As Canada moves towards a more sustainable modes of transportation, battery electric vehicles (BEV’s) are becoming more available in the market.
It’s been roughly 10 years since the first BEV’s became available. Today there are 26 different models available for sale in Canada and the list is rapidly growing.
Our list of provides rapid access to factory pricing, rebate and incentive data on each model. We will also offer descriptions and links to reviews.
Battery Electric Vehicles are a key element in Canada’s Climate Change mitigation strategy. Each BEV deployed has the potential to reduce the country’s CO2 output by several thousand kilograms per year. With longer range BEV’s becoming more common, the vast majority of Canadians can now realistically take advantage of the significant operating cost reductions that enjoyed by people who operate a BEV.
Consider the fact that a tank of unleaded gasoline costs over $100 today; you can purchase quite a bit of electricity for $100. In fact it is unlikely that the average BEV owner will spend even $100 powering their vehicle for an entire month.
The Mazda brand is one synonymous with premium luxury without the premium cost, and that’s with no expense spared when it comes to performance, comfort, and both the driver and passenger experience. Through attention to detail, the recurrent use of premium materials, KODO design language and feature set, it’s no wonder that the Mazda CX-5 is regarded as one of the most dependable and fun-to-drive compact SUV models on the market.
Today, let’s get behind the wheel, pop the hood, and get to know the 2021 version of this icon further.
Practical Comfort-Focused Features
With heated and multi-adjustable seating options for the driver and all passengers, built-in electronic stability control, and fine leather-trimmed upholstery, the 2021 Mazda CX-5 is not only a smoother ride but a more soothing and comfortable one. Specific trims like the GT model receive added bonuses including heated rear seats and a built-in premium sound system by Bose – one that you won’t soon forget upon hearing it. Sunroof options are also available. With five different trim levels to choose from including Sport, Touring, Grant Touring, Grand Touring Reserve and Signature, there are even more ways to narrow down your needs and wants to find the right CX-5 for your use case and budget.
Depending on the trim model that interests you, a bevy of state-of-the-art navigation features will be included. From dedicated blind-spot monitoring, stop-and-go functionality, an active driving display (found on the GT model), and parking sensors to optional all-wheel-drive configurations and more, you won’t be short on conveniences. Each feature is optimized to be anything but intrusive, paired with seamless infotainment incorporating Mazda Connect services. Drivers and passengers alike also benefit from keyless entry, built-in cruise control, and user inputs that are easy to manage without being overwhelming. It’s not just about giving more options – it’s about encouraging you to make full use of them to improve your experience, safety, and comfort on or off the road.
Top-Notch Performance in All Trim Levels
We know many of you are keen on numbers, and rightly so. The 2021 CX-5 features a 2.5-litre Skyactiv-G DOHC 16-valve l4, six-speed automatic engine along with four-wheel ABS. This configuration can be found on almost all models, though the GT can be custom-ordered with an optional 2.5-litre, four-cylinder turbocharged engine that delivers up to 310 pounds per foot of torque and 252 horsepower. Other onboard performance features include driveline traction control, Smart City brake support, a tire pressure warning system, rear cross-traffic alerts, e-parking brakes, and electronic stability control.
Regardless of which trim you opt for, know that this is a pure-blooded Mazda. That means exceptional fuel efficiency, with an average of 24 miles per gallon in the city, 30 for highways, and 26 combined. It also means, thanks to the Skyactiv technologies and navigational features we touched on earlier, that each ride will be smoother with highly responsive handling. And, with a focus on exterior aerodynamics and interior comfort, ambient noise and vibrations are kept to a minimum in the cabin even in busy environments – perfect for a stress-free daily commute or road trip through a new-to-you city.
Mazda Hallmarks on Full Display
Mazda has always been a brand focused on never settling. Good design and innovation means never staying still, instead, continuing to search for improvement. In many ways, the company’s design and engineering teams carry forward a passion for a welcoming, efficient, smooth ride for all. The 2021 Mazda CX exemplifies this approach with further refined feature sets, premium touches, and optimized performance.
All in all, now’s a great time to consider a recent or brand-new Mazda given the strides the company has made with its proven blend of innovation and sensible design. The latest Mazda CX-5 is tangible proof of this in action. We’re sure that each year to come will bring continued refinement of the beloved mainstream compact SUV – a vehicle that challenges the preconceptions of its class and looks, feels, and performs anything like one.
CarCostCanada® receives ongoing feedback from thousands of members and hundreds of dealer partners. We wanted to share our thoughts about the current automotive landscape in Canada and how we can help.
Sales are up. So are back orders.
2020 was a bad year for new vehicle sales vs previous years. But the rebound this year has caused more challenges. The latest StatsCan data shows Canadian light vehicle sales are up roughly 19% over same period in 2020. From a planning and delivery standpoint, unfortunately most manufacturers were unable to respond quickly to this increased demand, precisely when Canadians were excited to get back outside, on the road, and buy new vehicles.
To make matters worse, as business ramps up again, competition from big corporate (and government) “fleets” to restock their supply is at an all the time high, precisely when supply is at an all time low. Dealers are telling us there are thousands of corporate “back-orders”. Coupled with supply and materials delays at “up-fitters” (companies who modify vehicles – think of the cable van with the ladders on the roof), many fleet orders are backlogged all the way out to spring 2022.
The Covid-19 pandemic and resulting supply shortfall has created a lack of inventory for many popular new car and light trucks. Car dealers are experiencing unprecedented low inventory levels. One large Toronto area dealer we spoke with has less then 10 days supply on ground. Where they would normally have up to 400 cars and trucks in stock, they currently have less than 50, and most “in demand” models are unavailable.
Another important piece to this puzzle is the increased supply of money in our system, along with persistent and consistent low interest rates from the Bank of Canada. Canadians have more cash in the bank than any other time in history and borrowing rates are as low as 0%.
Maybe I should buy a used car?
Partly due to limited new car inventory, and also because certain sectors of the Canadian workforce have seen reduced income due to Covid-19 work disruption, there’s been a surge in used car sales this year and an overall spike in prices.
In some cases, certain “in demand” vehicles, for example 2020 Ford F150 and Toyota RAV4, are commanding prices equal to the price people paid when they were sold new in 2019!
CarCostCanada has been surveying our members buying habits and opinions for over 10 years and we learn many things from all this customer feedback. One thing people mention is that if they decide they must have a certain model and they can’t find it new, they are sometimes willing to pay a premium for a lightly used version.
Our advice is to find a balance between your current identified need and the time frame required for a quality new car dealer to supply a new vehicle (ordered from the factory at a discounted price). In some cases the timetables won’t work and a used car or different model of new vehicle may be the only option. If you are thinking new is an alternative, before you make your final decision, speak to Member Support at CarCostCanada to receive the latest information about the models you are considering.
Canadians are ready to buy, but there’s no supply.
From some buyers point of view, dealers have become less cooperative and are expressing resistance to discounting. Since dealers have fewer vehicles to sell and they still want to stay profitable, they are tending to hold the line on discounting. It’s becoming increasingly difficult for the average consumer to see large savings off M.S.R.P. at dealerships. In conjunction with that, some manufacturers have reduced their discounts and incentives because once again they have less vehicles to sell and less money to give away as a result.
So, we have a supply disruption, an increase in demand and the response from most automotive dealers from the country has been to hold dearly to their profit margins.
We get it – times are tough. If you need to buy/lease a new car right now, Canadian consumers may be forced to pay more then they would like. However, historically, CarCostCanada members have shown themselves to be thoughtful, forward-thinking planners who generally don’t rush right out and purchase the next bright shiny object! We encourage our members and all Canadians to consider their circumstances and plan accordingly for the eventual supply increases. If you can hold off a while, then hold off.
Will this affect my lease?
There’s always discussion about how market conditions affect leases that are about to expiry. The manufacturers and leasing companies are being very flexible with lease extensions. This is one way to defer the final decision and continue to keep your existing vehicle a little bit longer on your current payment plan. Of course when you do so, if you do eventually buy out the vehicle, those payments have been helping pay down the principal as well.
In other cases, buying out the lease is an excellent choice to keep your very good vehicle. We recommend if you do buyout that you plan to sell or trade-in at some point in the next couple of years. The incidence of repair costs increases after 5 or 6 years and more importantly it is quite possible you will be very impressed at how much the dealer will pay for your 5 or 6 year old vehicle. For many years now we have seen cases where someone buys out their lease, drives it for a while and then trades it in for close to or equal of what they paid for the buyout!
But what if I need a new vehicle now (or soon)?
CarCostCanada can help and connect you with dealers who will still work with you, even in these difficult times. CarCostCanada offers several valuable tools and resources to understand and identify where the best deals are, right now and has been doing so since 1999.
With hundreds of combined years of industry insider experience, we have deep awareness of which vehicles in which market places are still readily available and how our members can enjoy savings on their leases and purchases.
Our team is in touch dealer by dealer and brand by brand looking for the best deals and identifying dealers who recognize that satisfying customer needs and promoting long term goodwill is their first priority.
Our popular (and free to new users) Price Report service includes a “comparable vehicle” function that shows you vehicles we think may interest you that offer similar quality and features at a potentially better value/price proposition.
In addition, we offer a paid service where you can leverage our Concierge Experts to help you find the vehicle you are looking for and achieve a deal that you are happy with!
All of this and more is available with a call 1.866.453.6995, live chat or email to our Customer Service Team.
CarCostCanada is here with all the available data and information, not only the price, but also the hidden rebates and incentives, loyalty programs, special inducements and interest rates available to you in the marketplace. Visit carcostcanada.com to learn more.
No matter whether on the road or at the track, Porsche makes a habit of performing at the front of the pack. After the sports car brand managed to attain the highest position possible in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” category for three consecutive years, it once again achieved the top spot in the latest 2021 study.
Porsche actually scores well in all of its categories, with the Panamera retaining the highest percentage of any competitor in its Prestige Luxury Car segment, a feat it’s attained for the past eight years. Similarly, the Macan, which earned the highest score in its Compact Luxury Crossover division yet again, has owned this position for three years in a row, while the legendary 911 has been on top of the Premium Sporty Car class for two years as of the 2021 CBB study.
“We are honoured and delighted to accept the Overall Brand Award – Luxury as well as three model accolades from Canadian Black Book this year,” noted Marc Ouayoun, President and CEO, Porsche Cars Canada, Ltd. “Consumers have many available choices in the market and we welcome these recognitions, which provide an additional reason to consider the brand. These outstanding acknowledgments by the leading authority highlight strong value retentions which ultimately benefit the customer.”
The Canadian Black Book study ranks vehicles on the retained percentage of their manufacturer suggested retail price (MSRP) after four years. Holding on to a high value means that ownership will cost less when it comes time for reselling or trading in for a new model, so this is a very important metric.
Have you checked out Kia’s latest SUV lineup lately? It’s gone from all curves to sharp angles and complex creases, not unlike its sister-brand Hyundai’s updated crossover lineup.
The hierarchy of Kia SUV models now includes the entry-level Seltos, the always future-think Soul (which includes an EV option), the second-rung Niro (which provides plug-in hybrid and EV variants), the compact Sportage, the mid-size three-row Sorento, and finally the larger and longer mid-size three-row Telluride, with only the Niro and Sportage needing updates to the brand’s edgier new design language.
Heck, even the new Carnival minivan (which replaced the Sedona) looks like a chunky SUV now, while the always sharp looking Stinger was also updated for 2022, whereas the mid-size K5 (nee Optima) sedan received its redesign for 2021, as did the subcompact Rio (although not as thoroughly) that’s now only available as a hatch (you might find a heavily discounted 2020 Rio sedan if you look far and wide enough). The compact Forte sedan and hatchback, on the other hand, are expected to be refreshed for 2022, soon putting the entire South Korean brand at the leading edge of modern-day styling.
While all of the new Kia SUV designs are advanced looking, the new Sportage might just be the most futuristic of all. Such was the case for the outgoing Sportage when its third-generation debuted back in 2010 and fourth-gen model arrived in 2016, the latter looking a bit like a scaled down Porsche Cayenne. This made sense considering all the German designers filling up the brand’s studios, as does the new 2023 version’s similarities to Audi’s Q8 and Lamborghini’s Urus.
This means the new fifth-gen Sportage should catch the gaze of passersby, although some of these will merely be trying to figure out where the headlamps are. In fact, these are integrated into two boomerang-shaped LED clusters beside the wide glossy black front grille, which itself is situated under a couple of narrow, horizontal nostril-like vents. While a somewhat radical redesign, it should still be pleasing to most compact SUV buyers that tend to want sporty yet practical alternatives to their less-appealing cars.
From the side view, the new Sportage provides more aggressive sculpting on the door panels than most rivals, plus a narrow greenhouse on top, for increased visual length, while some stylish detailing on the lower rockers gives it that critically important SUV look.
The new Sportage appears more conventional from its hind end, thanks to body-wide taillights that add to its wide-looking stance, plus a thin mid-section that almost makes it seem as if it was stretched into place. All of these delicate details support a substantive rear bumper that’s visual extended from the just-mentioned black rocker panels, continuing upward to enclose about two-thirds the CUV’s backside, before being capped off by some angular metal-like trim mirroring a similar treatment on the side rockers and lower front fascia, the latter items surrounding two LED fog lights. The entire package rolls on some similarly edgy alloy wheels that look quite large in the as-shown trim, and featuring machine-finishing with glossy-black pockets.
“Reinventing the Sportage gave our talented design teams a tremendous opportunity to do something new; to take inspiration from the recent brand relaunch and introduction of EV6 to inspire customers through modern and innovative SUV design,” commented Karim Habib, Senior Vice President and Head of Global Design Center, in a press release. “With the all-new Sportage, we didn’t simply want to take one step forward but instead move on to a different level in the SUV class.”
Kia calls its new design language “Opposites United”, a theme that continues inside the cabin where uniquely shaped HVAC vents and horizontally-organized instrument panel trim joins up to form parentheses-like structures that incorporate a very large dual-display primary gauge cluster and infotainment touchscreen within.
The large single-screen setup pulls forward a driver display/infotainment design used recently by both Kia and its parental Hyundai brand, which must be said is similar to Mercedes’ MBUX dash design. Ironically (this being a Kia), it incorporates some camera technologies that are much more advanced than anything on offer from the German luxury brand, particularly its rear-facing camera system that automatically shows right/left rearward views when flicking either turn signal.
A row of switches continues the horizontal theme just underneath, integrating a well-organized two-zone auto HVAC interface at its mid-point, all before a gently sloping piano-black lacquered centre console gets stuffed full of drive functions such as an engine start/stop button, a rotating gear selection dial, a driving mode selector, and more, while switches for the heatable and cooled front seats, plus the heated steering wheel can be found right next door. A wireless charging pad probably sits under a lidded compartment just in front of this cluster of controls, plus all the expected USB ports and other connectivity/charging alternatives.
“When you see the all-new Sportage in person, with its sleek but powerfully dynamic stance, and when you sit inside the detailed-oriented cabin with its beautifully detailed interior and first-class materials, you’ll see we have achieved those goals and set new benchmarks,” continued Habib. “In the all-new Sportage, we believe you can see the future of our brand and our products.”
So far, Kia hasn’t shown off any other details, such as the new Sportage’s front and rear seats or its cargo area, but interior capacities should be similar to the new Hyundai Tucson that shares the Sportage’ underpinnings. That compact crossover SUV has grown in size since also being renewed for 2022, now stretching 4,605 mm (181.3 inches) from front to back, making it 155 mm (6.1 in) lengthier than its predecessor, with a 86 mm (3.4 in) longer wheelbase at 2,751 mm (108.3 in), while it’s about half an inch (12-13 mm) wider and similarly taller than the 2021 crossover it sent packing.
Kia’s Sportage has long shared its mechanical setup with the Tucson too, so we’re expecting a version of the same 2.5-litre four-cylinder powerplant that currently puts out 190 horsepower and 182 lb-ft of torque in the 2022 Hyundai. The new Tucson also features an efficient eight-speed automatic gearbox across its entire trim line, which should be the only transmission used in the Sportage too, while Hyundai’s compact SUV includes both FWD and AWD alternatives, common in this class.
Of course, we’ll get more details when the new 2023 Sportage arrives, which should be sometime in calendar year 2022, at which point we should also find out if it receives an off-road focused X-Line variant, and/or the Tucson’s electrified power units, which currently include both hybrid and plug-in hybrid alternatives.
For the time being, Kia is offering the latest 2022 Sportage with up to $1,000 in additional incentives, while buyers of 2021 models get up to $2,500 off. Also notable, CarCostCanada members are currently saving an average of $2,386, so check our 2022 and 2021 Kia Sportage Canada Prices pages for all the details, including complete trim pricing with all available options and colours.
As the years start to stack up and there’s more of them behind you than ahead, to hear you’re aging gracefully is quite the compliment. Such could be said of Buick’s current Enclave, a three-row crossover SUV that’s now been with us in its current second-generation form for four years. Certainly, that’s not long by human standards, but it’s a full product cycle in automotive years, albeit not compared to the first-generation Enclave that, despite a mid-cycle refresh in 2013, lasted for an entire decade.
The SUV being reviewed here was as up-to-date as possible when being tested, but as it happens, 2021 is the Enclave’s last model year before getting a fairly comprehensive makeover. Its underpinnings will remain the same, but its styling will look a lot fresher, and not unlike the much sleeker and more modern looking second-gen Chinese-market version that’s been available since last year.
Sure, you can wait for a 2022, which actually gets reduced by $300 at the base level, but there’s opportunity to take advantage of end-of-lifecycle savings if you choose a 2021 over the new 2022 model, so as long as you don’t need to have the latest and greatest styling, the outgoing Enclave is still one very attractive family hauler. It’s also a very affordable one, at least when comparing it to longstanding luxury brands that it more or less competes against. To be clear, three-row SUV buyers won’t likely be shopping the Enclave against BMW’s X7 or Mercedes’ GLS, simply because their price points are nowhere near each other.
A base Enclave Essence starts at $48,398, or $51,398 with as-tested all-wheel drive. That’s similar pricing to fully loaded alternatives from Honda, Hyundai, Kia or Toyota, which arguably offer more features (and sometimes more luxury) for the money, but none of these rise up to $70k, which is possible when adding all the options to the Enclave Avenir. That’s around where a base Audi Q7 starts, and plenty of other premium-branded three-row SUVs, although an equivalent entry-level GLS will set you back an astonishing $101,900, just a bit less than what you’ll need to pay for the least expensive X7, which starts at $102,900.
This in mind, Buick, and its Enclave fall into the entry-level luxury sector, along with competitors like the $48,995 Infiniti QX60, $56,405 Acura MDX, and possibly the $59,700 three-row Lexus RX 350 L (which is only meant for small kids in the third row), although if we’re moving all the way up to the $60k starting point, we should probably include GM’s own Cadillac XT6 that rides on the same stretched C1XX platform (more or less) as the Enclave (and the Chevy Traverse, GMC Acadia), yet starts at $57,998. Everything else in this class retails over the $60,000 threshold, and while that’s about where the aforementioned Enclave Avenir can be had ($62,298), this Enclave Essence is the model Buick gave me to test, and therefore targets a different entry-level luxury client.
I don’t know if that last exercise was done more for my own clarification of where Buick fits into the scheme of luxury things, or as a way for you to come to grips with the same, but in any case, it’s good to understand that Buick fills an important niche in the middle of the automotive class hierarchy, and its relatively strong sales more or less prove that reality.
Despite only offering five models (the 2020 Regal Sportback of which has already been sent off to that great four-door sedan graveyard in the sky—it’s a five-door really, as its trunk is actually a hatch), Buick managed to rank sixth amongst premium brands in Canada thanks to 15,957 units being sold last year, which puts it only 755 sales behind Acura, plus more than twice as much as Lincoln (7,155) and almost three times as many deliveries as Infiniti after a particularly gutting year. What’s more, as of Q2 2021’s close, Buick’s 8,277 delivery total had already blasted past Acura’s rather sluggish 7,465 tally, although Cadillac’s XT6 appears to be on a roll with 8,402 examples out the door, so therefore Buick maintains its sixth position.
The Enclave wasn’t quite as strong in its mid-size three-row luxury SUV category last year as the Buick brand, but amongst dedicated premium three-row family haulers it ranked seventh out of 11 competitors with 1,773 deliveries (I’m not including Bentley’s Bentayga on this list for obvious reasons). This said, so far this year it’s doing a bit better with 1,270 units down the road already, placing it ahead of Mercedes’ GLS (1,148), Lincoln’s Aviator (926), and Infiniti’s QX60 (687) that’s getting an even more dramatic redesign for 2022.
Cadillac’s XT6 (973) lagged a bit behind the Enclave over the first six months of this year, as did BMW’s X7 (522), Lexus’ GX (161), and Land Rover’s Discovery (103), which seems to be getting killed by the new Defender (1,057). Tally all this up and it’s easy to understand why the Buick brand and this Enclave model are so important to General Motors (a total of 3,264 combined Enclave and XT6 sales puts GM close to Acura’s MDX), but after factoring in their even greater strength in the U.S. and yet stronger presence in China, this information might also help build confidence that Buick isn’t about to leave our market anytime soon—unfortunately I can’t confirm that for Infiniti.
The upcoming 2022 Enclave refresh should further improve the model’s sales when it arrives later this year, as long as Buick doesn’t dump any leftover 2021s on the market before the new one gets here. The fact Buick is only offering customers up to $1,000 in additional incentives is a good sign they have inventories in check, but stay tuned to CarCostCanada for any further discount info. Also, take note that CarCostCanada members who purchased a new 2021 Enclave saved an average of $2,625 thanks to knowing the SUV’s dealer invoice price before negotiating their best deal, which means it’s a good idea to find out how their very affordable membership works, and how easy it is to use from anywhere via their free app that can be downloaded from the Apple Store or Google Play Store.
As for the 2021 Enclave Essence being reviewed here, my tester was not only upgraded with AWD, but also received a stylish $1,495 Sport Touring upgrade package that includes a sporty black mesh grille, glossed-black Pitch Dark Night lower accent trim, and 20-inch alloys instead of the standard 18s. This gets added to a base model that also features automatic on/off LED headlamps and heated power-folding exterior mirrors, on the outside, plus proximity access to get you inside.
Once seated, pushbutton ignition gets the engine going, while additional standard features include an auto-dimming centre mirror, a 4.2-inch colour multi-information display within the gauge cluster, an 8.0-inch touchscreen at dash-central, integrating Android Auto and Apple CarPlay, a 10-speaker Bose audio system, a 4G LTE Wi-Fi hotspot, a universal garage door opener, a powered tilt and telescopic steering column, a heated leather-wrapped steering wheel, a Safety Alert driver’s seat that uses vibrations to warn, perforated leather seat upholstery, three-way heatable and ventilated powered front seats with four-way lumbar support, two-position driver memory, three-zone auto HVAC with a set of rear controls, heatable second-row captain’s chairs resulting in seven-passenger capability (a bench for the second row resulting in a total of eight occupants is available), a power-folding 60/40-split third row, a hands-free powered liftgate, a 120-volt power outlet, remote start, etcetera.
All Enclaves include the Buick Driver Confidence Plus package of advanced driver assistance and safety technologies as standard too, which includes a Following Distance Indicator, Forward Collision Alert, and Rear Cross Traffic Alert with Automatic Emergency Braking and Front Pedestrian Braking, as well as Lane Departure Warning with Lane Keep Assist, Side Blind Zone Alert with Lane Change Alert, front and rear Park Assist, and IntelliBeam auto high beam assist headlights.
Believe me, I never once felt like I was slumming it in this Buick, even in its base trim. Actually, standard features like cloth-wrapped A, B and C pillars gave it a true premium feel, as did better-than-average soft composite materials on top of the dash and atop the front and rear side window sills. It’s also impressive across the front of the instrument panel, and the lower section of that IP ahead of the front passenger, which extends below the infotainment touchscreen and along the right side of the lower console. Buick made a point of stitching nicely padded leatherette on the sides of that centre stack and lower console, the left side of which is padded further to protect the driver’s inner knee from chafing, while this pampering surface treatment extends down to the armrest as well. These areas were done out in a particularly attractive caramel brown in my tester, perfectly matching the seats and door inserts that were also stitched, the former also featuring perforated leather inserts.
Additionally, the seat surface leather is suppler than some others at the Enclave Essence’s price point too, plus those aforementioned heated front cushions warm up to near therapeutic levels. Warmth in mind, the climate control interface, while appearing a bit rudimentary, did its job well, and while it could be a bit more upscale to look at my eyes were more easily pulled toward the centre display overtop, which has to be one of the simplest to use in the segment.
I generally like General Motors’ infotainment systems, and while I appreciate Chevrolet’s more colourful Apple-inspired interface even more than this classier design from Buick, they both work identically and utilize a full colour palette for graphically stimulating controls. I found this latest version responded to inputs quickly, which was particularly notable when jiggling the navigation map around with my fingertips. I should also note that GM’s navigation/GPS system has never once led me astray either, so a big hand to the automaker’s tech department that does infotainment very well. Important also, the rearview camera was clear and its moving guidelines useful, while the standard Bose audio system was very good.
As for the Enclave’s primary gauge cluster, it’s not very enticing. The chrome trimmed analogue dials are ok, these placed bookending another set of chrome-edged gas and engine temp meters above, but the tiny square multi-information display kind of looks like an aftermarket add-on. This comes at a time that competitors are arriving with fully digital clusters that show virtual gauges one minute and giant maps the next. Some brands are even including rear-facing camera monitors in their clusters, so Buick needs to up the ante in this respect. Fortunately, even this base Enclave’s steering wheel is excellent, with high-quality leather and an impressively sporty feel, while the spokes’ switchgear well-made and works as it should.
Looking up to the overhead console could be summed up as a trip back to yesteryear too, although it’s functional and happily includes a sunglasses holder, as well as LED reading lights and switches for the universal remote, OnStar, SOS, plus more. You won’t find a power sunroof button, as this base trim doesn’t include a sunroof, and I have to say it’s weird not seeing a sunroof in a roof this large.
Nevertheless, I found it easy to find an ideal driving position thanks to a manual tilt and telescopic steering wheel with loads of rearward reach, while the seats were comfortable, although without much lateral support, therefore if you’re looking to use this Enclave to snake through fast-paced corners, you’ll probably want to find something other than the steering wheel to hold on to. This is only worth mentioning because the Enclave handles well, partially due to the 20-inch wheel and 255/55 tire upgrade noted earlier, so it might be a good idea for performance fans to look upstream to a fancier trim line in order to find more aggressive seat bolstering.
Similarly, the Enclave Essence model’s second-row captain’s chair backrests are almost totally flat, although rear passengers can fold down their individual centre armrests to hang on. The second-row seats are mostly comfortable, however, with good legroom when slid all the way rearward. Those in the second row will also appreciate the previously mentioned rear climate control panel on the backside of the front console, which includes seat warming switchgear. This is where you can also find a set of USB chargers, but oddly no air vents. Don’t worry, though, as these are intelligently integrated within the roof, as are another set of vents for third-row passengers, and likewise for the LED reading lamps.
It’s easy to flip the second-row seats up and out of the way for getting into the very back, only necessitating a mild pull on a handle atop the backrest, while another lever below flips them down for storage. Before getting into cargo capacity, rear occupants enjoy separate USB charging ports, not to mention fairly large rear quarter windows for good outward visibility. I found the third-row seats comfortable too, not to mention reasonably roomy. Buick left good space for legs and feet, especially when the second-row seats are pulled slightly forward.
As for cargo, they fold down relatively flat, as does the second row, providing more storage capacity than most of their peers. In fact, I was able to load up a double-wide Ikea Pax wardrobe inside, including its rather bulky glass sliding door system, with room left over. By the numbers, the Enclave can manage up to 2,764 litres of what-have-you behind the front seats, 1,642 litres aft of the second row, and 668 litres in back of the third row.
Even when loaded up with gear the Enclave was no slouch off the line, its 3.6-litre V6 making a healthy 310 horsepower and 266 lb-ft of torque for plenty of straight-line performance. It’s conjoined to a nine-speed autobox that not only aids fuel economy with a fairly good rating of 13.0 L/100km city, 9.1 highway and 11.2 combined with FWD, or a respective 13.6, 9.6 and 11.8 in as-tested AWD, partially thanks to standard idle start/stop technology, but it also provides wonderfully smooth shift up and down the range.
Then again, engaging manual mode and its steering wheel-mounted paddles transform this calm, sedate traveler into a much sportier canyon carver, or at least it was much more enjoyable than I initially expected. BMW doesn’t even go so far as to hold the X5 or X7 engine’s redlines before upshifting, so a big hand for Buick’s engineers that give the Enclave such strong performance. The V6 also makes a nice growl at full throttle, although I wouldn’t take that to mean it’ll outshine those BMWs as far as engine auditory tracks go.
I think ride quality will matter more to most Buick buyers than all-out performance, however, and to that end the Enclave’s driver and many passengers will be nicely isolated from exterior elements no matter the speeds being traveled or environment outside. Although I found there was more wind buffeting on the highway than expected. It wasn’t the side windows (I checked), but it may be something specific to my test model’s door seals. Buick prides itself in providing near tomblike silent interiors, so it could also be possible that more of Buick’s “Quiet Tuning” technologies get added to upper trims. Either way, make sure you look for this on your test drive.
Even if the Enclave Essence is a bit noisier at highway speeds than it should be, it’s hard to argue against its sub-$50k price point. That it competes so well against others that cost thousands more should be taken into consideration, but then again it also gets out-muscled for features and refinement by some newcomers in the volume-branded mainstream category. This is a very competitive market segment, and the upcoming 2022 Enclave should address some of my minor complaints.
On that note, I don’t think any of my grumblings should put you off testing a 2021 Enclave, and at least comparing it to its rivals, especially when factoring in Buick’s enviably high ranking in J.D. Power and Associates’ 2021 Vehicle Dependability Study, where it sits fifth overall and just third amongst luxury brands.
Buick recently unveiled its refreshed 2022 Enclave, and one glance should be all that fans of the brand need in order to trade up to the new model. To be clear, the refresh is more about evolution than revolution, with the majority of styling updates pulled over from its predecessor.
As most in this camp with agree, the outgoing 2021 Enclave was already a very good-looking mid-size crossover SUV, with its Chinese alternate arguably being even more attractive. Changes made to this mid-cycle update include a larger grille for even greater premium presence, new headlights and tail lamps for yet more visual fluidity at its backside, and sharpened bumpers front to rear in order to increase visual width. It all results in even more luxury appeal, which Buick will hope lures in would-be shoppers that might otherwise be coaxed away from imported three-row luxury utilities.
Away from such lofty heights, the renewed 2022 Enclave’s standard Driver Confidence Plus suite of advanced driver’s assistance and safety technologies include forward collision warning, automatic emergency braking with pedestrian detection, blind-spot monitoring, lane departure warning, lane keeping assist, rear parking assist, rear cross-traffic alert, and automatic high beam assistance.
Behind the 2022 Enclaves larger grille, the same 310 hp 3.6-litre V6 joins up with a nine-speed automatic transmission to drive all four wheels, with no powertrain option available. A fully independent suspension provides good road-holding and, most importantly in this class, a comfortable ride, although the top-line Enclave Avenir comes with a more sophisticated adaptive suspension.
Buick is offering factory leasing and financing rates from zero percent on the 2022 model, although so far the General Motors brand isn’t advertising the updated Enclave on their retail website, so contact your local dealer to see if you can order one. As for the outgoing 2021 model, our 2021 Buick Enclave Canada Prices page is currently showing up to $1,000 in additional incentives for new buyers, while CarCostCanada members were saving an average of $2,916 at the time of writing.
The new Porsche Taycan is one of the more technologically advanced EVs currently available, but this doesn’t mean the only people capable of understanding how it works are electrical engineers.
In order to simplify the science, Porsche hired Bill Nye The Science Guy, a popular TV personality, to explain all the key technology, which resulted in a five-part short-format video series. Each episode, which span just under a single minute to one-and-a-half minutes long, focus in on technologies that differentiate the Taycan from its competitors, such as its 800-volt battery, uniquely innovative aerodynamic design, regenerative braking system, two-speed transmission, and repeatable performance.
The YouTube series, dubbed “Bill Nye Explains The All-Electric Taycan,” was filmed at the Porsche Experience Center in Los Angeles, California. The entertaining host uses simple terms and silly antics to clarify otherwise complicated subject matter, resulting in a series that’s ideal for all ages.
The Taycan, which arrived on the electric scene only last year, is already available in two unique body unique styles and four individual trims, including 4, 4S, Turbo and Turbo S. The sleek Taycan four-door coupe can be had in three of the just-noted trims, including 4S, Turbo and Turbo S, whereas the more recently introduced Taycan Cross Turismo also has a base trim. Additionally, the Cross Turismo can be upgraded with an Off-road Design package that increases ride height while adding more aggressive styling enhancements.
Top-level Taycan Turbo S trim can accelerate from zero to 100 km/h in only 2.8 seconds, thanks to its 750-hp twin-electric-motor power unit, while standard AWD means that all four performance tires grip the road below, especially helpful in inclement weather or when off-road.
It helped that Genesis’ earliest two models were already in production as the Hyundai-branded Equus and Genesis Sedan, one of two cars, including the Genesis Coupe, that carried the new brand’s name for eight years before its steering wheel hub and trunk lid removed Hyundai’s stylized “H” for Genesis wings (which were already displayed proudly above the front grille), and “GENESIS” lettering was replaced by G80 badging at back.
Since then, all three early cars have been updated with fresh new styling, including a new pentagonal “Crest Grille” plus double-slatted LED “Quad Lamps” fore and aft, and heavily reworked interiors, resulting in a wholly cohesive design language to at least rival its key Japanese rivals, while the new G80 will soon be available with a two-motor pure electric drive system.
Granted, Genesis has a long way to go before it starts matching Lexus sales in Canada, with 1,737 units sold at the close of Q2 2021 compared to 12,405, but it’s closing in on Infiniti’s 3,189 total after the first six months of this year, and has already bypassed Jaguar’s 1,204 deliveries and Alfa Romeo’s 434. Lincoln is also in target with only 3,629 units sold as June ended, and this comes before any GV70 deliveries get added to the Genesis mix.
Interestingly, the sporty 2022 GV70 is not the least expensive compact luxury SUV on the market, a tactic often chosen by upstart luxury brands trying to attract new buyers by providing all the bells and whistles for a better price. Instead, the new model gets an all-inclusive price of $49,000, including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page).
The new GV70, in fact, is ninth most expensive in a compact premium crossover segment that’s now 16 competitors strong. That places it near the mid-point, although it’s important to point out that most competitors don’t include destination/delivery fees or the $100 A/C tax in their advertised prices. Therefore, after factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the new GV70’s retail price is more competitive thanks to a ranking of seventh most affordable.
By the numbers, alternatives priced lower than the new GV70 include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t find their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and lastly the $46,550 Audi Q5 (plus $2,395 for $48,945).
Genesis’ willingness to let eight brands advertise lower pricing in such a highly competitive market is a bold move, but it just might be calculated one, in that its mid-pack pricing could cause loftier perceptions of its brand identity, and therefore leave cheaper alternatives looking like they’re not good enough. After all, parent company Hyundai has long been seen as a value brand amongst its more established mainstream rivals, and while that’s changing because of impressive entries such as the Genesis and Equus models that came before, plus today’s Santa Fe, Palisade and the list goes on, it’s still important for Genesis to not allow such a more-for-less mindset and instead develop its own brand desirability.
An approximate $20,000 price gap, from least expensive to priciest, is a sizeable chasm for compact luxury SUV shoppers to cross, but it should be mentioned that any one of the compact luxury utilities named above comes close to the revered Velar’s starting price when amped up with options, while even the cheapest on this list can go much higher. What’s more, some boast more equipment in their various base trims than others, not to mention stronger performance, greater interior room, etcetera. In other words, it’s not a direct apples-for-apples comparison.
For around $50k, the 2022 GV70 2.5T Select AWD arrives standard with Quad LED headlights, LED tail lamps, 18-inch alloys, proximity-sensing keyless access with pushbutton start/stop and remote engine start, fingerprint authentication, an 8.0-inch LCD digital gauge cluster, a big 14.5-inch HD multimedia display incorporating Android Auto and Apple CarPlay smartphone integration, navigation, wireless device charging, a 12-way powered driver’s seat with power lumbar, an eight-way power front passenger seat, heated front seats, rear occupant alert, a hands-free tailgate, plus more.
Additionally, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite adds High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist to all the usual active and passive safety features.
As is often the case in this category, AWD is standard, while the GV70 also includes Terrain Mode Select. The base powertrain is a 2.5-litre turbo-four good for 300 horsepower and 311 lb-ft of torque, while a 3.5-litre twin-turbo V6 capable of 375 horsepower and 391 lb-ft of torque is available. An eight-speed automatic transmission also comes standard, as do steering wheel-mounted paddle shifters.
As for exterior colours, Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red are no-cost options, while base models can only be had with “artificial leather” upholstery in Obsidian Black (Genesis might want to reconsider the name it’s using for leatherette).
For $55,500 (including freight and fees), the 2022 GV70 2.5T Advanced AWD ups the ante with 19-inch alloy wheels, power-folding exterior mirrors with puddle lamps, a power tilt and telescopic steering wheel, genuine leather seat coverings (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a power panoramic glass sunroof, ventilated front seats, heated rear outboard seats, plus a fully automatic rear climate control system.
For $59,000, Advanced Plus trim continues adding features such as a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon sound system upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet for the rear cargo compartment.
Further up the range, the $63,000 GV70 2.5T Prestige AWD includes a Sport Appearance package featuring metal foot pedals, upscale Nappa leather upholstery with suede-like micro-fibre inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a psuede headliner, a driver’s seat power extension for the lower cushion as well as power side bolsters that cinch up in sport mode, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and Remote Smart Parking Assist (RSPA).
For $68,500, the GV70 3.5T Sport AWD trim line combines 2.5T Advanced AWD features with the larger, more powerful engine, as well as some of the just-noted Prestige items like the Sport Appearance package, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon audio system, and 115-volt power outlet, not to mention 21-inch alloys, special aluminum sports trim, enhanced monobloc brakes, an improved Electronic Control Suspension with Road Preview, plus Sport leather seating.
Finally, $75,500 GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a bigger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, plusher Nappa leather upholstery with stitched quilting (in all the same colours as Prestige and Sport trims), a micro-fibre headliner, and laminated acoustic rear door glass, plus the previously-noted surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades. Of note, this segment’s most affordable Cadillac XT5 reaches the same price point when fully optioned, as do most of the others.
Together with the premium finishings, arguably attractive design, no shortage of features and impressive performance numbers, Genesis provides owners with at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or other repairs are required during the first five years of ownership, or the SUV’s first 100,000 kilometres of use.
On top of this, GV70 owners benefit from Genesis Connected Services featuring map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most premium competitors’ comprehensive coverage, plus it’s an additional two years or 40,000 km better than the majority of competitive powertrain warranties.
Still, the compact luxury SUV market is deep with capable offerings, giving Genesis’ newcomer big challenges to overcome. How it’s received is anyone’s guess, but we’ll be certain to report on its success after it’s been around long enough to do so, and of course we’ll review it as soon as a test model becomes available.
Porsche’s new Taycan is doing a great job of scooping up premium EV buyers, enough so that Tesla may want to consider redesigning its Model S sometime soon. Of course, the iconic California-turned-Texan electric carmaker isn’t likely worried, thanks to a market cap that rivals the largest tech giants, not to mention key models in all of the most important luxury segments, but at least Porsche is succeeding where many others are struggling to gain ground.
Tesla’s Model Y fills the compact luxury SUV hole in its expanding lineup, exactly where Porsche plans to directly compete with an electrified version of its already popular Macan crossover. In order to make sure the Macan EV finds as many buyers possible, Porsche is getting busy testing it on road and track, and recently released some photos and info to let us know how the process is going.
Porsche plans a 2023 launch for its upcoming all-electric Macan, which should be enough time to get the kinks out. To that end, the Stuttgart-based luxury brand had been digitally and physically testing it on its Weissach Development Centre proving grounds until recently, but now has it touring public roads in heavily camouflaged attire, so as to hide its second-generation Macan sheet metal.
“Testing in a real-life environment is now getting underway – one of the most important milestones in the development process,” commented Michael Steiner, Member of the Executive Board, Research and Development, at Porsche AG.
Porsche plans to cover three million kilometres worldwide, in every possible type of condition, ahead of delivering fully electric Macans to market, and that lofty number doesn’t even include the “countless” virtual kilometres accumulated on the Weissach test track, not to mention many more miles achieved via digital prototypes.
According to Porsche, developing the new Macan EV digitally reduces capital expenditures and time, while it also minimizes the new model’s environmental impact. Rather than putting actual prototypes through their paces, a digital computational model replicates the kinds of true-to-life properties, systems and power units of the EV to a very high degree of accuracy. As part of the electrified Macan’s development, Porsche has utilized 20 digital prototypes in order to simulate all types of situations, resulting in critically important aerodynamic, energy management, operation, and acoustic data.
“We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” said Andreas Huber, manager for digital prototypes at Porsche, plus one of the first aerodynamics engineers to ever work with digital prototypes. “This allows previously undiscovered design conflicts to be swiftly identified and resolved.”
Reducing aerodynamic drag helps the Macan EV achieve its ultimate range targets, with even minimal flow enhancements making a significant difference.
“We started with a flow-around model when the project first started about four years ago,” added Thomas Wiegand, Director of aerodynamics development.
A team of Porsche engineers utilizes simulations so as to fine-tune each and every surface of the new crossover EV, with specific attention paid to cooling air ducts. Such calculations help the engineers arrange components that in-turn optimize efficiencies, while they also provide the required data for predicting variances in real-world temperature levels. Porsche actually claims the new testing procedures allow for extremely precise simulations of both aerodynamics and thermodynamics.
“The digital world is indispensable to the development of the all-electric Macan,” said Wiegand.
Returning to air ducts and cooling, the new EV’s motive electric system boasts a totally different cooling and temperature control concept than the conventionally-powered internal combustion engine (ICE) powered Macan. To be clear, the various ICE’s used in today’s Macan need a 90- to 120-degree (Celsius) temperature operating range, whereas the new electric-powered model’s drive system and high-voltage battery maintain a temperature window between 20 and 70 degrees.
Also unique to the electric Macan, where an ICE increases its temperature when starting and stopping during heavy traffic, the battery-powered version needs more cooling during high-power charging, particularly in warmer weather. Porsche is overcoming this challenge by calculating and digitally optimizing the “position, flow and temperature” via the digital prototypes mentioned earlier.
Digital prototype use can start quite early in any vehicle’s developmental stage. In fact, Porsche created a completely new driver interface for its upcoming second-gen Macan long before designing some of the other components. A revised driver display was included, of course, which, when ready for testing, Porsche brought to life in a “seat box” that was capable of simulating the actual driving environment.
“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” said Fabian Klausmann of Porsche’s Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimization even before the first physical cockpit has been built.”
The initial physical Macan EV prototypes were developed from information learned through the digital prototype program, and once these running prototypes were on the track, they fed additional data back to the digital prototypes to continue testing with. This process allowed Porsche’s engineers to continually update both the digital and physical prototypes, refining each aspect of the Macan EV throughout the development process.
“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high-quality standards,” continued Steiner.
The Macan EV continues to undergo a demanding testing process, including climate extreme endurance tests, plus the need to overcome all types of topographical conditions. Of course, this would include real-world charging and conditioning of the new EV’s high-voltage battery, with everyday reliability and segment-leading performance being high on the agenda.
“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” added Steiner, pointing to development goals such as the SUV’s long-distance range, high-performance fast charging, and goal of best-in-segment performance. “The all-electric Macan will be the sportiest model in its segment.”
The new Macan EV will also need to be highly efficient, of course, which is why it’s the first Porsche to make use of the brand’s new Premium Platform Electric (PPE) architecture. This said, most Macan owners will continue choosing one of the automaker’s conventional ICE’s instead of the electrical alternative, at least in its early years, particularly in markets where consumers aren’t penalized for not going green, thus gasoline-powered models will need to remain part of the overall Macan package for the unforeseen future.
“In Europe, demand for electric vehicles continues to rise, but the pace of change varies considerably across the world,” noted Steiner. “That’s why we’re going to launch another attractive conventionally-powered successor to the current Macan in the course of 2021.”
This said, the new second-generation Macan will launch later this year, with varied availability of ICE’s. The new Macan EV will follow in about three years and millions of kilometers of digital and physical prototype tests.