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DS, a premium brand from PSA that is now part of Stellantis along with Fiat Chrysler Automobiles’ brands, has just launched an attractive new compact hatchback called the DS 4.
The car will be out later in 2021 in Europe and China, but we’d love to see it here.
DS will be developing premium models jointly with Alfa Romeo and Lancia, with the first models coming by 2024, Automotive News reported this week. And maybe we’ll have more luck getting those.
Everywhere outside of France, driving a French car is a clear sign of individualism, an appreciation of the unusual and of elevated aesthetics. And since DS has been spun off Citroën as a premium brand, in much the way Genesis was derived from Hyundai or Polestar from Volvo, the brand has offered a plethora of interesting, challenging, and beautiful cars. The latest is the DS 4, unveiled this week and slated for a launch in Europe and China later this year. It redefines its segment’s boundaries in several ways.

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DS

Its dimensions—173.2 inches long, 72.0 inches wide, and 57.9 inches tall—mean the DS 4 fits neatly into Europe’s compact segment, similar to the Audi A3 and the Mercedes-Benz A-class. But the DS 4 features a rear hatch. With sharply drawn lines, slim headlights and taillights, the DS 4 looks very modern, sporty and geometric. The roofline is coupelike, and there are three different model lines: a discreetly elegant base model, a sporty Performance Line, and a model called Cross that plays with color contrasts but is not actually an SUV, in much the way that the Performance Line is cosmetic only.

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This does not sound spectacular, but if you take a closer look at the car, you will notice an aggressive boldness that cannot be found in most U.S.-market models that have had their character blown away in endless “car clinics.” The drag coefficient is a satisfactory 0.30, and there is a special wheel/tire combination designed specifically to minimize tire and air resistance.

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DS

The interior is characterized by modern shapes and a stunning opulence that has become the signature of the DS models. Crisp lines, crystal and glass elements, and sophisticated materials make for an appearance that is simply unmatched in this class. Only the Mercedes-Benz models offer similarly rich materials, albeit in a far more conservative application. The French love for detail can be found in every corner of the DS 4. For example, the Performance Line is fitted with with decor made of forged carbon fiber, while the more luxurious models use ash wood. When the DS 4 launches, there will even be a version with surfaces inspired by fish skin.

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DS

On the center console, there is a touch-sensitive surface to enter data; there is an advanced voice recognition system, and the Focal-branded stereo system has an output of 690 watts. The electronic comfort and assistance systems altogether go far beyond class standards: Customers can order a night vision system that can recognize pedestrians at a distance of over 200 yards, and the new head-up display appears to project information right onto the street. The matrix light system offers luxury class functionality, and the daytime running lights are created by full 98 light-emitting diodes, creating a stunning light signature. And the suspension can adjust to information provided by a camera scanning the road surface; this technology has heretofore been the hallmark of luxury cars.

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Under the hood, there are three gasoline engines with 130, 180, and 225 horsepower. Other choices are a torquey 130-hp turbo-diesel and a plug-in hybrid called E-Tense with total system output of 225 horsepower. All models are fitted with an eight-speed automatic transmission, controlled by what DS calls E-Toggle.

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DS

Within the context of the Stellantis Group, DS is well positioned to hold its own against the offers from Citroën, Peugeot, Opel, Alfa Romeo, and Lancia, not to mention the U.S. brands. However, any aspirations to compete in the U.S. market will now have to take a back seat. DS chief designer Thierry Métroz tells us that a U.S. launch of the brand, something he hinted at earlier, is not a priority and not a consideration for the DS 4.
And that’s a pity. Because with its futuristic design, bespoke materials and attention to detail, it is a triumph of individualism in a sea of increasingly bland competitors.
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The first new Nissan Frontier in 16 years still rides on the outgoing model’s frame but gains all-new bodywork and a vastly improved interior.
Powering the 2022 Nissan Frontier is a 310-hp 3.8-liter V-6 mated to a nine-speed automatic transmission.
The 2022 Nissan Frontier will go on sale this summer and will likely start in the low $30,000s.
After languishing in the marketplace for the better part of two decades, the Nissan Frontier compact pickup finally receives an overhaul for the 2022 model year. Although the third-generation truck is not entirely fresh—it still rides on a frame that dates back to the outgoing model’s 2005 debut—the new Frontier enters the modern age with all-new bodywork, a significantly updated interior, and a greater helping of technology.

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Nissan

Nissan is still fuzzy on a number of details, including pricing, option packaging, and some final measurements. But we do know that the new Frontier will offer both extended King Cab and crew-cab layouts with either rear- or four-wheel drive, plus five- and six-foot cargo box lengths. Trim levels include base S, SV, and top-spec Pro-4X, as well as a new Pro-X trim that’s essentially a Pro-4X minus four-wheel drive and some off-road hardware.

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In terms of configurations, crew cabs can be had with either cargo box, depending on the model, while King Cabs get only the longer bed. Dimensionally, the new Frontier’s wheelbases are about the same as before, spanning 126.0 inches for most models and 139.8 inches for long-box crew cabs. Overall lengths are up several inches to 210.2 and 224.1, while width increases a hair to 73.0 inches. Maximum height is down 1.5 inches to 72.3.

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Nissan

Despite some minor revisions over the years, the previous Frontier’s fully boxed steel ladder-type frame carries over to the new truck. Suspension enhancements include revised spring and damper tuning, new urethane jounce bump stops, and the addition of a rear anti-roll bar to go with a stiffer front unit. New hydraulic body mounts are said to better isolate the truck’s cab from the road. Pro-4X and Pro-X models add standard Bilstein off-road-oriented dampers, but only the former gets skid plates under its front end, transfer case, and fuel tank. The Pro-4X also features an electronically locking rear differential and an off-road driving mode. The new Frontier’s vintage roots are most evident in its steering system, which features a quicker ratio than before, yet assistance is still by old-timey hydraulics rather than an electric motor. The optional part-time four-wheel-drive system also goes largely unchanged, bringing conventional 4HI and 4LO settings but no full-time all-wheel-drive mode.
We previewed the latest Frontier’s sole powertrain—a 3.8-liter V-6 (310 horsepower and 281 pound-feet of torque) mated to a nine-speed automatic transmission—in our most recent test of a 2020 crew-cab model. In that test, the new setup exhibited better refinement than that of the Frontier’s old 261-hp 4.0-liter V-6 and five-speed automatic, but it failed to produce any measurable uptick in straight-line performance or fuel efficiency versus a 2017 Pro-4X model we evaluated. This was despite the 2020 version having 49 additional ponies under its hood and a 2-mpg-greater EPA combined estimate (to 19 mpg for crew-cab four-wheel-drive models). EPA ratings are not yet available for the 2022 Frontier, but Nissan says they should hew closely to those of the outgoing truck’s, as should the new truck’s curb weights.

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Nissan

We’ve only seen photos of the 2022 Frontier’s crew-cab-only Pro-4X model, but it looks appropriately butch with chunky proportions, blistered fenders, and darkened trim. Nissan says the new trucks’ design was inspired by its “Hardbody” compact pickups from the late 1980s and ’90s. LED lights are standard at the rear and optional up front. Pro-4X and Pro-X models roll on 17-inch wheels fitted with 265/70R-17 all-terrain tires. Along with taller bedsides, the Frontier’s cargo boxes gain improved functionality from a standard spray-in bedliner, a dampened tailgate, and more optional LED lighting. A revised cargo management system and an in-bed 110-volt power outlet also are available. Maximum payload capacity increases slightly to 1610 pounds, but max towing (6720 pounds) remains below the 7000-plus pounds that many new body-on-frame compact pickups can tug. Electronic trailer-sway control is now standard on all models.
If the latest Frontier’s exterior design is a bold step forward, its new interior is a revelation. The overall design looks attractive and materials appear to be vastly improved over the previous model’s Tupperware-grade trappings. All versions gain laminated front side windows and additional sound-deadening material, as well as Nissan’s Zero Gravity front seats and larger storage cubbies throughout. The Pro-4X and Pro-X can be had with fetching red accents and contrast stitching. Drivers view a standard 7.0-inch information display flanked by analog gauges. An 8.0-inch infotainment touchscreen lives in the center stack but can be upgraded to a 9.0-inch unit, with both setups featuring standard Android Auto and Apple CarPlay connectivity, albeit of the wired variety.

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Nissan

Other optional cabin highlights include a heated steering wheel and front seats, a Wi-Fi hotspot, a nine-speaker Fender audio system, a wireless charging pad, and Nissan’s latest 360-degree camera system with a front-facing off-road mode. Automatic forward collision warning is standard, with available active-safety aids encompassing forward emergency braking with pedestrian detection, rear emergency braking, blind-spot and lane-departure warnings, a driver-attention monitor, and adaptive cruise control.
Nissan also plans to offer a range of NISMO accessories for its new Frontier, including off-road step rails with removable steps, an upgraded suspension kit, auxiliary lighting systems, and ladder racks and tents for the cargo bed. Pricing has yet to be revealed for those and the truck itself. The outgoing Frontier tempered its antiquity with value, with 2021 models starting at $29,065 and topping out at about $40K for a well-equipped Pro-4X. Given the updates and added content of the latest versions, a slight price increase will not be a surprise. We’ll find out closer to when the 2022 Frontier goes on sale this summer.
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The new 2022 Nissan Pathfinder is redesigned with a new look inside and out.
It has the same 3.5-liter V-6 as before but a new nine-speed automatic transmission.
The 2022 Pathfinder will go on sale this summer, likely starting around $33,000.
Although nostalgia for old-school, body-on-frame SUVs is running high these days, Nissan’s new 2022 Pathfinder is staying in the family-crossover milieu. Like its predecessor, this new version of the three-row SUV prioritizes cupholders over suspension travel, although it does looks a bit more rugged—and far more modern—than before. And if you’re keen on nostalgia, know that Nissan has incorporated at least one subtle design cue from the original: the three slats at the top of the grille that hark back to the first-generation, truck-based Pathfinder.

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Nissan

The 2022 Pathfinder’s wheelbase is the same as the old model’s, and the new model is 1.5 inches longer, 0.6 inch wider, and 0.5 inch taller than before. There’s slightly more cargo space with the third row raised but slightly less room with the second- and third-row seats folded.

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The naturally aspirated 3.5-liter V-6 engine is carryover, but its specs remain competitive enough in the three-row-SUV segment: 284 horsepower and 259 pound-feet of torque. The biggest powertrain change is a nine-speed automatic from supplier ZF that replaces the continuously variable automatic (CVT) from before. Front-wheel drive is standard, with all-wheel drive optional on all trims, and AWD models get a set of driving modes meant for various terrains including snow, sand, and mud.
Nissan boasts that the Pathfinder can be equipped to tow up to 6000 pounds, more than many of its closest competitors—and that applies to both front- and all-wheel-drive models when equipped with a towing package.
The third-row seat now has three seatbelts rather than two, increasing total seating capacity to eight. Newly optional are second-row captain’s chairs that reduce that number to seven; a second-row bench is standard on most trim levels. Two USB ports come standard in the rear, with an option for a 120-volt power outlet in the second row and an extra USB port for the third row.

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Nissan

Compared with its predecessor, the new Pathfinder’s dashboard looks far more attractive, and its tech offerings are finally up to class standards. The standard infotainment system is an 8.0-inch touchscreen with Apple CarPlay and Android Auto; upper trims offer a larger 9.0-inch screen and can be had with wireless Apple CarPlay capability. The top Platinum trim also comes with a 12.3-inch digital gauge cluster and a head-up display, along with nicer leather trim.
Many driver-assistance features come standard on the base Pathfinder S, while the mid-level SV model includes the ProPilot Assist system that’s able to combine adaptive cruise control and lane-keep assist on the highway. The SL trim adds an upgraded version of ProPilot that links with the navigation system to predict freeway curves ahead of time.
Nissan has yet to release pricing, but we expect it will range from around $33,000 up to $45,000 for a loaded Platinum with all-wheel drive. The 2022 Pathfinder will reach dealerships this summer.
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