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2019 Subaru Impreza 2.0i Sport 5-Door Road Test

Canada’s compact car class is amazingly competitive, but due to regularly enhancing its exterior design, massive improvements in cabin refinement, major gains made to its infotainment systems, and never-ending faith in its unique horizontally-opposed powertrain that connects through to standard all-wheel drive, Subaru has kept its Impreza wholly relevant at a time when competitors are cancelling their small cars.

News of discontinued models never goes over well with auto enthusiasts, even if the car in question is a rather mundane econobox. After all, the same marketplace sentiment that caused General Motors to axe the Chevrolet Cruze and its Volt EV counterpart is also responsible for the elimination of the Ford Focus along with its two sportiest trim lines, not to mention the once fun-to-drive Alfa Romeo-based Dodge Dart a few of years back. And these four are merely in the compact class; with many others falling by the wayside in the subcompact and full-size passenger car segments as well, all making way for new crossover SUVs and electric vehicles.

Subaru produces a full sleight of crossovers, its best-selling model being the Crosstrek that’s based on the Impreza 5-Door in this review. I happen to like that innovative little CUV very much, but I’m also a fan of compact wagons, which is pretty well what the Impreza 5-Door is.

We can call it a hatchback or maybe a liftback to make it seem sportier, but in reality the Impreza 5-Door is a compact wagon. Without doubt someone in Subaru Canada’s marketing division would rather I didn’t call it that, but they should also be aware enough to know this Japanese brand has a faithful following of wagon lovers. The Outback is little more than a lifted Legacy Wagon after all, the five-door Legacy unfortunately no longer available in our market.

The Impreza’s styling was improved with its most recent redesign in 2016, and it truly looks more upscale, even in its less expensive trim lines. This Sport model get fog lights and LED-enhanced headlamps even though it’s merely a mid-range trim, not to mention extended side sills, a discreet rear rooftop spoiler, and stylish LED tail lamps, while machine-finish double-Y-spoke 17-inch alloy wheels with black-painted pockets underpin the sophisticated look.

Subaru produces the Impreza in two body styles, the second being a 4-Door sedan, but this 5-Door is the more popular option in the Canadian market. Both look good and serve their purpose well, and by that I don’t just mean the satisfaction of personal tastes, as the four-door provides the security of being able to lock valuables away in a trunk, and the five-door has more room for loading cargo. The sedan’s trunk can only carry 348 litres of gear, which while not all that bad for a compact sedan is nowhere near as accommodating as a hatchback. Case in point, the Impreza 5-Door’s 588 litres of cargo carrying capacity behind the second row of seats makes it much more useful, and that usefulness only gets better when dropping its 60/40-split rear seatbacks down to open up 1,565 litres of available space.

The model tested for this review was a 2019, and yes I’m quite aware that the 2020 Impreza is already available, and therefore this review won’t be helpful for very long. Still, consumers willing to opt for a 2019 Impreza can save up to $2,500 in additional incentives (at the time of writing), as seen right here on our 2019 Subaru Impreza Canada Prices page, while folks wanting the updated 2020 Impreza can only access up to $750 in additional incentives, unless of course they become CarCostCanada members and take advantage of dealer invoice pricing that can save them thousands.

For 2020, Subaru is making its EyeSight suite of advanced driver assistance systems standard with Imprezas featuring automatic transmissions, but take note that EyeSight is only available with this Sport trim and the top-line Sport-tech model for 2019. The car tested didn’t include the advanced features, which means that it was missing pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, and adaptive cruise control. Subaru is making its Starlink connected services package available for 2020 too, and it’s included with most Impreza trims, while the new model’s styling has been updated on 4- and 5-Door body styles.

Nothing changes with respect to trim lines from 2019 to 2020, with the Impreza’s four trims remaining Convenience, Touring, Sport and Sport-tech. Model year 2019 4-Door pricing ranges from $19,995 to $30,195, whereas the 5-Door can be had from $20,895 to $31,095. The Impreza’s base price stays the same for 2020, but some pricing in between increases, with the new 5-Door adding $100 to its new $20,995 base price, and the top-line Sport-tech trim costing $30,795 for the 4-Door and $31,695 for the 5-Door.

The 2019 Impreza Sport 5-Door being reviewed here has a retail price of $25,395, but take note the new 2020 version will increase its price to $26,195. Like its two lesser siblings the Sport can be had with a five-speed manual transmission or an available Lineartronic CVT (continuously variable transmission) with standard steering wheel shift paddles, the latter how Subaru upgraded my test car. As usual, the brand’s Symmetrical AWD is standard equipment, which not only makes the Impreza the only car to feature standard AWD in the compact segment, but also one of the only vehicles in this class with available AWD period.

To clarify, Mazda recently showed up with AWD for its compact 3, while the latest Toyota Prius now can be had with an electrified e-AWD setup. VW will offer its Golf Alltrack crossover wagon until it sells out (sadly it’s been discontinued), but to be fair it’s more of a Crosstrek challenger as it is, while the brand’s Golf R competes directly with the Subaru WRX STI.

Volkswagen in mind, am I the only one to find it odd that this relatively small Japanese automaker has managed to keep the German brand’s horizontally opposed engine design relevant for all of these decades? Subaru has long made the boxer configuration its own, now sharing it only with Porsche and, occasionally, Ferrari, with its newest 2.0-litre, DOHC, 16-valve four producing a dependable 152 horsepower and 145 lb-ft of torque by means of direct injection, dual active valve control, and electronic throttle control. This is considerably more engine output than most rivals’ base engines, with in fact just three competitors make more power, and then not much more, plus just four putting out greater torque.

On the road, the Impreza performs strongly in a straight line, from a standing start all the way up to highway speeds. Its torquey engine works really well with the CVT that provides particularly smooth, linear power, while the paddle shifters are helpful when downshifting mid-corner. Still, the engine and transmission combination worked best when left on its own. Also smooth, Impreza’s ride is excellent, while its capability through the curves is typical of its fully independent front strut and rear double wishbone suspension layout, improved with stabilizer bars at each end.

The Impreza therefore offers up a more sophisticated suspension setup than a number of its peers that incorporate less expensive torsion bar designs in back, and this is truly noticeable when driving it hard through fast-paced corners on less than ideal stretches of pavement. Instead of experiencing the rear end hopping over the uneven tarmac, my tester’s 205/50R17 all-seasons remained planted on course, the little wagon making its rally race-bred heritage apparent through each and every turn.

This was when I looked down at my tester’s centre console and longed for the standard five-speed manual gearbox, as it would have been more fun to drive and likely quicker as well, but as it was the paddle shifters worked well when more revs were required, even though they come hooked up to a CVT. It worked well enough, actually, that I’d even consider choosing the CVT if this one was staying in my personal collection, not only because it’d make city driving easier, but also because the automatic is better on fuel, with an estimated rating of just 8.3 L/100km in the city, 6.4 on the highway and 7.5 combined, compared to 10.1 city, 7.5 highway and 8.9 combined for the manual.

While a great car to drive, the Impreza is wonderfully comfortable too, and not only because of its smooth ride. The front seats provide very good adjustability, but oddly the driver’s seat doesn’t have any lumbar adjustment in Sport trim. The seat is inherently supportive, thankfully, and due to plenty of reach from the tilt and telescoping steering column it was easy for me to get myself into an ideal driving position for good control of the leather-clad steering wheel and metal sport pedals. The steering wheel’s rim is shaped perfectly for a comfortable feel, while all the switchgear needed to control its audio, phone, cruise, and trip/multi-information display systems are on its spokes.

Unlike the majority of challengers, the Impreza’s mostly analogue instrument cluster simply divides its primary dials with a coloured TFT display for speed, gear selection, real-time fuel economy, the fuel level, plus the odometer and trip mileage readouts. Alternatively, Subaru houses the full multi-information display in a hooded 4.2-inch colour monitor on top of the centre dash. It incorporates a lot of information, with its top half-inch portion showing a digital clock, interior temperature reading, climate control settings, and the outside temperature, while the larger lower section can be organized as per a driver’s preference, with the options being audio system info, real-time fuel economy and projected range, all-wheel drive power distribution, a row of three digital gauges including water temperature, oil temperature and average speed, plus more.

The multi-information display’s quality of graphics and display resolution has made big gains this generation, but Subaru’s most impressive upgrades in recent years have been made to over in-car infotainment, specifically the main touchscreen on the centre stack, plus and host of functions. Choosing Sport trim means the centre display increases in size from 6.3 to 8.0 inches, while it’s also an ultra high-quality touchscreen with clear definition, beautifully vibrant colours, and wonderfully rich contrasts. Subaru’s tile design is attractive, with big colourful “buttons” overtop a starry blue background that-style graphic layout looks good and is really easy to operate, with its main features being radio, media, phone, apps, settings, and the automaker’s Starlink suite of apps. Navigation isn’t part of Sport trim, but Android Auto and Apple CarPlay is, and by integrating your smartphone can provide route guidance. The apps panel features Aha and iHeartRadio, plus two USB ports and an auxiliary plug provide smartphone connectivity. The reverse camera is good too, benefiting from active guidelines.

All heating, ventilation and air conditioning controls are located on a dedicated interface just under the centre display, while single-zone automatic climate control comes standard with Sport. It operates via three dials and two buttons, but don’t look there for the two-way seat heaters that get controlled via a pair of rocker switches on the lower console. This said, even in their hottest settings they don’t feel anywhere near therapeutic.

Subaru doesn’t provide a heatable steering wheel rim in Sport trim, which was a disappointment, but not as disappointing as not being able to get rear seat heaters in any trim at all. This is unusual for a car that would make an excellent family ski conveyance during the coldest season, but just the same the Impreza Sport 5-Door’s rear quarters were nicely furnished, although strangely without secondary air vents.

It’s plenty spacious in the rear passenger compartment, however, with about eight inches of room ahead of my knees when I sat behind the driver’s position that was set up for my five-foot-eight, short-torso, long-legged body type. I also had plenty of space to stretch my legs out with my feet below the front seat, while there was ample side-to-side either room along with a nice wide folding centre armrest with the usual two cupholders integrated within. Finally, I had approximately three inches of air space over my head, making the back seat a viable option for six-footers. The rear window seats also provide good lower back support, which I suppose makes it easier to look past the rear quarter’s lack of amenities.

Speaking of the seats, my Sport trim tester’s cloth upholstery is mighty attractive, made up of a sharp looking patterned insert flanked by grey bolsters featuring contrast stitching. I have to say, every Impreza generation makes major strides in cabin refinement, with this most recent fifth-gen model a much more inviting place for driver and passengers with respect to materials quality and overall styling. One look at the contrast-stitched, leather-like pliable composite dash top and you’ll be impressed, this easily as good as this compact segment gets. The high-end surface treatment even flows down the right side of the centre stack and gets duplicated on the left section as well. It’s stunning.

The door uppers get a similarly soft synthetic covering whereas the armrests felt like real stitched leather. Subaru spruces things up further by adding carbon-fibre-like inlays, satin-silver/grey accents, chrome embellishment and more, while the interior buttons, knobs and switches are fitted tightly throughout the interior.

I’ve already spoken about the cargo compartment’s impressive capacity, with its average amount of space behind the rear seats and better-the-average volume when they’re flattened, but I wish Subaru had included a 40/20/40-split instead of the 60/40 divide, or at least a centre pass-through. I know owners in this class are used to squishing their rear passengers into the 60-percent portion when loading longer items like skis in back, but there’s a much more elegant way that Subaru should adopt in order to further differentiate itself from most compact rivals. The Impreza does include a retractable cargo cover for hiding valuables, and it’s housed within a well-made, good looking aluminum cross-member that’s easy to remove.

All in all, I could see myself owning an Impreza 5-Door at some point, if I ever choose to give up this career and am forced to purchase a new car. It’s an ideal size for me, provides enjoyable performance and agreeable comfort combined with good fuel economy, is rated highly from a reliability standpoint, and is much more refined than many in this class. I like that its infotainment system is now in the top 10-percent of this segment, and even though I would have appreciated some additional features in my Sport test model, I drove a top-tier Sport-tech version couple of years ago and found it even more appealing than this model. All things said, the Impreza is a car you should consider seriously.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Genesis G70 3.3T Sport AWD Road Test

Few categories in the luxury auto sector are more competitive than the battle between compact sport sedans, so bringing an all-new entry into this class takes an entirely new level of courage.

If you haven’t already heard, Genesis is the new luxury brand of Hyundai Motor Group. Basically it’s what Lexus is to Toyota, Infiniti is to Nissan and Acura is to Honda, or for that matter what Audi is to Volkswagen. Each of the just-noted Japanese luxury brands were relative late arrivals compared to their European and domestic American counterparts, some having been around for more than a century.

With the G70, Genesis hasn’t exactly broken the mould like Tesla has with its lineup of electric vehicles, the Model 3 now leading this class in sales. Instead, the new G70 offers an attractive, well made, potent performing, and strong value propositioned alternative to market leaders such as BMW’s 3 Series, Mercedes-Benz’ C-Class and Audi’s A4, not to mention the many others including Lexus’ IS, Infiniti’s Q50, Acura’s TLX, Cadillac’s ATS, Volvo’s S60, Jaguar’s XE, and Alfa Romeo’s Giulia.

That’s a full sleight of competitors, and didn’t even include all the coupes, convertibles and wagons, some of the coupes even boasting four doors like the Audi A5 Sportback and BMW 4 Series Gran Coupe. How has the G70 fared? Specifically regarding sales, Genesis Canada sold 1,119 G70s through calendar year 2019, which is quite good, even representing a 15.7-percent gain year-over-year (although the year prior was only 10 months as the G70 went on sale in March, 2018).

That puts its sales higher than some key rivals, namely the Cadillac ATS that required a sedan and coupe to total 1,032 units yet still dropped 36.1 percent from the year before, although that’s not as bad as the Alfa Romeo Giulia that lost 52.5 percent year-over-year with only 242 sales in 2019, not to mention Jaguar’s XE that plunged 72.5 percent after selling a mere 157 units last year, resulting in the last and final place in this segment.

That Genesis achieved 1,119 deliveries in a year that saw many of its competitors lose ground made for impressive beginnings. Let’s remember it’s a three-year old brand, and this is its first totally new model. Yes, the G90 full-size luxury sedan was new when it was introduced together with the entire brand in November 2016, but like the G80 mid-size luxury sedan it started off as an older Hyundai model. The G90 began as the Hyundai Equus, and therefore can be considered to be in its third generation, while the G80 merely had its rear badge changed from Hyundai’s stylized “H” to Genesis’ wings. In fact, it had been wearing the new Genesis brand’s logo on its hood and steering wheel for two generations and eight years already, thanks to previewing the Genesis nameplate.

To say the G70 is an important model for Genesis is an understatement, being that it made up 73.4 percent of Genesis sales in 2019. The G80 found just 324 new owners last year, and the G90 just 82 (that’s nowhere near last place, by the way, but rather 18th from last, with Canada’s worst sales going to the Kia K900 that had zero deliveries and ironically shares its platform architecture with the G90).

The first Genesis win is styling, with the G70 providing the kind of good looks it needs in order to stand out. It has a strong, aggressive stance, yet it’s not too over-the-top either, other than maybe its nonfunctional front fender vents. It’s also sized perfectly to fit within the compact luxury D-segment, measuring 4,685 millimetres from nose to tail with a 2,835-mm wheelbase, 1,850 mm wide, and 1,400 mm tall, which makes it near identically proportioned to the current C-Class sedan, and only a bit shorter than the 3 Series. This appears to be an ideal size for compact luxury sedans, compared to the Infiniti Q50 that’s quite a bit longer.

This results in a car that’s completely comfortable front to back, yet light and quick enough for good manoeuvrability. Its driving position is very good, with lots of reach and rake from adjustable steering column, while the driver’s seat is excellent, with good upper leg, lumbar, and side support. The steering wheel is smartly shaped for comfort and control, with shift paddles where they need to be for fast gear changes, while the pistol grip-style shift knob on the lower console-mounted lever is simply there for selecting D, R or N, P found on a button just in front. A lovely rotating knurled metal dial allows for drive mode selection, the choices being Comfort, Eco, Smart, Sport and Custom, and while I tried each one out for testing purposes, I’m sure you can hazard to guess which one I used most often.

Base G70s use an eight-speed automatic transmission, which gets Idle Stop and Go to automatically shut off the engine in order to save fuel and limit emissions when it would otherwise be idling, and then quickly restart it again when lifting off the brake pedal. The entry-level 2.0-litre turbo-four is good for 252 horsepower and 260 lb-ft of torque, and is also the sole engine available with a six-speed manual in performance-oriented 2.0T Sport RWD trim. The “RWD” portion of the trim designation gives away its rear-drive nature as well, this being the only G70 without AWD, but this model actually puts out an extra 3 horsepower over its auto-equipped 2.0T brethren. The base G70 is the 2.0T Advanced AWD model, which gets followed by 2.0T Elite AWD and 2.0T Prestige AWD trims.

The only two trims using the upgraded twin-turbocharged 3.3-litre V6 power unit, which makes 365 horsepower and 376 lb-ft of torque, is the 3.3T Dynamic AWD model and the top-tier 3.3T Sport AWD being tested here. The powertrain has a nice eager exhaust note at idle, while choosing Sport mode automatically adds air to sport driver seat’s bladder-infused bolsters, this exclusive 16-way power-adjustable seat providing excellent lateral support, not to mention four-way lumbar support and an always appreciated lower cushion extension that made it wonderfully comfortable.

The 3.3-litre V6 makes for a brilliantly quick getaway car, blasting from zero to 100 km/h in just less than five seconds, while its exhaust note becomes addictive as the engine soars toward its 7,000-rpm redline. The eight-speed automatic delivers quick, sharp shifts in Sport mode, the paddle shifters only adding to the intensity, this particularly true through corners where the G70 feels light, lively and oh-so eager to impress, making it a great deal more enjoyable to drive than the equivalent Lexus IS 350 F Sport, not to mention many others in this class.

The brakes are very strong and don’t fade away after repetitive foot stomps. The Sport gets four-piston front and two-piston rear high-performance Brembos with fixed red-painted calipers, which are easily up to task. The G70 has impressive balance thanks to a well-sorted front strut and five-link independent rear suspension setup that never gets out of shape, yet provided a nice, compliant ride even with my test model’s big 19-inch staggered-width alloy wheels encircled by 225/40 front and 255/35 rear Michelin Pilot Sport 4 summer performance tires.

My G70 Sport’s outstanding stability probably has a lot to do with my its upgraded adaptive control suspension. This is a high-performance suspension control system that distributes front and rear damping forces when a driving situation becomes potentially dangerous and/or unstable, aiding in accidence avoidance. Safety in mind, upper G70 trims also get forward collision assist with pedestrian detection, lane departure warning and lane keeping assist, and driver attention warning, whereas all G70s include blind spot collision warning with lane change assist, plus rear cross-traffic collision warning.

A motor-driven rack-and-pinion steering system gets Variable Gear Ratio assistance for quick, positive response to inputs, yet it never felt nervous. Actually, the G70 tracks really well at high speed, its mechanical limited-slip differential helping out rear traction. Truly, the G70 is a sport-luxury sedan I could live with every day, my only wish being a racetrack that would allow me to test it to its maximum (or my maximum), but even in congested city traffic it was easy to drive.

It was during such slower speeds that I had time to enjoy its nicely detailed cabin. Everything is extremely well put together, with the expected pliable composite surfaces above the waste, except for the glove box lid and surrounding surfaces next to the steering wheel. Most buttons, knobs and switches were high quality, but its aluminized silver buttons with blue backlit lettering came across a bit too much like Hyundai products, as did the 8.0-inch infotainment touchscreen atop the centre dash, and its graphic interface. It’s filled with plenty of features, such as Android Auto, Apple CarPlay, a navigation system, a multi-view camera, Genesis Connected Services, etcetera, the 15-speaker Lexicon audio system with Quantum Logic surround sound being very good, although most others in this category offer some sort of infotainment controller on the lower console, and not just a touchscreen.

Ahead of the driver is a large 7.0-inch, highly functional TFT multi-infotainment display as well, and while it was nice and bright plus plenty colourful, I wondered why it wasn’t a fully digital instrument cluster being that it’s a brand new model and Genesis would have been able to include one in upper trims, this being all the rage right now.

A nicer surprise was the diamond-patterned quilted black and grey highlighted Nappa leather upholstery on the seats and door panels. This is the kind of over-the-top opulence I expect to find with an Aston Martin or Bentley, not an entry-level Genesis sedan. The seats even included stylish grey piping on their side bolsters and at the top of each backrest. This comes as part of my Sport model’s standard Sport Appearance Package that also adds the power-adjustable bolsters and seat cushion extension on the driver’s seat noted before, plus metal foot pedals and a black microsuede headliner and roof pillars.

The G70 is also as nicely finished in its rear quarters as it is up front, the back outboard seats including three-way seat warmers. Those up front included these as well, plus the driver could warm his/her hands on a heatable steering wheel rim, and two front seats were also ventilated for cooling during summer. Dual-zone auto climate control managed cabin comfort, of course, while the usual smartphone connectivity and various charging ports were also included, my go-to choice being a wireless charging pad.

The poorly finished cargo compartment was disappointing, the G70’s trunk no better than what you might find in a Hyundai product. It’s slightly shallower than some peers, plus its hinges take up more room than struts would. Worse, the load floor feels flimsy, and the split-folding rear seatbacks are only divided in a 60/40 configuration, with no centre pass-through, making the G70 less flexible for passengers and cargo than some of its European rivals.

To be fair, the G70 is quite a bargain when compared to most of its German competition, with a base price of only $42,000 (plus freight and fees). Even the most affordable Mercedes-Benz C-Class sedan starts at $46,100, while the least expensive BMW 3 Series sedan takes an investment of $49,000. Even pricier, the slow selling Jaguar XE needs $49,900 before it can be taken home, while Alfa Romeo Giulia can’t be had under $50,445. Of course, some rivals undercut the G70, such as the Audi A4 that only needs $39,800 to procure, while a base Lexus IS (RWD) can be had for $41,250, but these don’t offer the same level of standard features as the G70.

2019 Genesis G70 3.3T Sport AWD2019 Genesis G70 3.3T Sport AWD — The rear seat could use a bit more legroom, but it’s comfortable.

By the way, you can learn about full-range pricing for each of these models just mentioned right here at CarCostCanada (just click on the links for the car names above). CarCostCanada has trim, package and individual options info, plus you can find out about available offers, such as the zero-percent factory leasing and financing rates now provided by Genesis for 2019 and 2020 G70 models. Before you buy or even contact your Genesis dealer, or any of the others, make sure to also get your CarCostCanada membership so you can go to your local dealer with invoice pricing in order to make sure you get the best deal possible.

The 2020 G70 hasn’t changed from this 2019 model, incidentally, other than the discontinuation of the 3.3T Dynamic AWD model and availability of new higher-end 3.3T Prestige AWD trim. The base price remains the same too, although some of the other trims move up in price, including this Sport trim that gets a new standard power trunk lid so therefore adds $500 for a new total of $58,000.

In the end, the 2019 Genesis G70 is a superb sport-luxury sedan with very few negatives. It’s particularly good for those that drive enthusiastically, as it rewards skillful drivers with brilliant straight-line acceleration and wonderfully predictable, thoroughly capable road holding. This said its good balance and the AWD model’s tendency to understeer make it safe for newer drivers too, while its cabin quality and refinement will impress everyone, with plenty of comfort and some of the most luxurious details in the class.

Of course, it’s not faultless, its claimed 13.3 L/100km city, 9.5 highway and 11.6 combined fuel economy notably thirsty (the four-cylinder, AWD model gets an estimated 11.5, 8.7 and 10.3 respectively), but I think its pros, that include a five-year, 100,000-km comprehensive warranty, outweigh its cons, so I have no problem recommending the G70 to anyone thinking of purchasing a new compact luxury sedan.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota 4Runner TRD Pro Road Test

Not to long ago people were calling for the traditional SUV to die. GM cancelled Hummer, Ford said goodbye to the Excursion, and a number of 4×4-capable sport utilities were converted to car-based crossovers in order to appeal to a larger audience. While the general public has certainly eschewed rugged off-roaders as well as passenger cars for crossover SUVs, there’s certainly a healthy niche for true 4x4s.

The 4Runner has been at the centre of this mix, and has been doing so as long as I’ve been out of school. Yes, the 4Runner came into existence the year I graduated in 1981, and is now well into its fifth generation, which was introduced more than a decade ago. The original 4Runner was little more than the pickup truck with a removable composite roof, much like the original Chevy Blazer and second-gen Ford Bronco that came before, but the next version that came in 1989 included a full roof, and the rest of the story is now history.

Over the years Toyota has stayed true to the 4Runner’s off-road-capable character and garnered respect and steady sales for doing so. Now it’s one of a mere handful of truck-based SUVs available, making it high on the shopping list for consumers needing family transportation yet wanting something that can provide more adventure when called upon.

The 2019 model being reviewed here is currently being replaced by a new 2020 model, which changes up the infotainment system with a new larger 8.0-inch touchscreen, Apple CarPlay and Android Auto, satellite radio and USB audio, plus the brand’s Connected Services suite. Push-button ignition gets added too, as does Toyota’s Safety Sense P bundle of advanced driver assistance features including pre-collision system with vehicle and pedestrian detection, lane departure warning and assist, automatic high beams, and dynamic radar cruise control.

A new Venture trim level gets added as well, which builds on just-above-base TRD Off-Road trim. This means it begins with 4×4 features like 4-Wheel Crawl Control with Multi-Terrain Select, a locking rear differential, and the Kinematic Dynamic Suspension (KDSS) upgrade, while it also gets a hood scoop plus a navigation system with traffic and weather, all before adding black mirror caps, trim, and badging, Predator side steps, 17-inch TRD Pro alloy wheels, and a basket style roof rack.

All of that sounds pretty impressive, but serious off-roaders will still want the TRD Pro that I tested for a week. Not only does it look a lot tougher, particularly in its exclusive Voodoo Blue paint scheme with matte black trim, but it also gets a unique heritage “TOYOTA” grille, a TRD-stamped aluminum front skid plate, a whole lot of black accents and badges nose to tail, and superb looking matte black 17-inch alloys with TRD centre caps on massive 31.5-inch Nitto Terra Grappler all-terrain tires (my tester’s rubber was a set of Bridgestone Blizzak 265/70 studless snow tires).

Overcoming obstacles is aided via TRD-tuned front springs and TRD Bilstein high-performance shocks with rear remote reservoirs, while the 4Runner TRD Pro also gets an automatic disconnecting differential to overcome the really rough stuff, as does its rear differential lock if the ground is slippery, and multi-terrain ABS when it’s a downward grade.

Previously noted Crawl Control is ideal for going up, down or just motoring along a low-speed stretch of horizontal terrain, and is selectable via a dial on the overhead console next to a similar dial for the Multi-Terrain Select system that makes choosing the four-wheel drive system’s best possible response over “LIGHT” to “HEAVY” terrain an easy process. Of course, overcoming a really challenging trail will require shifting from “H2” or “H4” to “L4” to engage the 4Runner’s lower set of gears via the console-mounted 4WD Selector lever.

This SUV is an amazingly good 4×4, something I was reminded of when trudging through a local off-road course I use whenever I have something worthy of its rutted trails and long, deep swampy pools. I recently tested Jeep’s Wrangler Unlimited Sahara through this course, and did likewise with a Chevrolet Colorado ZR2 turbo-diesel that had mucky water splashing over its hood. Heck, I even proved that Toyota wasn’t trying pull one over on compact crossover buyers with its new RAV4 Trail, that can actually hold its own through this mud-fest, although I didn’t push it anywhere near as hard as the others just mentioned, or this 4Runner TRD Pro.

My 4Runner test model’s hood scoop never tasted water, incidentally, nor did it ever require the Tacoma TRD Pro’s cool looking snorkel, and trust me, I was careful not to muck up the white and red embroidered floor mats, or even soil the breathable leather-like Black SofTex seat upholstery, highlighted by red contrast stitching and red embroidered “TRD” logos on the front headrests I should add. It would have been easy enough to wash off, but I keep my test vehicles clean out of respect to the machinery.

This 4Runner TRD Pro makes it easy to drive through most any 4×4 course or wayward trail, even if there’s not much drive down. Simply choose the best Multi-Terrain setting and engage Crawl Control if you think you’ll want to push yourself up higher in the driver’s seat in order to see over a ridge, which would make it so you couldn’t modulate the gas pedal. Alternatively you can use it in order to relax your right foot, like a cruise control for ultra-slow driving. We had a mechanical version of this on my dad’s old Land Cruiser FJ40, which was basically a choke that held the throttle out, and it worked wonders just like the 4Runner’s modernized version. The now discontinued FJ Cruiser had one too, a model that shared its platform with this much bigger and more spacious SUV, as does the global market Land Cruiser Prado and Lexus GX 460.

V8-powered 4x4s in mind, I remember when Toyota offered the fourth-generation 4Runner with a 4.7-litre V8. I really liked that truck and its smooth, potent powertrain, but I’d rather have the 2.8-litre turbo-diesel found in the current Prado, as it’s fuel economy would be advantageous in the city and on the highway, let alone in the wilderness where it could 4×4 a lot farther from civilization than the current 4.0-litre V6. Yes, the 4Runner’s big six-cylinder drinks healthily to put it kindly, with a rating of 14.3 L/100km city, 11.9 highway and 13.2 combined, while it goes through even more regular unleaded in low gear while off-roading. That’s this SUV’s only major weakness, and now that Jeep is bringing its Wrangler to our market with a turbo-diesel, and the aforementioned Chevy Colorado gets one too, it’s might be time for Toyota to provide Canadian off-road enthusiasts an oil burner from its global parts bin.

Another weakness at the pump is the 4Runner’s five-speed automatic transmission, but on the positive it’s rugged and reliable so it’s hard to complain, while shifts smoothly. The TRD Pro adds red stitching to the leather shift knob, almost making this gearbox feel sporty when engaging its manual mode, and I should also commend this heavyweight contender for managing the curves fairly well, no matter if it’s on tarmac or gravel, while its ride quality is also quite good, something I appreciated as much in town as I did on the trail.

I would have appreciated the 4Runner even more if it included shock-absorbing seats like my old ‘86 Land Cruiser BJ70, but the TRD Pro’s power-actuated seats with two-way powered lumbar managed comfort decently enough, while the SUV’s tilt and telescoping steering column provided enough reach to set up my driving position for comfort and control.

The steering wheel’s rim is wrapped in leather, but doesn’t get the nice red stitching from the shift knob, yet its spokes are filled with all the most important buttons. Framed through its upper section, the Optitron primary gauge cluster is a comprised of truly attractive blues, reds and whites on black with a small trip computer at centre.

At dash central, the infotainment touchscreen may be getting replaced for the 2020 model year, but the one in this 2019 4Runner was certainly sized large enough for my needs, plus was reasonably high-resolution and packed full of stylish graphics and loads of functions. Its reverse camera lacked active guidelines, but was quite clear, while the navigation system’s route guidance was accurate and its mapping system easy to read, plus the audio system was pretty good as well.

The 4Runner’s window seats are comfortable and the entire second row amply sized for most any body type, but the TRD Pro model’s third row gets axed, leaving plenty of room for gear. There’s in fact 1,337 litres of space behind the 60/40-split second row, or up to 2,540 litres it’s lowered, making the 4Runner ideal for those that regularly haul tools or other types of equipment, campers, skiers, etcetera.

You can buy a new 2019 4Runner for $46,155 or less (depending on your negotiating chops), while leasing and financing rates can be had from 1.99 percent (or at least they could at the time of writing, according to the 2019 Toyota 4Runner Canada Prices page here at CarCostCanada). CarCostCanada also provides its members with money saving rebate info and dealer invoice pricing that could save you thousands, so be sure to purchase a membership before you head to the dealer. As for the 2020 4Runner, which starts at $48,120 thanks to the new equipment I detailed out before, only has leasing and financing rates from 4.49 percent as seen on the CarCostCanada 2020 Toyota 4Runner Canada Prices page, so the 2019 may be the smart choice for those on a budget. If you’re after this TRD Pro, you’ll be forced to find $56,580 plus freight and fees (less discount), and take note this is the most expensive 4Runner trim available.

Yes this is luxury brand territory, and the 4Runner won’t try to dazzle you with soft-touch interior plastics or any other pampering premium treatments, but this should be okay because it’s a rugged, off-road capable 4×4 that shouldn’t need to pamper its passengers to impress them. Instead, together with its superb off-road-worthiness, overall ease of use and general livability, the 4Runner achieves top placement in the 2019 Canadian Black Book Best Retained Value Awards for its “Mid-size Crossover-SUV” category. I don’t know about you, but this matters more to me than pliable interior composite surfaces.

In the end, the 4Runner remains one of my favourite SUVs. It does most everything it needs to well, and is one of the better off-roaders available for any money. That suits my outdoor lifestyle to a tee.

Story and photo credits: Trevor Hofmann

CarCostCanada

Buying a New Car: A Step-By-Step Guide to Getting it Right | Learn the Dealer Invoice Price in Canada

Getting a new car can be exciting and nerve-wracking; from managing your budget to finding that perfect car to managing paperwork, and paying at the dealership. CarCostCanada is dedicated to lessening the weight of this process with dealer invoice prices in Canada, you can get a new Honda Accord sedan price report.

What to bring

First of all, you need identification, probably your drivers’ license, especially if you plan to drive it off yourself. Next would be your payment whatever form that may take. And then lastly proof of insurance, because it’s illegal to drive in Canada this is necessary before driving off the lot. You can do it beforehand or at the dealership and give your insurance company your new vehicle identification number (VIN) so they can email over your insurance credentials to the dealership directly.

Payment

It’s important to get your financing and payment type in order before heading over to the dealership. Preapproved loans from a bank or credit union might be an option for you but If this is your first car purchase you might have trouble getting a loan from the bank without a credit score. Make sure to look around as well, don’t just settle on your own personal bank, certain lending authorities could have ties to dealers which allows them to give out easier loans.

Past using loans, your down payment could be in many different forms from a cashiers cheque, personal cheque, or even a credit card payment. Usually, a credit card downpayment will be around $3000 or $5000 max. Even if it is a possibility and the car is very inexpensive, do not expect to pay full upfront. Dealerships want to be safe and minimize the risk of someone claiming alleged fraud or disputing the purchase, they also want to avoid being the victims of credit card fraud themselves so large down payments are especially uncommon.

Trade-in Vehicle

Another way to help out with payments past loans is to trade in your old car. To do this you’ll be needing extra documents though; proof the car is yours, car title or a pink slip, a copy of the current registration, and potentially payment stubs and the loan account number for the car. Financing a new car like this can reduce your monthly payments and give you a lower tax rate. The estimated value of your used car is used towards the price of the new one, potentially knocking down a $30,000 car down to $20,000 which can make a big difference.

All done and ready to drive off?

Before you head on the road with your new car it’s important to check over it a final time. Make sure everything that should have been included is there and that you know exactly where everything is. The manual, chargers if it’s an electric or hybrid model, all your documents, and everything you were promised. Also, check the condition one last time, it’s easy to get lost in the excitement of a new vehicle and accidentally miss something and it’s best to make sure you’re getting the car in the best quality.

Now it’s time to enjoy your new car! With this, you can be better prepared for when you go in to buy a car and using our price reports you will be able to find the best deal and price on your ideal car. With a new year, there are new models and features so check out what possibilities await you with a new car!

CarCostCanada

Genesis shows off photos of upcoming GV80 luxury SUV

2021 Genesis GV80 — The new GV80 is Genesis’ first foray into the world of SUVs, and it’s making a pretty good first impression.

If you were wondering how the fledgling Genesis brand would manage to grow while only offering passenger cars, its new GV80 crossover SUV should certainly appeal more to a luxury market mostly focused on sport utilities.

Genesis, Hyundai Motor Group’s luxury brand, just revealed a few photos of the all-new premium crossover this week, and it certainly grabs attention. It sports a larger, stronger updated version of the Korean brand’s new pentagonal grille, shown first in production trim on the brand’s recently redesigned 2020 G90 luxury sedan, plus it incorporates a number of additional styling elements from that full-size four-door, such as horizontal LED Quad Lamp headlights and wraparound tail lamps, not to mention side vents on the front fenders. The initial design was formed from the GV80 Concept launched at the 2017 New York auto show, but we must say it looks nicer in production trim than the prototype.

“GV80 allows us to expand our definition of Athletic Elegance design language to a new typology, while retaining sublime proportionality and sophistication of form,” said Luc Donckerwolke, Executive Vice President, Chief Design Officer of Hyundai Motor Group.

Genesis gives its design language the name “Athletic Elegance”, and while this descriptor might sound somewhat generic, the luxury crossover’s overall presence certainly isn’t. Its grille pays some tribute to Cadillac, mind you, only missing the American brand’s big crested-wreath shield at centre. Genesis even names the SUV’s most prominent feature the “Crest Grille” and claims it as a “signature Genesis design element,” but to be fair a lot of brands have tried to adapt a five-sided shape for a grille design, including Acura and Honda. No doubt Genesis would rather we focus on its trademark headlamps, and to that end few will likely argue against any of the GV80’s other styling details or its appearance overall.

“The Quad Lamp, our design signature, introduces an unmistakable visual impression completely unique to Genesis,” said Sang Yup Lee, Senior Vice President, Head of Genesis Design. Like other lighting elements throughout the SUV, the headlights feature a “G-Matrix pattern” that was “inspired by beautiful orchids seen when diamonds are illuminated by light,” stated Genesis in a press release, also mentioning that the GV80’s wheel design was similarly inspired.

Anyone who’s sat in one of Genesis’ new models should have been impressed by its materials quality and refinement, so rest assured the GV80 won’t be the exception. The brand states the new SUV “focuses on the beauty of open space, characteristic of the elegant South Korean architectural aesthetic,” and while this claim might be difficult for some to conceptualize, the new SUV does appear to offer up an elegantly minimalist cabin.

Once again it shares some inspiration from the new 2020 G90’s interior, but its instrument panel is more traditional thanks to an arcing primary gauge cluster hood and a more conventional tablet-style infotainment display fixed to the top of the dash. The horizontal theme continues, however, with slim air vents that span the entire instrument panel, this hovering atop a downward flowing centre stack featuring an attractive climate control touchscreen. The lower console is almost entirely flush with no shift lever at all, Genesis integrating a “jewel-like” rotating gear selector instead, which provides a more upscale, sophisticated appearance, while open-pore hardwoods, rich leathers and what looks to be genuine aluminum trim embellish the surroundings.

The upcoming GV80 rides on fresh new rear-wheel drive underpinnings and will be available in both rear- and all-wheel drivetrains in the U.S. market, but take note the RWD model probably won’t make it to Canada. If the GV80 comes close to performing like other Genesis models, we should be in for a treat as the Korean brand does an excellent job of balancing performance and comfort.

The GV80 is a mid-size utility, sized to go up against the Lexus RX, BMW X5, Mercedes-Benz GLE, Audi Q7, and many others including the new Cadillac XT6. It will come standard with five seats from two rows, but unlike some of its competitors it will be available with three rows for a total of seven passengers, while staying true to the “V” in its GV80 designation, which stands for “versatility”, it should be competitive with respect to passenger space and cargo room.

When it goes on sale later this year, it will expand Genesis’ lineup to four, also including the G70 compact sedan, G80 mid-size sedan, and aforementioned G90 full-size sedan. No doubt the new SUV will strengthen the upstart luxury brand’s sales, therefore giving it a more solid financial stance within its global markets.

Story credits: Trevor Hofmann

Photo credits: Genesis

CarCostCanada

Porsche reveals new 2020 718 Cayman T and 718 Boxster T pricing

2020 Porsche 718 Cayman T — Porsche is bringing a new “T” trim line to its 718 Boxster and Cayman (shown) lineup for 2020. (Photo: Porsche)

Porsche launched its enticing 718 T models to its lucky European customers last year, so now it’s time for sports car fans on our side of the pond to get up close and personal with this duo of high-speed, quick handling cars.

With a window sticker of $74,400 for the 718 Cayman T and $76,800 for the 718 Boxster T, showing an increase of $10,700 over their respective base models, the sporty new offerings slot in between the base model and S trims. The already generous 718 line also includes the even sportier GTS model, while other offerings include the track-ready Cayman GT4 and stunning Spyder.

Unlike these more powerful alternatives, the new 718 T designation means the same 2.0-litre turbocharged four-cylinder boxer engine as the base cars gets fitted midships. It makes 300 horsepower and 280 lb-ft of torque, which is plenty for the lightweight coupe and convertible, but a short-throw shifter gets thrown into the mix of six-speed manual cars too, plus a mechanically locking differential and Porsche Torque Vectoring (PTV), whereas seven-speed dual-clutch automated PDK models get the Sport Chrono Package standard, resulting in 0.2 seconds lopped off its zero to 100 km/h time, and that’s from a car already good for shaving 0.2 seconds off the manual’s straight-line acceleration time.

The Sport Chrono Package includes Launch Control too, as well as a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making PDK the way to go if you want to move fastest with the least amount of hassle.

T stands for “Touring” in Porsche-speak, however, which according to a January 7, 2020 press release provides “driving pleasure in its purest form,” adding “the 718 T will be most at home on winding country roads,” so possibly the manual should be higher on your priority list?

Being that the new T models utilize the same powertrains as their base counterparts, their acceleration times are identical at zero to 100 km/h in 5.1 seconds apiece for manual-equipped cars and 4.9 to 4.7 seconds for PDK models, while all feature top track speeds of 275 km/h.

2020 Porsche 718 Boxster T — Plenty of interior updates are included, but don’t let the missing infotainment system worry you as PCM comes standard here. (Photo: Porsche)

This said the big 718 T updates impact handling, with key enhancements including Porsche Active Drivetrain Mounts (PADM) that feature dynamic hard and soft gearbox mounts for reduced vibration and improved performance, as well as a sport exhaust system, high-gloss titanium grey-painted 20-inch five-spoke alloy rims, and the Porsche Active Suspension Management (PASM) electronic damping system (a first for the base turbocharged four-cylinder engine) that, depending on the Normal, Sport, Sport Plus or Individual driving mode chosen, makes instant adjustments for road conditions and driving style changes. All items just listed roll on a 20-millimetre lower ride height, resulting in a lower centre of gravity and therefore better control.

A grey side striping package with “718 Cayman T” or “718 Boxster T” script adds visual impact, as do Agate grey-painted mirror housings designed to match the alloys, while a set of black chrome tailpipes finish off changes to the back end.

Seated inside, a GT sport steering wheel will be close at hand, while scripted “Cayman T” or “Boxster T” logos highlight the black instrument dials just ahead. The 718 T interiors will also feature gloss black instrument panel inlays and centre console trim, red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery incorporating black Sport-Tex centre sections, embroidered “718” logos on the headrests, and most identifiably of all, black mesh fabric door pulls in place of the usual inner door handles, which can be changed for available coloured pulls.

When eyeing up the interior you may also notice their Porsche Communication Management (PCM) touchscreens missing from both cars’ instrument panels, which were removed to reduce weight in European models. Due to a regulation that made backup cameras mandatory as of May 2018, this won’t be the case for Canadian-spec 718 T models, but instead it will receive an identical high-resolution infotainment display to the one found in today’s 718 Cayman and 718 Boxster.

Finally, for your personalization pleasure, the new 718 T models can be painted in plenty of colours including standard Black, Guards Red, Racing Yellow, and White, optional Carrara White, Jet Black and GT Silver metallics, with the special colours being Lava Orange and Miami Blue.

The new 2020 718 Cayman T and 718 Boxster T can be ordered from your local Porsche dealer now, with deliveries arriving this coming summer.

Until then, check out the videos below:

The new Porsche 718 Boxster T and 718 Cayman T. Welcome to life. (1:17):

The new Porsche 718 Boxster T and 718 Cayman T. First Driving Footage. (1:49):

JP Performance Test Drive: The Porsche 718 T Models. (1:08):

Story credits: Trevor Hofmann, Canadian Auto Press

Photo credits: Porsche

CarCostCanada

2019 Lexus RX and RX L 350 and 450h Road Test

2019 Lexus RX 450h F Sport — Even the hybrid can be had with aggressive F Sport trim.

Lexus will refresh its top-selling RX mid-size crossover luxury SUV for 2020, so therefore I rounded up three 2019 examples as a sort of sayonara to the outgoing version. The changes aren’t dramatic, but most of those who’ve lived with this popular model should be happy with everything they’ve done.

Now that I’ve teased your curious mind, the 2020 RX updates include new front and rear fascias, slimmer triple-beam LED headlights and reworked tail lamps with fresh “L” shaped LED elements, new 18- and 20-inch alloy wheels, and promised improvements in driving dynamics thanks to thicker yet lighter stabilizer bars as well as a tauter retuned suspension system designed to benefit handling via new dampers that also enhance ride quality.

2019 Lexus RX 350 L — The long-wheelbase RX L looks like the regular RX in its most basic form, other than the fact it’s longer.

Also new, the addition of active corner braking is said to reduce understeer, while paddle shifters, which are standard across the RX lineup for 2020, should allow for more hands-on engagement. Lexus has also increased standard safety features with daytime bicyclist detection and low-light pedestrian detection as well as Lane Tracing Assist (LTA), while finally the infotainment system has been updated with a new lower console-mounted touchpad controller, and, a first for Lexus, Android Auto smartphone integration has been added to its standard features set.

Despite the 2020 RX being a completely new model, CarCostCanada members can still save up to $2,000 in additional incentives, while those ok forgoing some of the upgrades in order to get a discount can access up to $4,500 in incentives on a 2019. CarCostCanada members are actually saving an average of $2,777 on both 2019 and 2020 models, first by learning about available manufacturer rebates that your local retailer might rather keep for themselves, and then by finding out about a given model’s dealer invoice price before starting the negotiation.

The same four RX models will be available for 2020, which include the RX 350 and RX 450h hybrid, plus the new extended-wheelbase, three-row RX L with either powertrain. The RX continues to represent good value in its class with a base price of just $55,350 for the entry-level 2019 RX 350, while the 2019 RX 450h starts at $64,500, the RX 350 L at $66,250, and lastly the RX 450 L at $77,600. The refreshed 2020 base model’s pricing rises by $700, which isn’t too bad when factoring in all the previously mentioned standard improvements, but interestingly pricing for all other trims have been lowered by $5,700, $7,200, and $1,500 respectively thanks to more affordable decontented packaging. This smart move down market makes the base long-wheelbase and base hybrid models accessible to many more potential buyers.

Of the three 2019 RX models gathered together for this review, the two regular length models came in Lexus’ performance-focused F Sport trim, and the longer model in six-passenger Executive trim. As you might expect, the second row bench seat of this particular example was swapped out for two individual buckets, while the $6,050 upgrade also includes LED illuminated aluminum front scuff plates, premium leather upholstery, a hardwood and leather-wrapped steering wheel, a head-up display, a 15-speaker Mark Levinson surround sound audio system, a wireless device charger, 10-way power-adjustable front seats, power-recline rear seats, rear door sunshades, power-folding rear seats, and a gesture-controlled powered tailgate.

As the name implies, F Sport trim takes a more sporting approach to styling and features, with the former including more aggression in the front grille and fascia design, upgraded LED headlights with cornering capability, sportier 20-inch alloy rims, an adaptive variable air suspension, Vehicle Dynamics Integrated Management (VDIM), unique “F SPORT” branded scuff plates, a mostly digital primary instrument cluster, a sport steering wheel with paddles and a special shift knob, aluminum sport pedals with rubber inserts, performance seats, premium leather upholstery, and more.

2019 Lexus RX 350 F Sport — The RX interior comes close to the best in this class, while offering totally unique styling.

As has long been the case, Lexus offers the RX with both conventional and hybrid electric powertrains, housing a 3.5-litre V6 under the hood in both instances. Interestingly, the regular and long-wheelbase models powered solely by the internal combustion engine (ICE) put out different numbers, with the RX 350 good for 295 horsepower and 268 lb-ft of torque, and the RX 350 L only making 290 horsepower and 263 lb-ft of torque. The RX 450h, on the other hand, makes more power at 308, yet comes up a bit weaker for torque at just 247 lb-ft.

You might not mind that weakness when it comes time to fill up, however, as the RX 450h gets a claimed fuel economy rating of just 7.5 L/100km in the city, 8.4 on the highway and 7.9 combined with its regular wheelbase, or 8.1 city, 8.4 highway and 8.1 combined when extended. The RX 350 and RX 350 L, on the other hand, manage 12.2 L/100km city, 9.0 highway and 10.8 combined in two-row trim, or 13.1, 9.4 and 11.1 respectively with its third row installed.

Like most all-wheel drive hybrids, the RX 450h powers its front wheels with the ICE and rears via an electric motor, but its 160-kg of added curb weight doesn’t allow its extra power to lend an advantage off the line. The hybrid’s CVT (continuously variable transmission) doesn’t seem to help in this respect either, although it probably doesn’t hamper straight-line acceleration, yet the conventionally powered model’s eight-speed automatic delivers a more engaging driving experience that I prefer, especially when mated up with paddle shifters.

As mentioned, those paddles come as part of the F Sport upgrade, as does a special Sport+ driving mode. It gets added to the base RX model’s Normal, Sport, and Eco drive mode settings, while the hybrid models get an EV mode to eke out better mileage. EV mode only stays engaged at slow parking lot speeds however, so don’t expect to be able to drive it around town unless you’re slowed to a crawl. At the other end of the performance spectrum, I couldn’t feel a lot of difference between Sport to Sport+ modes, other than firmness added via the adaptive variable air suspension, that is.

Ride and handling in mind, the RX’ fully independent MacPherson strut front and double-wishbone rear suspension feels a bit firmer in the F Sport than with more comfort-focused trims all around, while the extended-wheelbase RX L was comfortable without giving up too much when it came to carving corners. Either way the RX is a lot more about comfort than performance, which is why Lexus went to such lengths to reduce noise, vibration and harshness levels by creating a very rigid body structure, being generous with sound insulation, and making sure its powertrains are well refined.

Soft-touch surfaces and leather help to reduce NVH too, yet as good as the RX is when it comes to materials quality it doesn’t quite measure up to the three Germans and sole Swede in this class. Above the waste it’s mostly high-quality pliable composites, glove box lid included, while some surfaces on the dash leather-like with stitching and padding, but surprisingly, just to the left of the steering column, harder plastics prevail, these also found on the lower portions of the dash, centre console (that otherwise has its top edges finished in stitched leatherette) and door panels.

Both F Sport trims received stylish metallic inlays across the dash, lower console and upper doors, but I was wowed even further when seeing the extended-wheelbase model’s beautiful hardwood trim. Most was a high-gloss dark hardwood, but every half-inch or so there were thin pieces of lighter hardwood laminated within for a gorgeous double pinstripe appearance. Lexus won’t shortchange you on brushed metal trim either, with some of it appearing authentic and other areas not so much, but interior build quality is generally quite good, including the buttons, knobs, toggles and rocker switches.

All three RX models appeared to have similarly sporty seat designs, or at least they did at first glance. This may have been due to their contrast-stitched black perforated leather coverings, but upon closer inspection both F Sport models’ seats received a bit more side bolstering, aiding lateral support when pushing harder through curves. While all looked great and were comfortable overall, only the longer 350 L with its Executive package upgrade featured four-way lumbar support. These 10-way powered front seats were therefore very good, but if the two-way powered lumbar in the F Sport models hadn’t met up with the small of my back I would’ve certainly been complaining.

Fortunately the RX has always provided plenty of space front to back, with the second row near limousine-like, but the recently added long-wheelbase RX L isn’t in the same league to most three-row competitors. You’d think after all the years Lexus has been planning to introduce a three-row SUV they’d immediately get it right, but even my five-foot-eight body had trouble fitting in comfortably. Getting in and out is plenty easy due to a second row that slides far enough forward for a large opening, but even after moving the second row as far forward as possible before I’d become uncomfortable if seated there, I still didn’t have enough room for my knees when seated in the third row, whereas my head rubbed up against the roofliner.

It’s hard to argue against the RX L’s extra 77 litres of cargo space when all seatbacks are folded flat, mind you, shifting the maximum from 1,657 litres up to 1,580, but I’m guessing the last row adds a bit of height to the RX L’s cargo floor, because space behind its second row is down some 43 litres, from 694 litres in the regular wheelbase model to 651. With all seats in use both six- and seven-passenger RX Ls leave 212 litres of free space in the very back, which is good enough for some small suitcases or a golf bag.

Reading over my notes from all three weeklong RX tests, my biggest complaint was clearly the infotainment system. Not the screen up top that’s actually very impressive, but rather the joystick-style controller on the lower console. Lexus replaces this with its newer touchpad control for 2020, so kudos to them for finally modernizing an aging system, but those hoping to buy a 2019 will want to test out both systems before taking the plunge. It’s a functional system, made better by side entry buttons, but it simply feels antiquated in this world of touch-sensitivity. Haptic feedback locks in its various prompts, helping with the user experience, but this will be true of the new touchpad design so I can’t see many sorry for the joystick’s departure. As just noted, the high-definition display hovering above is excellent, while it’s also difficult to find fault with the overall functionality of the infotainment system itself, nor its features and functions, but Android phone users should be reminded that Android Auto smartphone integration won’t be available until next year.

Digital interfaces in mind, I was surprised to find out that the RX’ uninspiring standard instrument cluster carries forward for 2020. It’s about as basic as analogue gauges get for this class, consisting of a large speedometer and tachometer plus two sub-dials for engine temperature and fuel, centered by a tall, narrow full-colour multi-information display that’s really more like a trip computer. The package looks tired and dated in a vehicle as edgy and modern as the RX, particularly when factoring in that a number of RX challengers now come with standard digital instruments, or at the very least offer them as options. Of course, Lexus provides a mostly digital cluster optionally too, but only with the F Sport. My long-wheelbase RX 350 L tester had the most basic gauge cluster, even when optioned out with the Executive package, at it was priced higher than the RX 350 F Sport. This said, even the upgraded LFA-inspired digital gauges don’t provide the ability to transform most of the cluster into a big map, like Audi’s Q7 and some others, which is a bit of a letdown in this class.

It’s probably not fair to harp to harshly on Lexus’ RX, being that it’s been with us for some time and is only about to go through a mid-cycle refresh. After all, the auto industry moves at an amazingly fast pace when it comes to digital interfaces. What should matter more is everything else the RX does so very well, and the fact that so many Canadians believe it’s the best way to spend their mid-size luxury SUV dollar. Good looking, refined, efficient, luxurious, reliable and priced well, it’s hard to argue against any RX model.

Story and photo credits: Trevor Hofmann

CarCostCanada

Porsche introduces new 375 horsepower 2021 Macan GTS

2021 Porsche Macan GTS — New 2021 GTS trim pulls all of the previous model’s sporty styling cues up to the all-new second-gen Macan redesign.

While the Cayenne quickly became Porsche’s global sales leader when introduced in 2003, the mid-size crossover luxury SUV’s smaller, more affordable Macan sibling soon took over the top sales spot after its 2014 launch.

More recently, throughout calendar year 2018, the Macan sold 86,031 units compared to 71,458 Cayenne deliveries, the two models’ 157,489 combined SUV sales total resulting in most of the German premium brand’s 256,255 worldwide sales, its best 12 months ever.

The new second-generation Macan went into production as a 2019 model in August 2018 before going on sale in base and S trims as that year closed. The base Macan makes 248 horsepower and the S puts out 100 more for a total of 348 horsepower, while Porsche just introduced the new 440-horsepower 2020 Macan Turbo (see: New 2020 Porsche Macan Turbo almost 10 percent more powerful) as the model’s 2020 base and S trims were carried over, the Turbo expected early in the new year. Those who follow all things Porsche would have also been expecting the Macan model featured here, so without further adieu say hello to the new 2021 Macan GTS.

Starting at $77,100 (plus freight and fees) and set to arrive this coming summer (2020), the new GTS starts $4,000 higher than the one we tested in 2017, and continues to slot between mid-range S trim and the top-line Turbo (check out our 2019 and 2020 Porsche Macan Canada Prices pages right here on CarCostCanada, for up-to-date trim, package and option prices, plus manufacturing rebate info, factory financing deals, and especially important dealer invoice pricing that could save you thousands). Despite being down 65 horsepower from the turbo and dragging 0.4 seconds behind in the sprint to 100 km/h, the GTS is designed to feel sportier than the pricier alternative by lowering its suspension by 15 millimetres to improve handling and tuning its standard Porsche Active Suspension Management (PASM) damping control system especially for optimal performance. Buyers willing to opt for the available adaptive air suspension can lower the GTS 10 millimetres more, enhancing high-speed control even more.

Spicing up the look are standard red brake calipers biting into 360 x 36 mm front and 330 x 22 mm rear cast iron discs, while an optional tungsten carbide coated Porsche Surface Coated Brake (PSCB) upgrade can boost braking performance even more, as can its best-possible Porsche Ceramic Composite Brake (PCCB) option.

Under the Macan GTS hood is a 2.9-litre twin-turbo V6 that makes a formidable 375 horsepower (15 horsepower more than the outgoing model) and 383 lb-ft of torque. A seven-speed automated dual-clutch PDK transmission with paddle shifters sends that torque down to all for wheels resulting in a zero to 100 km/h sprint time of just 4.9 seconds, or 4.7 seconds with the optional Sport Chrono package, making the new GTS 0.3 seconds quicker off the line than the old model, plus its terminal velocity is 5 km/h faster at 261-km/h. No doubt the standard sport exhaust system make the GTS sound as sensational as the driving experience.

If you’re interested in all the styling changes made to the second-generation 2019 Macan, these were detailed out in this “Porsche refreshes its best-selling Macan for 2019” story last year, but suffice to say all the body panels were reformed and exterior lighting elements made from LEDs, its light bar-infused three-dimensional taillights making the most dramatic visual impact to the overall design.

New GTS trim darkens the headlight and tail lamp lenses for a more menacing look, while adding the exterior Sport Design package that includes a reworked front fascia with new grille inserts, and a completely redesigned lower front section, while other changes include extended body-colour side sills under deep matte-grey door trim mouldings boasting the “GTS” trim designation. Around back, Porsche douses the lower bumper in more body-coloured paint, while high-gloss black trim accents get added there as well as elsewhere around the SUV. Finally, the new Macan GTS rolls on a satin-gloss black set of 20-inch RS Spyder Design alloy wheels.

Unique to the GTS is a red-painted tachometer within the gauge cluster, while other interior updates include special eight-way adjustable sport seats upholstered with leather bolsters and suede-like Alcantara inserts, the headrests embroidered with GTS emblems. Porsche wraps the roof pillars, roofliner, door panel inserts, armrests and instrument panel in Alcantara too, while brushed aluminum brightens up the cabin elsewhere. Additionally, Carmine Red or Chalk grey/beige contrast stitching can be added to the dash, door panels and seats, making for more visual appeal.

The new 2021 Macan GTS can be configured on Porsche Canada’s retail website, while it can also be order from your neighbourhood Porsche store, while deliveries are expected to arrive this coming summer (2020).

Until we can get our hands on one for a test drive, or even watch one drive by, check out the video below to see the 2021 Macan GTS in action:

The new Macan GTS. More of what you love. (1:34):

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Toyota 86 GT Road Test

Have you ever had one of those moments when everything you thought was true turned on its head? Researching this review wasn’t one of those moments, but I was nevertheless shocked to find out that Subaru’s BRZ had outsold Toyota’s 86 by almost 10 percent in 2018, and as of last November’s close was ahead by a staggering 150 percent.

If you weren’t already aware, Toyota’s 86 and the previous Scion FR-S always found many more buyers than Subaru’s version of this compact sport coupe. No matter whether being sold under the less known Scion brand or while wearing Toyota’s famed double-oval logo, it’s success just came down to the sheer number of bodies flowing in and out of Canada’s second-best-selling automaker’s dealerships, whereas Subaru is 13th on Canadian sales charts and therefore could never have as many potential buyers enter its establishments. Still, the comparatively tiny all-wheel drive specialty brand is literally beating Toyota at its own two-wheel drive game.

This could be due to the BRZ being a medium-sized fish in a little pond, compared to the 86 that’s more of a minnow trying to get noticed in an ocean of much more popular Toyota product. Certainly the BRZ is no big seller for Subaru either, but consider for a moment that the 86 represents just 0.1 percent of the 200,041 Toyotas sold in Canada over the past 11 months, compared to the BRZ that was a much more significant 1.2 percent of the 52,853 Subarus sold during the same period, and it’s easy to see why it might garner a bit more importance in a Subaru retailer’s lineup.

As it is, the 86 has seen its sales decline at a rapid rate over the past couple of years. Since it first arrived on the Canadian scene in 2012, resulting in 1,470 deliveries within its initial seven months, its popularity has plunged from 1,825 units in 2013, to 1,559 in 2014, 1,329 in 2015, 988 in 2016, 919 in 2017, and finally 550 in 2018, while year-to-date it’s only sold a scant 250 units. This represents a 53.3-percent drop over the same 11 months last year, while the BRZ’s 625 deliveries over the same duration shows an 8.1-percent increase.

Of course, the BRZ isn’t the 86’ only competitor, just its most obvious being they’re identical cars below very similar skins. Mazda’s MX-5, which sold 767 units so far this year, resulting in 26.99 percent year-over-year growth, joins the BRZ by showing there’s some renewed interest in the entry-level sports car segment as long as the updates focus on the needs and desires of its uniquely passionate customer base.

The fact is, the 86 hasn’t been updated since its 2017 model year refresh and concurrent Scion FR-S transformation, other than some special editions, and as to the importance of updating aging models, its sales numbers speak for themselves. So what’s going to happen to this beloved sports car in the near future? That’s anyone’s guess, and we shouldn’t rely wholly on the words of a U.S.-market Toyota spokesperson who told us last year that the 86 was here to stay for the foreseeable future.

If you think the sad state of 86 sales is merely a problem for Toyota Canada, consider that the 3,122 units delivered in the U.S. market over the past 11 months also represents about 0.1 percent of Toyota’s total 1,913,159 unit output up until November’s end, so the car merely exists to improve Toyota’s performance branding, and I think the new 2020 Supra will do a much better job of that this year.

Nevertheless, Toyota hasn’t completely forgotten its most affordable sports car, the 2020 86 soon to arrive with a 0.9-inch larger 7.0-inch infotainment touchscreen featuring a revised interface capable of Apple CarPlay and Android Auto smartphone integration plus more, but before I get into that, let’s talk about this 2019 model and the changes made three years ago.

Toyota updated the 86’ frontal design for the 2017 model year, with new standard LED headlights, revised front fender vents positioned lower on the side panel with a new “86” insignia, and a fresh set of taillights featuring brighter LED technology. The interior, which has always been quite nice for this class, was made more easily accessible via available proximity keyless entry, while the ignition could be started and stopped with a button. Additional upgrades included optional two-zone automatic climate control, leather and Alcantara upholstery, with the suede-like material also topping the primary instrument hood and passenger-side dash insert.

The 2019 86 continues forward with a Toyota-branded 6.1-inch centre touchscreen featuring attractive blue on black patterned graphics, all the normal radio functions, USB integration, plus Bluetooth phone and audio connectivity, although fans that hoped to find the backup camera’s image on the main display were disappointed (including yours truly) to find it still projected from within the rearview mirror. This makes the mirror less useful, and being that the camera’s display is so small, it becomes a double negative when trying to reverse on a rainy night. Of course, Toyota will remedy this problem when the new larger 2020 infotainment system arrives, correct? No, unfortunately that touchscreen is bigger and functionality more complete, but it won’t be used for reversing purposes.

I’m forced to point back to the North American sales figures noted earlier, but I can’t say for sure whether or not they’d increase significantly if Toyota made the 86 more practical. I’d guess that it would be nigh impossible to cover the increased costs of integrating a rearview camera within the centre display for the 6,200 year-to-date 86 and BRZ models sold into our two countries (the only two global markets that mandate backup cameras), so we’re left with this half-measure to satisfy the requirements of legislators. All I can say is, 15 minutes of fast-paced shenanigans down a circuitous mountainside pass and you won’t care one whit about backing up.

Did you notice I said “down” a mountainside pass? That’s due to the 86’ Subaru-sourced 2.0-litre “boxer” four-cylinder engine, which once again makes just 205 horsepower and 156 lb-ft of torque for 2019. Don’t get me wrong as I personally find this wholly adequate, particularly when tooling around town or flinging this little sensation down a winding road, as it weighs in at just 1,252 kg (2,760 lbs) and therefore doesn’t need a whole lot of power. Still, its ardent fan-base has been calling out for more engine output for years, and those steadily falling sales numbers might mean that those prospective buyers are right. Toyota pumped up horsepower and torque by 2.5 and 3.3 percent respectively for 2017, but that obviously didn’t get anyone excited, so the automaker may want to lean on Subaru to give up its new 268 horsepower 2.0-litre turbocharged WRX engine, or better yet the 310-hp 2.5-litre WRX STI mill.

Actual 86 output was increased by five horsepower and five lb-ft of torque for 2017, which while slightly improved only represented a respective 2.5 and 3.3 percent more beef added to a very lean, near vegan diet, so therefore it didn’t answer the continual online petition from the model’s faithful for much more performance.

Notably, only six-speed manual equipped 86s get the power upgrade, which also joined a revised rear differential tuned for quicker standing starts. Also available is a six-speed automatic with paddles shifters, complete with rev-matched downshifting that works very well as experienced in my 2017 86 tester, but as just mentioned it only gets the old 200 horsepower engine with 151 lb-ft of torque. On the positive both cars were upgraded with hill start assist in 2017, which certainly helps when taking off in hilly areas.

I enjoyed the automatic a lot more than I first expected to, particularly when driving around the city, but being that the 86 is a serious rear-wheel drive sports car designed for enthusiasts, unlike the ever-shrinking class of compact car-based front-wheel drive sporty coupes available, I’d only personally consider the manual.

After all, modulating the clutch while letting the engine revs climb up to 7,000 rpm for max power is the optimal way to eke the most performance from the engine’s available power, no matter if you’re pulling away from a stoplight or quickly exiting a curve, while that last point in mind the 86 remains one of the best ways to quickly snake through a serpentine canyon road or equally curvaceous ribbon of tarmac anywhere else.

MacPherson gas struts are positioned under the hood up front while double wishbones take care of the fully independent rear suspension, while it’s possible to move up from my tester’s most luxurious GT trim to a manual-only TRD Special Edition (or SE) model hiding SACHS performance dampers behind its upgraded Brembo brakes and one-inch larger 18-inch alloys wrapped in 215/40R18 Michelin Pilot Sport 4 performance rubber. My tester would’ve normally worn 215/45R17 summers, but Toyota smartly swapped those tire out for a set of Bridgestone Blizzak winters that actually made it more fun to slide sideways mid-turn.

Speaking of trims, the 2019 86 can be had as a base, GT or just-mentioned SE, with some thus-far not mentioned entry-level base highlights including a limited slip differential, auto on/off LED headlights, heatable power-remote outside mirrors, remote entry, a tilt and telescoping leather-clad multifunction three-spoke sport steering wheel, a leather-wrapped shift knob and handbrake lever, aluminum sport pedals, a trip computer/multi-info display, cruise control, variable intermittent windshield wipers, one-zone automatic HVAC, an eight-speaker AM/FM audio system with auxiliary and USB ports plus an Automatic Sound Levelizer (ASL), Bluetooth phone and streaming audio, a six-way manual driver’s seat, power windows with auto up/down, dual vanity mirrors, all the expected active and passive safety features and more for only $29,990 (plus freight and fees).

The auto transmission costs $1,200 extra, which is the same whether opting for a base 86 or my $33,260 as-tested GT tester. GT trim wasn’t on the menu when I reviewed the 2017 86, by the way, but most of its features were part of a Special Edition that now shares its more performance-oriented upgrades with the top-line SE trim noted a moment ago. Before I delve into that TRD special, I should point out that GT trim adds the proximity keyless entry and pushbutton ignition system I noted earlier, plus the dual-zone auto climate control and more luxurious leather and microsuede upholstery I spoke about, while its front seats add heaters as part of this package, with additional GT upgrades including LED fog lights, a rear spoiler, a 4.2-inch TFT multi-information display showing performance data, and theft deterrence.

Finally, the $38,220 SE trim, or more specifically the TRD (Toyota Racing Development) Special Edition adds black side mirror housings, a cool TRD aero kit, a TRD performance dual exhaust upgrade, unique cloth sport seats with sporty red accents, red seatbelts, and red stitching throughout the cabin, plus the wheel/tire and suspension mods noted before.

Trims, packages and pricing in mind, 2019 86 buyer are able to access up to $2,000 in additional incentives right now. Just go to our 2019 Toyota 86 Canada Prices page right here at CarCostCanada to learn more, but then again if you really want the upgraded infotainment system (CarPlay and Android integration can be helpful) then check out the 2020 Toyota 86 Canada Prices page, which will show you how to benefit from factory leasing and financing rates from 3.49 percent. Both pages provide complete pricing information as well as info about manufacturer rebates and dealer invoice pricing that could save you thousands.

Toyota replaces the TRD Special Edition with a new Hakone Edition for 2020, which features special Hakone Green paint and rolls on unique 17-inch bronze-coloured alloy wheels; the name reportedly paying tribute to “one of the greatest driving roads in the world,” or so says Toyota.

One thing that shouldn’t change from 2019 to 2020 is fuel economy, the 86 rated at 9.9 L/100km city, 7.3 highway and 8.7 combined when fitted with its manual, or 11.3, 8.3 9.9 respectively with its autobox. While not best in the sports car class, it’s still pretty decent for anything that drives as well as it does.

This said most buying into this class won’t give a rat’s derriere about fuel-efficiency, but when compared to some rivals that only offer two front seats the 86’ rear bench might come in handy, and importantly its single-piece rear seatback folds flat in order to extend the reasonably sized 196-litre (6.9 cubic-foot) trunk, which I’ve actually seen filled up with four racing slicks on wheels (a beautiful sight).

A new 86 would certainly make one wonderfully reliable weekend racer, not to mention a great way to get to work and back. All for less than $30k? Yes, it should sell a lot better than it does.

Story and photo credits: Trevor Hofmann

CarCostCanada

Electric? Yes, Please! Top Consumer-Rated 2020 Electric Vehicles That Are Changing the Game.

2020 is almost here and with it comes a new and exciting range of environmentally-friendly electric vehicles from the biggest brands on the market. If you are looking for the cost of a BMW electric car in Canada, for example, you’ve come to the right place!

Let’s have a look at some of the premier models that will be available next year. If you’re considering purchasing one of these vehicles, don’t forget to generate your dealer invoice report.

2020 Subaru Crosstrek

The new 2020 Crosstrek has been designed to truly change the crossover game. It delivers all the benefits of a genuine crossover, combined with the unique features that Subaru is known for. The Crosstrek offers generous clearance, plenty of cargo space and authentic go-anywhere versatility for any terrain.

When traversing city terrain, Crosstrek drivers will experience the advantages of a sporty hatchback: crisp response times, superior handling and excellent fuel efficiency. In addition, it includes features that no other compact crossover can claim: a potent signature Subaru engine, the legendary Subaru Symmetrical Full-Time AWD system and a long-travel suspension system.

2020 Volvo XC90 Hybrid

The new XC90 balances power and sustainability in one unique package. Featuring zero-emissions electric engines and capability to fit up to 7 passengers, the XC90 is a refined and powerful SUV. Interacting with the vehicle is intuitive thanks to a large suite of driver-friendly technologies. It features a digital driver display behind the steering wheel that puts important information directly in front of you and automatically adjusts the brightness to match the surrounding light conditions.

A heads-up display also projects information onto the windshield, removing the need to take your eyes off the road, and the built-in voice control function responds to natural speech, not just set prompts. The XC90 also features a fully integrated, navigation system that makes getting to your destination as easily as possible. You can even send your destination to the vehicle through a browser or the Volvo On Call app.

2020 Kia Optima Plug-In Hybrid

This new edition of the Optima is the definition of efficiency! It uses a combination of an electric motor and gas engine to provide extra power when necessary such as when accelerating or climbing hills. The vehicle can also enter a fully electric mode when driving at low speeds in order to increase fuel economy and minimize vehicle noise. As if these weren’t enough, this new Kia also saves energy through a regenerative braking system-it harnesses the energy that’s generated during deceleration to help recharge the battery. Now that’s real efficiency!

If you’re looking into purchasing one of these vehicles, get yourself a dealer invoice report before you buy. Your report will reveal MSRP, leasing and financing options and recommended dealerships for a make and model of your choice. The negotiations and leasing process will be so much easier for you in the future.

Start your invoice today and save money on your purchase!