-30, and automatic-transmission Subaru Crosstrek.

So we all blinked in amazement at the Taos’ window sticker, which carried a bottom line of $34,280. For a small front-wheeldrive crossover. With 158 horsepower. And no power liftgate. Or standard sunroof.

So the Taos flopped in the value portion of our criteria. “I looked at this price and nearly had a heart attack,” Mexico editor Miguel Cortina said. “How could Volkswagen expect people to pay so much for this?”

We couldn’t figure it out. The interior is filled with hard, cheap plastics, and an 8.5-second 0–60 time makes it among the slowest vehicles in this year’s competition. In addition, an AWD model might not have gotten stuck in the sand pit like this front-driver did.

This isn’t to say the Taos doesn’t have commendable attributes—far from it. Its packaging is brilliant, and it feels more spacious than its exterior proportions suggest. Even this author, our tallest editor (6-foot-10), could squeeze into the second row behind the driver’s seat adjusted for himself. Additionally, its cargo capacity rivals some crossovers a size up. At 36 mpg, it’s tied with the Nissan Kicks for best-in-segment highway fuel economy.

Although the Taos’ driving dynamics don’t provide enthusiast thrills, they will suffice for drivers seeking a spacious, straightforward, and confi-

dent-handling vehicle. “The cushy ride, light steering, and punchy four-pot would make for a compelling combination at the right price,” Detroit editor Alisa Priddle said. Editorial director Ed Loh noted it has “a certain sporty-in-a-no-frills-rental-car vibe” and equated its “grippy, planted” sensation to that of the lauded GTI.

Thing is, at $30,540 to start, the GTI can be had for even less than the Taos we evaluated. This is an instance where we wished for a lower-spec example to try. “Drop the price to the basic S trim’s $24,190, and I can make a case for this crossover,” senior editor Greg Fink said. “It’d be a charming little thing if its cost was more in line with its competitors.”

But the MSRP of the Taos we tried simply wasn’t. Decent as it may be, Volkswagen’s subcompact SUV would need to be great to justify the outlay. Alex Leanse

SPECS 2022 Volkswagen Taos 1.5T SEL Base Price/As Tested $32,685/$34,280 Power (SAE net) 158 hp @ 5,500 rpm Torque (SAE net) 184 lb-ft @ 1,750 rpm Accel, 0-60 mph 8.5 sec Quarter Mile 16.5 sec @ 83.9 mph Braking, 60-0 mph 129 ft Lateral Acceleration 0.80 g (avg) MT Figure Eight 28.3 sec @ 0.58 g (avg) EPA City/Hwy/Comb 28/36/31 mpg

VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE, TRANSMISSION 1.5L turbo DOHC 16-valve I-4, 8-speed automatic CURB WEIGHT (F/R DIST) 3,294 lb (59/41%) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 175.8 x 72.5 x 64.4 in ON SALE Now

SUVOTY Contenders 2021 Volvo XC40 Recharge

steering.” Plus, aggressive cornering results in an alarmingly tight squeeze from the seat belt.

Multiple judges took issue with the ride quality. Guest judge and industry veteran Gordon Dickie described it as “too stiff for some” with head toss and a choppy ride on the highway section. Mexico editor Miguel Cortina noted the Volvo struggled with the undulating pavement on Honda’s winding road section. The XC40 Recharge was also noisy and choppy over speed bumps and pavement joints.

What really held this electric Volvo back, though, are range and value. The XC40 manages just 208 miles of range from its 75 kWh of useful battery capacity, the shortest of any contender at SUV of the Year. Although its range combined with all-wheel drive and awesome performance would have impressed a few years ago, it’s sorely under-

whelming alongside today’s electric offerings.

Not to mention, the XC40 Recharge starts at a hefty $55,085. That puts this Volvo in the same conversation as the Tesla Model Y and the all-wheeldrive Ford Mustang Mach-E, both of which provide superior range figures and efficiency. Senior editor Greg Fink put it best: “Unfortunately, the XC40 Recharge’s limited range, lack of efficiency, and high price make this little ’Vo a no-go.”

Duncan Brady

PROS Comically quick • Real SUV ground clearance • Strong regenerative braking CONS Unimpressive range • Premium price tag • Stiff ride

Swede speed or no need? For Volvo’s first fully electric vehicle in its 94-year history, the answer is a mixture.

As for the former, the battery-powered XC40’s 402 hp and instantly deliverable 486 lb-ft of torque make for a proper sleeper of a subcompact SUV. At 4.2 seconds to 60 mph, this tiny Volvo tied the Jeep Wrangler 392 for the quickest vehicle at SUV of the Year.

The XC40 Recharge feels every bit as quick as it is; comments from Detroit editor Alisa Priddle included quips like, “Whoa, mama,” and, “Woot woot fun.” Even our ever-sensible buyer’s guide director Zach Gale described the electric Volvo as “soooo quick.” With four O’s! And considering it’s styled nearly identically to the standard XC40 (which is at least 2 seconds slower to 60 mph), this is a secret speedster.

This conventional form factor calls to mind another advantage the Volvo has over most other EVs in this test: ground clearance. With the Volvo’s 6.7 inches, we wouldn’t recommend any rock crawling, but the XC40 Recharge will handle rutted fire roads and deep snow much better than a Mustang Mach-E or Porsche Taycan Cross Turismo.

Handling is typical Volvo: capable and confident but not as engaging as its strongest competitors (looking at you, Mustang Mach-E). Associate editor Alex Leanse noted the XC40 Recharge is “stable and planted in corners” thanks to the low center of gravity afforded by a low-mounted battery pack. We dig the strong regenerative braking, too. That said, it doesn’t rotate or put down power as adeptly as the best-handling EVs, and road test editor Chris Walton mentioned “rather vague

SPECS 2021 Volvo XC40 Recharge AWD P8 Base Price/As Tested $55,085/$59,780 Power (SAE net) 402 hp Torque (SAE net) 486 lb-ft Accel, 0-60 mph 4.2 sec Quarter Mile 12.8 sec @ 107.7 mph Braking, 60-0 mph 118 ft Lateral Acceleration 0.84 g (avg) MT Figure Eight 26.3 sec @ 0.70 g (avg) EPA City/Hwy/Comb 85/72/79 mpg-e

VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door SUV MOTORS, TRANSMISSION Permanent-magnet electric, 1-speed automatic CURB WEIGHT (F/R DIST) 4,774 lb (52/48%) WHEELBASE 106.4 in LENGTH x WIDTH x HEIGHT 174.2 x 73.3 x 65.3 in ON SALE Now