The last time we drove the Acura TLX it left us a little cold. Marketed as a sports sedan it felt like nothing more than a gussied up Accord. No bad thing on its own but when compared to offerings from BMW, Lexus, and Mercedes it fell well short of that claim.

We even argued that a Dodge Charger SRT with its rumbly V8, a car that might not normally be cross-shopped with a TLX, offered way more thrills for less money.

The outgoing TLX played it too safe but there’s a new one now, and Acura says that they’ve listened to the feedback and brought back some of what made the brand so special only a few decades ago.

The 2021 Acura TLX is a clean-sheet redesign built on its own bespoke chassis and is the most rigid platform Acura has ever created, except for the six-figure NSX.

At first glance there are a lot of similarities to the last one, mainly when looking at it head-on thanks to the large diamond pentagon grille that carries over and offers a menacing stare with its slim multi-element LED headlights.

The big changes reveal themselves in the side profile where the stretched wheelbase and much longer dash-to-axle ratio make this appear more like a rear-wheel drive car—no mistake by any means. It gives the car a sporty and planted stance, closer in stature to the popular German sedans. The TLX looks muscular and athletic without having to resort to gimmicks, but for me, fails to capture all the magic of the Type-S concept.

Acura has brought back the double-wishbone suspension on the front axle, a sophisticated and more complex setup than the MacPherson struts used by nearly everyone else. It might be a costlier way to do things but the benefits are increased grip, better handling, and a more compliant ride.

Gone is the naturally aspirated 2.4-L 4-cylinder motor in the base model, replaced by a smaller 2.0-L turbocharged four-popper based on the one found in the racy Civic Type R. In this application it produces 270 hp and 280 lb-ft of torque, increases of 66 hp and a 98 lb-ft, respectively, over the outgoing unit. It feels suitably quick with excellent low-midrange punch. And this is just the base model. Arriving in spring the TLX Type-S will make its return with an all-new 3.0-L turbo V6 that will make over 350 hp.

Acura has gone back and forth trying to find the right balance between screens and physical buttons, leading to some odd choices over the years but I think they’ve hit the nail on the head this time with the perfect amount of physical controls to do just about everything you need without having to resort to the infotainment.

When you do need to use the 10.2-inch screen, you’ll do it mainly through a touchpad equipped with what Acura calls “Absolute Position” mapping. My first go with it ended with frustration and quite a bit of profanity. Turns out I was doing it wrong, and once I figured out the correct way to use it, thanks to Youtube, it became much easier. The main problem here is that I’ve never had to reference a user manual or the Internet to figure out how to use a car’s infotainment system, as most are pretty intuitive. This one isn’t at first.

The biggest problem with the last TLX was that it was rather boring. A nicer way to describe it would be pleasant but that’s not really a compliment for a sports sedan. The new one does not have this problem.

From the second you plop down in the firm but very comfortable sport seat and grip the nicely textured flat-bottom steering wheel you can feel the improvements Acura has made without even starting the car.

As with any four-cylinder turbo motor, the sound is gruff and industrial and the fake exhaust noise isn’t much help. The torque peak comes at a lower rpm than it does in the Type R and it feels less peaky, but also a bit less exciting. No complaints about the power, though, as it feels faster than the outgoing V6 in nearly every metric. The 10-speed automatic also delivers fast, crisp shifts and does a great job of keeping you in the right gear at the right time.

Steering is quick, light, and reactive, exactly what you want in a sporty saloon. A large silver knob on the dashboard manipulates the drive modes that alter throttle response, steering feel, and other parameters including the adaptive dampers that weren’t equipped on this A-Spec trimmed car. Regardless, the ride with the standard suspension has that firm but still comfortable feel that delivers confidence behind the wheel without beating you up.

Push the TLX hard and the safety nannies don’t intrude as much anymore. The 4^th-gen Super-Handling AWD system can send up to 70 percent of the power to the rear axle and 100 per cent of that can be sent to either rear wheel. The system does an excellent job of masking the TLX’s front-drive roots and makes it a fun car to drive. In many ways, this TLX reminds me of a BMW 3-series, and that’s certainly high praise.

Starting at $44,605, the base TLX is rather well equipped with the SH-AWD system, drive mode selector, Acura Watch driver assist tech, a 10.2-inch infotainment system, remote engine starter, and power heated front seats. As you walk up the trim ladder to the A-Spec seen here, it adds a phenomenal ELS 3D audio system, ventilated seats, a heated steering wheel, some sporty styling accents, and Shark Grey wheels. The top-spec Platinum Elite adds the adaptive dampers and heated rear seats along with a whole bunch of stuff that I don’t have the place here to list.

Acura has shown that it hasn’t forgotten how to make a good driver’s car, and they’re doing it at a price that undercuts major competitors like the BMW 3-Series and the Mercedes C-Class. It no longer feels like your compromising either and that might be Acura’s biggest win here. Bring on the Type-S!

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A chance meeting between English race-car builder John Cooper and Fiat engineer Aurelio Lampredi at the 1959 Italian Grand Prix is celebrated in Mini folklore.

Having driven an early Mini prototype to the race, Cooper was accosted by Lampredi, who begged him to borrow the tiny front-wheel-drive car. Returning it hours later, the Italian heralded it as the future of automobile design, then added: “If it weren’t so ugly, I’d shoot myself.”

Most modern automobiles owe something to the Mini: unibody construction, transverse engine orientation and four-wheel independent suspension, among other features. Sir Alec Issigonis didn’t devise all of its technology, but he managed to shoehorn it all into one impossibly small package.

That face that only a mother of invention could love was an enduring feature. The Mini was produced largely unaltered for 41 years, although exports to America ended in 1967 and Canadian sales petered out in 1979.

BMW bought the money-losing Rover Group in 1994 and, having failed to stanch its heavy losses, dismantled the British automaker in 2000. However, BMW retained the rights to the Mini brand and made plans to reinvent Mr. Bean’s car.

Arriving for 2002, the all-new Mini was considerably larger than the original – 58 centimetres longer and 400 kg heavier – to meet contemporary crash standards. The subcompact hatchback formed the entry-level product in the BMW lineup, though Mini got its own dealers.

Mini introduced an array of microscopic models to broaden its appeal, which included the 2011 Countryman with its ALL4 all-wheel-drive system. Its enlarged floor pan made room for four doors and adult-sized rear seating, along with the ALL4’s electro-hydraulic differential, which distributed the power variably between the front to rear axles.

The oxymoronic “big Mini” Countryman was a hit, paving the way for a second generation for 2017 that grew even larger. The wheelbase was stretched by 8 cm and overall length expanded by 22 cm, thanks to BMW’s new UKL2 modular platform that underpinned several front- and four-wheel-drive Mini and BMW models, including the X1 and X2 crossovers.

The new-gen Countryman offers a certain roominess unknown to other Minis, with an abundance of headroom and decent legroom in the back seat. Owners noted step-in height is ideal for easy entry and egress, instead of falling down into the seat when you get in. The bigger cabin improved dramatically with better finishes and more premium features.

Buttons and toggles are laid out better – window switches moved from the centre console to the doors where people expect them – and the speedometer rightfully resides in front of the driver (the big centre-mounted dial now frames an 8.8-inch infotainment screen). An instrument panel that adjusts with the steering wheel and a panoramic sunroof are unexpected frills. And the Mini’s quirky style continues to find an appreciative audience.

“My wife drove a Ford Explorer for years. She was tired of the same boring SUV style everyone else has so we got the Mini,” offered one post, by way of explanation.

The base Cooper uses a 134-hp, 1.5-L turbocharged three-cylinder engine that’s mated to a manual gearbox or automatic transmission, both six-speeds. The Cooper S comes with a 189-hp, 2.0-L turbo four-cylinder, available with an optional eight-speed automatic.

The Countryman lineup was expanded in 2018 with the plug-in hybrid Cooper S E that combines the three-cylinder engine, six-speed automatic and an electric motor. Together, the system outputs 221 hp and 284 lb-ft of torque driving all four wheels. Unfortunately, it can only travel a maximum of 20 km solely on electric power. The extra hardware also raises the rear seat, reducing headroom and luggage space, and precipitates a smaller fuel tank holding just 36 litres.

The John Cooper Works (JCW) trim also joined the Countryman party in 2018, featuring a more potent version of the turbo four with 228 hp and 258 lb-ft of torque working through the six-speed gearbox or optional eight-speed automatic. Oriented for performance, the JCW has a sport-tuned suspension, aggressively bolstered front seats, a rear spoiler and other aero accoutrements.

The 2020 model year brought some major updates, including a more powerful engine in the JCW making 301 hp and 331 lb-ft of torque, paired solely with the eight-speed autobox. It represents a major reworking of the Cooper S engine, incorporating a modified crankshaft, new main bearings, pistons and connecting rods, a larger turbocharger and higher compression ratio. The plug-in hybrid received a larger battery pack that increases the all-electric range to 40 km. There’s also sad news: a manual transmission is no longer available in any Countryman.

Being the victim of unsightly heft, the base Cooper model requires some patience to drive. This big Mini weighs 1,665 kg (3670 lbs), mass that overwhelms the three-cylinder turbo’s modest output. Zero to 97 km/h comes up in a molasses-like 9.3 seconds – unworthy of the racing stripes other Minis wear. The 189-hp Cooper S is speedier, taking 7.1 seconds to reach highway velocity, while the 2020 JCW wrinkles the pavement taking just 4.4 seconds to do the deed.

The new BMW platform brings noticeably more refinement. While the first-gen Countryman had been criticized for its harsh ride, the current model is more comfortable and maintains its composure over rough roads. Quick lane changes are managed with aplomb, though a bit of the characteristic Mini go-kart handling has been lost.

“This car is a huge upgrade in drivability over my 2015 and 2013 models,” reads the post by an owner of a 2018 Countryman. “The ergonomics and quality of the controls inside is much upgraded, as is the ride quality, noise, vibration, harshness and overall livability.”

Countryman owners rave about their cars’ unique style and features, sporty driving characteristics and ability to customize their ride right in the showroom. On the other hand, not everyone was enthralled with the confining optional sport seats, the small cargo hold, excessive tire noise and the fact that Mini’s turbo engines all require premium fuel.

OWNERS TALK RELIABILITY

Assembled in the Netherlands in a third-party plant that used to put together Mitsubishi cars, the Countryman enjoys elevated quality scores of late, along with other Mini models (VDL NedCar also produces the closely related BMW X1 crossover). Newer Minis have climbed above the industry average in recent J.D. Power Vehicle Dependability rankings.

There has not been a lot of online complaints about the second-generation Countryman, in part because it hasn’t sold in large numbers. The most common gripe has to do with dashboard warning lamps lighting up in unison. Dealers can reset the system, but sometimes offer no explanation. A few owners warn about spilling drinks between the front seats, which may seep into the gear shifter mechanism and trip the transmission warning lamp.

One mechanical issue that has been cited relates to the high-pressure fuel pump giving up the ghost at low mileage – not an uncommon problem in European automobiles. Driveability issues such as stalling in traffic is a warning sign worth heeding.

Minis typically come with run-flat tires that are roundly despised by drivers for wearing out quickly, riding roughly and being costly to replace (not to mention they can’t be repaired when punctured). While run-flat tires are improving, it’s wise to have a budget for fresh rubber.

“Summer high-performance tires left me with 2 mm of tread during 8K oil change. E-mailed Mini and they referred me back to dealer which provides no answer, saying that run-flats don’t come with mileage warranty,” reported one owner online.

Used Mini buyers unaccustomed to maintaining a European car may discover parts aren’t always easy to obtain quickly. Some owners have reported waiting weeks for certain components to be delivered overseas – a lengthy inconvenience.

All in all, the Mini Countryman represents a distinct departure from the crowded crossover SUV segment. Just remember that breaking from the herd can come with a toll not known to people driving a run-of-the-mill Hyundai or Toyota. It’s the cost of being different.

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Several people commented on how “sharp looking” the Volkswagen Tiguan was. It looked like a mid-size SUV to me. Maybe we are all correct.

My Tiggy was a 2020 model year. The 2021s will be arriving in VW showrooms soon, but the internals of the new model will be a carry-over. Tiguan starts at $29,770 for the base Trendline front-wheel drive trim level. Four-wheel drive (4MOTION in VW-speak) is standard on the rest of the range, with Trendline at $32,040, Comfortline $34,865, IQ.DRIVE $37,670, and Highline $40,395.

My tester was an IQ-DRIVE with the only option available and a third row of seats, at what seemed a reasonable $760. I have no idea what “IQ-DRIVE” means; maybe that’s why this nomenclature will be dropped for 2021. But the vehicle never fails to remind you – open either front door, and those letters are projected at your feet. Among those carryover bits is the 2.0 litre turbocharged four cylinder engine (184 horsepower from 4,360 to 6,000 r.p.m.; 221 lb-ft of torque from 1,600 to 4,360 r.p.m.), and the eight-speed automatic transmission.

The handsomeness of the exterior is continued inside, with typical VW design and execution, with matte black no-reflection materials. Proper round dials for speedo and tach, with coolant temperature and fuel level nestled respectively within with all white-on-black for good readability.

Various additional tidbits of information such as fuel consumption, trip odometer, back-up SatNav screen, and controls to shut off most of the nanny systems, are in a multi-function panel between these two main dials.

The central screen with proper round knobs for volume and function selection is bright and clear. It can display a stunning array of stuff, including a “drive coach” to help you minimize fuel consumption. However, as in the GTI I tested recently, if you want to adjust the radio, you lose the SatNav screen. This should be handled better. Below this screen is a set of nice round knobs to control most of the HVAC functions. On the centre console is a round knob with a push button inside it. This works the drive mode selection function. Rotate then push the knob to select the program you want – Snow, Normal, Off-Road, etc.

Some of these modes offer additional options that you select from the main screen, which I found confusing, having to move back and forth between the screen and the controller. This all will require a long weekend reading the Owners Manual, and maybe six weeks of practice before you figure out all the permutations and combinations. Most likely, you’ll find one the combo you like, and just leave it alone.

For me, it was the “Sport” mode, although it did keep the engine revs higher than did the more sedate settings, which might have an impact on fuel consumption. Other high-techery includes Android Auto, Apple CarPlay and MirrorLink capability, a WiFi hotspot, 12-volt outlet, and USB outlets galore. Minor controls for windows and mirrors look just like those in my 2003 Jetta, dead simple to understand and use.

The seat upholstery in this trim level is “leatherette”. I’d rather have had plain cloth, but that’s only available in Trendline models. I found the seats acceptably roomy, comfortable and supportive. Heated seats are provided for four of the five riders. The Owners Manual says there is also a heated steering wheel; with that manual in hand, I searched for it for about an hour without success. Turns out the button for the driver’s seat heater also turns on the steering wheel heater. Who knew? Thomas Tetzlaff, VW Canada’s PR man, did. But I didn’t find this out until I returned the vehicle. Still, the mystery solved.

The middle row of seats is split two-thirds left side / one-third right; each part is movable independently fore-and-aft to provide flexibility for distributing legroom between second and third row passengers. Getting into that third row calls for some agility, or smallness of stature.

Lots of storage spaces for cups and bottles, even a spot for a bottle of windshield washer fluid in the cargo area.

Should you need assistance reversing, the central screen switches to a split view, with both overhead and “right behind you” displays. That view stays on the screen for a few seconds after you shift back into Drive, for reasons that don’t seem obvious.

Tiguan’s camera sits out there on the tailgate, rather than being tucked in behind the VW logo on the trunk lid like the GTI, so it will get dirty right quickly. Also like the GTI, Tiguan gets the manual shift pattern for the transmission backwards in my opinion. It just has to be back for upshifting, forward for downshifting. But in a vehicle like Tiguan, you’ll probably let it shift for itself anyway.

The engine gets a bit loud as revs rise, although at higher speeds, road noise takes over. This was exacerbated by the winter tires on my tester, a more-than-acceptable trade-off given the weather I encountered during my test period. Performance is fine with that strong low-end torque means acceleration is satisfyingly brisk. The transmission shifts smoothly and quickly, requiring little throttle pressure to initiate a downshift.

On occasion from rest, however, it seemed to take a brief moment to make up its mind to get rolling. In the cut and thrust of city driving, this can be a bit of a bother. As you would expect from a VW, handling is sharp, with precise turn in, and stable behaviour. The ride quality is also more than adequate.

Tiguan passes the mirror test – you can adjust them far enough out to eliminate the blind spots. And, the ignition off/ headlights off test too – switch the lights on when you buy the car, and never touch that knob again. On the downside, the VW’s door locks re-lock themselves if you drop below about 15 km/h.

In today’s market, there seem to be about a million mid-size SUVs to chose from. All of them are pretty good.

If crisp road manners and excellent handing are at the top of your wish list, Volkswagen’s Tiguan should be on your shopping list.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

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Guessing which Lexus model rules the sales charts might not be too difficult given how long it has been around for and how common a sight it is on our roads.

Being in continuous production since 1998 will do that. And this nameplate certainly has produced a loyal following among North American consumers during its run.

If you guessed the Lexus I’m talking about is the Canadian-built, mid-size RX crossover, give yourself a gold star. The RX is indeed the bestselling Lexus in both Canada and the U.S., and not by a little either. In 2019, its sales almost doubled the second-best selling Lexus stateside and finished almost 1,500 units ahead of the runner-up in Canada.

Like the RX, the number two Lexus in both countries is the same vehicle and is the focus of this review: the compact NX crossover. If you didn’t guess it was runner-up don’t worry, you can keep the gold star.

What’s impressive about the NX’s standing as a reliable seller in the Lexus lineup is that it has only been around for a fraction of the time of the RX. The NX is still in its first generation, hitting the market in late 2014 as a 2015 model with a facelift in 2018.

Built on the same platform as the Toyota RAV4, the NX comes in two basic forms, gas (300) and gas hybrid (300h). The focus of this review is the former, which is powered by a 2.0-litre turbocharged four-cylinder engine (235 hp / 258 lb-ft) that’s paired with a six-speed automatic transmission and standard all-wheel drive.

Despite existing in just two basic forms, the NX is available with a slew of option packages. I count six on the Lexus Canada website, including the one installed on my Ultrasonic Blue Mica 2.0 tester: F Sport Series 3, which for an extra $15,150 adds a long list of optional goodies.

A lack of space prevents me from listing them all, but among the highlights are triple-beam LED headlights, LED daytime running lights, push button starter, heated steering wheel, power tilt and telescoping steering wheel, 10.3-inch multimedia display, power moonroof, 18-inch alloy wheels and a lot more.

As one might imagine, all this stuff turns the NX into quite a luxurious and sumptuous ride, but it does bring the MSRP perilously close to $60,000 before taxes, which is well into the territory of the bigger, more powerful and roomier RX. As I often say, piling on loads of extras can really upend the value proposition, so my suggestion is to exercise some restraint when ordering.

With that said, the NX is a compelling option. It’s contemporarily handsome in a way that doesn’t feel over-styled or gussied up with too many unnecessary flourishes, something that cannot be said of all Lexus products. To these eyes it looks good without trying too hard.

On the inside, the NX has aged well. The leather touch points in the seats, steering wheel, dashboard and door trims look and feel good to the touch, and the exposed stitching provides an air of sophistication and attention to detail.

Some of the switches and knobs are starting to show their age, but everything is well placed, clearly marked and easy to use. The climate control button icons are a bit small and difficult to read, but they’re on mechanical switches so I can’t complain too much.

The 10.3-inch multimedia screen offers pin-sharp resolution and is fast responding to inputs, which is greatly appreciated. I’m not the biggest fan of the touchpad controller, because it can be distracting and fussy to use, but it’s preferable to the mouse-like device Lexus used for years with its multimedia systems.

As for the drive, the NX isn’t going to knock your socks off. If that’s what you’re looking for, you’ll be disappointed. Despite loads of F Sport kit, performance really isn’t the NX’s bag. The 2.0-litre turbo four provides decent acceleration off the line and gets zoomier the more one mashes the throttle. But be warned, it gets noisy when leaned on.

More restrained throttle application will scoot the NX along reasonably quickly, with handling that feels nimble (which is what NX stands for, by the way: nimble crossover), along with a planted ride and a relatively hushed cabin.

In the end, I think the NX is a near ideal premium crossover. It has enough real-world performance for most buyers along with loads of advanced safety tech, plenty of space for passengers and their stuff, with lots of available creature comforts that comes wrapped in handsome packaging. Personally, I’d opt for the F Sport Series 1 package which delivers many of the same features, but for less than half ($7,300) of the cost of the Series 3.

It will be interesting to watch the NX evolve moving forward. Last year Toyota confirmed it will be built at the company’s plant in Cambridge, Ontario beginning in 2022 which will likely coincide with a next gen model. Given its many positive attributes, by then it may have closed the gap to number one considerably. Heads up, RX.

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