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2019 Honda CR-V Touring Road Test

Honda’s CR-V is one of the top-selling sport utilities in Canada, and should do even better next year now that a sportier looking 2020 model is starting to arrive. The mid-cycle update revises its grille and front fascia, the latter including larger lower intakes plus new multiple-lens LED fog lamps in upper trims, which might not be a big deal to those not loyal to the popular model, but will no doubt cause fans to ante up if financing rates stay low.

There’s a good reason for the diehard loyalty. Truly, few compact crossovers are as wholly good as the CR-V, especially the 2019 Touring example provided to me for a recent weeklong test. I couldn’t begin to count the number of people I’ve recommended the CR-V to. Its build quality is better than average, refinement right at the top, comfort-oriented performance excellent, and practicality top-notch.

I’d say comfort and overall roominess are the CR-V’s strongest attributes. To this end the driver’s seat and steering column offers better adjustability than most in this class, fitting my longer-legged, shorter-torso body almost perfectly, which is not always the case in this class. Its tilt and telescoping steering column extends farther rearward than most others, while my tester’s 12-way power-adjustable driver’s seat provided ample movement for optimal comfort and control. Even better, its four-way powered lumbar support fit the small of my back perfectly, and should do the same for most any body type, with some premium models not even offering such an impressive level of driver’s seat control.

That 12-way powered driver’s seat is standard with EX, EX-L and Touring trims, incidentally, these being the upper half of a 2019 CR-V lineup that also includes LX-2WD and LX trims at the lower end. The lack of “2WD” in the other trims’ names isn’t a typo, by the way, but rather designates standard AWD in the rest of the lineup. Pricing for the base model starts at $27,690 plus freight and fees, while the same trim with AWD can be had for $30,490, the EX for $33,990, the EX-L for $36,290, and my Touring tester for $39,090.

Notably, the refreshed 2020 CR-V mentioned earlier starts $1,000 higher in base trim thanks to standard Honda Sensing, which means the base FWD model not only includes forward collision warning like it did last year, but also gets autonomous collision mitigation braking, lane departure warning with lane keeping assist and road departure mitigation, auto high beams, plus adaptive cruise control with low-speed follow.

The 2020 CR-V will also replace this year’s EX with new Sport trim that’s also priced $1,000 higher, while Honda increases the EX-L’s retail price by $1,500 plus adds $2,000 to this Touring trim next year. Last but not least, Honda pushes the new CR-V slightly upmarket with a $42,590 Black Edition that darkens much of the exterior trim and adds a set of black-painted alloy wheels. This model only comes painted in Crystal Black Pearl or $300 optional Platinum White Pearl, both of which look quite attractive.

Being that Honda should have no problem selling all the 2019 CR-Vs currently in stock (and yes, there were still some available at the time of writing), the company isn’t dumping piles of cash on the hood to get rid of them (that would be the Pilot that you can get up to $4,000 in additional incentives right now, whether buying a 2019 or even a 2020). As it is, the additional incentives go up to $1,000 with both the 2019 and 2020 CR-V right now, as per the 2019 Honda CR-V Canada Prices page and 2020 Honda CR-V Canada Prices page right here at CarCostCanada, where you can also learn details about trim, package and individual option pricing, manufacturer rebate info, and dealer invoice pricing that will likely save you even more. CarCostCanada members are currently saving an average of $1,869 on 2019 and 2020 CR-Vs, so keep this in mind before heading off to your local CR-V dealer.

I can’t yet speak for the new 2020 CR-V, but my 2019 Touring model continues to be one of the most refined compact SUVs available from a mainstream volume producer. Its front door uppers and dash top were covered in nice premium-level pliable composites, but the former surfaces go a step further thanks to a particularly upscale feeling stitched leather-like material. The same is found on the instrument panel’s facing, made even nicer with a strip of gloss-black inlay running horizontally down the middle. At least as attractive, my Touring model’s faux hardwood trim features a stylish matte finish that looks quite realistic and feels denser than most others in the class that attempt hardwood, except Mazda’s CX-5 Signature that uses real Abachi wood veneers.

If I had to point to a competitive product that did a better job of mimicking premium than the CR-V Touring, it would be that CX-5 Signature. The genuine hardwood suits up with fabric-clad A-pillars as well as pliable composite door uppers in back, whereas its rear seats flip down in the optimal 40/20/40 split-folding setup. Like the CR-V, those rear seatbacks lower automatically via cargo sidewall levers, but I like Mazda’s efficient two-in-one release levers best. The CR-V is also hampered by its less than ideal 60/40-split rear seatbacks that aren’t anywhere near as accommodating for active lifestyle folks needing to carry longer items like skis down the middle. This allows rear passengers to benefit from the comfier outboard seats next to the window, and when seat warmers are added in back it make for less grumbling from the kids when both can enjoy a toasty hot seat after a cold day on the slopes.

The CR-V does include a handy adjustable cargo floor that moves up and down about three inches to either allow for taller stuff when lowered, or a rear floor section that meets up with the rear seatbacks when laid flat. When doing so the CR-V’s cargo volume expands from 1,110 litres behind the rear seatbacks to 2,146 litres, compared to just 875 and 1,687 litres respectively for the CX-5. By the way, this segment’s best-selling Toyota RAV4 is fairly large for the class too, but doesn’t quite measure up to the CR-V.

As far as space goes elsewhere in the CR-V, front and rear passengers have a lot to go around. I’ve covered the driver’s setup already, so suffice to say the front passenger, which gets four-way power adjustment in upper trims and four-way manual in lower trims (the LX driver’s seat is six-way manual), should be amply comfortable and have more than enough room to move around in.

As for rear passengers, I sat directly behind the driver’s seat when it was set up for my body type (my hips are about as high as the average six-footer despite being five-foot-eight, so seat placement is approximately the same), which resulted in approximately 10 inches of space ahead of my knees, plus enough room to almost totally stretch out my legs with both feet under the front seat. Additionally, I had ample headroom and good movement from side-to-side, even when flipping the wide centre armrest down, while I also found the outboard positions provided comfortable lower lumbar support. The switches for my tester’s heated rear outboard seats were smartly positioned on the door panels ahead of the armrests, right behind those for the power windows.

What’s more, a couple of charged USB-A ports are fitted to the rear panel of the front console, while dual cupholders are included within the aforementioned centre armrest, and bottle holders can be found in the lower rear door panels. If Honda had added soft, pliable rear door uppers along with 40/20/40-split rear seatbacks, or at least a centre pass-through, it would rival the CX-5 for best-in-class luxury and refinement.

Back in the driver’s seat, the CR-V Touring model’s steering wheel includes a comfortably shaped, leather-clad rim that can be warmed by pressing a button on the left spoke, while the switchgear on both spokes is better than average in quality and functionality.

The CR-V’s digital gauge package remains very good for this class, although appearing like a large multi-information display surrounded by analogue temperature and fuel readouts means that it’s not as impressive as the Volkswagen Tiguan’s optional fully digital instrument cluster. Still it functions well and is easy to read, but won’t let you double navigation mapping and route guidance info directly in front of the driver, or most other infotainment features.

The 7.0-inch high-resolution touchscreen on top of the centre stack looks a lot larger than it actually is when the CR-V is turned off, this because of how seamlessly Honda integrated it within its gloss-black surrounding surface. Other than a power/volume knob on the bottom left corner, the interface is purely touch-sensitive, and like a personal tablet or smartphone can be controlled via tap, swipe and pinch finger gestures.

As noted in passing earlier, this top-line model included a navigation system, which had very accurate route guidance. The maps are attractive and well laid out, as are the system’s other graphics, which nice, bright colours and deep contrast, while it was easy to use, responded quickly to input, and even included a decent audio system, complete with satellite radio, USB inputs, Bluetooth streaming, and more. Smartphones can be connected via Android Auto or Apple CarPlay integration, and the rearview camera utilized active guidelines, these strangely not included with the CX-5 I lauded earlier in this review.

Getting an overhead sunglasses holder is nothing new, yet still much appreciated (as long as I remember to remove my sunglasses before returning a press car… I’ve lost at least half a dozen great pairs of sunglasses that way), but Honda goes a step further by including a built-in rear passenger conversation mirror, something not normally seen outside of minivan and mid-size crossover SUV interiors.

By this I’m not trying to align the CR-V with a minivan (although I’m not sure if the little utility could out-handle an Odyssey through the slalom), but it was clearly designed for comfort over out-and-out performance. It gets one, single engine, a turbocharged 1.5-litre four-cylinder with 190 horsepower and 179 lb-ft of torque. It’s plenty powerful for this segment, moving the CR-V off the line quickly enough, quite capable of passing slower moving traffic safely under most conditions, and ideal for high-speed cruising down life’s highways, but it doesn’t offer as much output as the RAV4, which comes standard with 203 horsepower and 184 lb-ft of torque, and is much less formidable than the top-tier Ford Escape’s 245 horsepower and 275 lb-ft of torque (although the entry-level Escape can only put out a maximum of 168 horsepower and 170 lb-ft of torque).

The CR-V’s CVT (continuously variable transmission) offers similar middle-of-road appeal, as it’s a wonderfully smooth operator that only sips away at fuel, but it’s wholly un-sporty. By comparison the RAV4’s eight-speed automatic delivers a more classic automatic feel while achieving more or less the same fuel economy benefits, but just like the CR-V it doesn’t come with a set of steering wheel-mounted paddles to make the most of its sporting potential, whereas top-line trims of Mazda’s CX-5 do include paddle shifters and provide much sportier experiences overall, but Mazda’s six-speed automatic certainly isn’t earning any points for fuel economy or much pop to help the marketing department (a six-speed automatic sounds so passé these days). By comparison, top-tier versions of Ford’s new 2020 Escape should achieve the best performance of all for combining steering wheel paddles with a new eight-speed automatic, plus even stronger power than just mentioned.

Of the four compact crossover SUVs mentioned in this review so far, the CR-V is most efficient in all-important urban tests, plus it’s best when powered by all wheels. Transport Canada gives it an estimated fuel economy rating of 8.4 L/100km in the city, 7.0 on the highway and 7.8 combined when outfitted with FWD, or 8.7 city, 7.2 highway and 8.0 combined with AWD. The RAV4 with FWD slightly improves on the FWD CR-V’s highway number, but not so in the city where most of us drive more often, with a claimed rating of 8.8 city, 6.7 highway and 7.8 combined, while the same crossover with AWD gets a 9.2, 7.1 and 8.3 rating respectively. It wouldn’t be fair for me to omit the RAV4 Hybrid’s fuel economy numbers at this junction, which are easily best in the segment at 5.8 L/100km in the city, 6.3 on the highway and 6.0 combined, this even improving on the CX-5’s 8.9 city, 7.9 highway and 8.4 combined rating for its most efficient diesel powertrain.

The CX-5’s other fuel economy numbers range from 8.5 to 8.8 combined with FWD or 9.0 to 9.8 with AWD, whereas the Escape is thirstiest amongst this group of best-sellers with combined city/highway ratings of 9.1 with FWD, 9.9 for the AWD version, and 10.2 L/100km for the more potent model.

While we can blame the CR-V’s CVT autobox for its lacklustre performance characteristics, it clearly helps with fuel-efficiency, but CVTs are also often criticized for allowing the engine to rev higher than it normally would with a conventional automatic when pushing hard. To this end the CR-V can be noisy when engine revs climb due to an annoying droning effect during more aggressive acceleration or when passing on the highway, although you shouldn’t experience any aural discomfort when accelerating smoothly and maintaining moderate highway speeds.

This said, despite the RAV4 using a conventional automatic, its cabin is much louder than the CR-V’s overall. In fact, I can’t remember experiencing a louder vehicle in this class or any other, but before Honda lets its pride swell they should stuff a little more sound-deadening insulation ahead of the CR-V’s front firewall, as there’s still too much engine noise seeping into its cabin.

Being comfortable is what matters in this segment after all, and fulfilling this requirement is some of the best ride quality in the class. The CR-V handles fairly well too, unless pushed too hard through fast corners, but when kept to reasonable speeds its fully independent front MacPherson strut and rear multi-link suspension manages very well, not even getting unsettled in back when rolling over deep ruts or big bumps. I found it especially good at negotiating city traffic, but was equally happy with its overall comfort while cruising down the freeway, but head into a curve too quickly and its entire body will lean uncomfortably, so be forewarned.

On that note, performance hounds that still need a modicum of practicality will probably want to take a look at Mazda’s CX-5, which puts out considerably better at high speeds yet still delivers a good ride, in spite of my 2019 tester rolling on 19-inch wheels compared to the CR-V Touring trim’s 18-inch rims. Nevertheless, as much as this type of performance banter might matter to automotive pundits and many of those who read them, all that matters to Honda is the number of CR-V loyalists that come back to purchase another one every three to four years, meaning that the CX-5 might win on the track, but the CR-V wins where it counts most, on the sales charts.

When it’s all said and done, this 2019 CR-V Touring was just as a comfortable and wholly practical as the 2018 CR-V Touring I drove last year (the review of which does a much better job of covering all standard and optional features, which haven’t changed). It’s a family conveyance that I’ll continue to recommend to those who prefer comfort above performance, plus I haven’t heard too many complaints about reliability either, so it’s always nice to listen to crickets instead of comments like, “You told me I should buy this car!”

I’m willing to guess that if the CR-V weren’t so dependable it wouldn’t hold its resale value better than any competitor, which it does by the way. It earned the top position amongst car-based compact crossovers in the Canadian Black Book’s 2019 Best Retained Value Awards, took the top spot in its “Compact Utility” segment in ALG’s 2019 Residual Value Awards, plus ruled over its “Compact SUV/Crossover” category in Vincentric’s 2019 Best Value in Canada Awards, which is more of an overall value study, but nevertheless worthy of mention.

In the end, you could do a lot worse than choose one of the most awarded, highest recommended vehicles in its class, which is why Honda’s CR-V remains a leader in its highly contested compact SUV segment.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Volvo XC90 T6 AWD Inscription Road Test

Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.

This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.

Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.

Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.

The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.

Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.

While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.

The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.

If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.

As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.

As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.

As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.

Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.

Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.

Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.

Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.

I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.

The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.

Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).

In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.

That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.

Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2020 Buick Vehicles That Should Be on Your Radar!

The new year is almost here and with it comes a host of great new vehicles available for consumer purchase! Among them are a variety of excellent Buick models that feature the newest technologies available at the best prices.

If you’re looking at Buick car cost in Canada, we can help. Our site features the latest Buick models for sale next year, complete with dealer invoice price reports on all models. These reports will reveal MSRP, leasing and financing options as well as 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.

Let’s take a look at some upcoming models.

2020 Buick Enclave

The new Buick SUV prides itself on being tomorrow’s SUV for today’s family. This large, three-row SUV is quiet, comfortable, and responsive. Featuring an incredibly spacious interior that can accommodate up to 7 people with soft-touch materials, this mid-size luxury SUV is perfect for larger families. Of course, it features the signature smooth Buick ride that the company’s vehicles are known for. With lots of technology features, a refined powertrain, and a gentle ride, there’s a lot to like about this Buick. The Enclave is an appealing choice, especially if you’re looking for more affordable SUV than luxury alternatives on the market such as the Audi Q7.

2020 Regal Sportback

The 2020 Regal Sportback continues Buick’s tradition of making high-end vehicles that feature tons of cargo space, comfortable accommodations and refined driving capabilities. Driving the Regal is quick and responsive due to its 250 horsepower turbocharged four-cylinder engine. This new version aspires to be both fashionable and functional by combining sleek and stylish bodywork with a useful hatchback. The Regal also sports a whole suite of driver-centric technology, most notably featuring a built-in wifi hotspot. If you’re looking for a classy or sporty vehicle, this one’s for you.

2020 Buick Envision

The new 2020 version of the Buick Envision is crafted specifically to appeal to your sense of style by combining an elegant and athletic exterior with the latest interior technologies. It features a variety of amenities such as a leather-wrapped, heated steering wheel, 60/40 split fold-flat rear seats and signature Buick QuietTuning technology with Active Noise Cancellation.

When it comes to driving, the Envision is packed with an advanced suite of safety assistance technologies to help identify and alert you to potential hazards. Driving the Envision is easy and incredibly responsive thanks to the built-in combination of a 2-litre Turbo engine and All-Wheel-Drive technology. As a bonus, it also comes equipped with a hands-free powergate lift so you don’t have to worry about opening your doors when you’ve got your hands full!

2020 Buick Encore

The all-new 2020 version of Buick’s classic Enclave SUV is geared for go-getters! It features sleek and distinctive exterior styling, 50 cubic feet of cargo space to accommodate all your needs and a beautiful panoramic sunroof to help light up your interior! Whether you’re navigating city traffic or backing out of a parking spot, you can drive the Encore with confidence knowing your vehicle is outfitted with the latest in safety technologies, including automatic emergency braking, rear vision camera, collision alert and distance indicators. The Encore combines all your favourite features into one attractive and spacious product!

If you’re thinking of purchasing one of these vehicles, start your invoice report today and save money on your new Buick vehicle purchase!

CarCostCanada

2019 Lincoln MKC 2.3L EcoBoost AWD Reserve Road Test

This may be the first time you’ve seen the refreshed 2019 Lincoln MKC, a luxury version of the much better known Ford Escape that’s worn a totally different split-wing grille design up until this year’s mid-cycle upgrade. Normally an update like this has at least two years of life before it gets renewed, but we can soon say goodbye to the MKC now that the entirely new 2020 Corsair has been introduced.

Whether the short-lived 2019 MKC becomes collectable is anyone’s guess (I doubt it), but it’s nevertheless a rarity. The pre-refresh MKC lasted from 2015 through 2018, with this 2019 model getting a totally reworked frontal design, including its grille, headlights, and lower fascia, while Lincoln splashed a little chrome onto its rear hatch as well, but other than that it’s unchanged. Another oddity sees this grille transported over to the 2020 Corsair, virtually unchanged.

While I’m tempted to delve into all the differences between this 2019 MKC and the new 2020 Corsair, I won’t. Suffice to say this outgoing mode is based on the old 2019 Ford Escape and the Corsair rolls on the new 2020 Escape. The updated model features a renewed duo of turbocharged four-cylinder engines, once again displacing 2.0 and 2.3 litres apiece, the entry-level mill making 250 horsepower and the top-line version producing 280 horsepower, which is a respective five horsepower more and five less than this year’s MKC, with torque measuring exactly the same 275 lb-ft with the former engine and five lb-ft more at 310 lb-ft for the latter.

We should expect better fuel economy thanks to a new eight-speed automatic transmission that’s operated via new horizontally mounted “piano key” shift toggles that replace this MKC’s row of buttons on the centre stack. LEDs for the signature-enhanced headlights, turn signals and tail lamps remain standard, but the interior is now completely updated with a digital instrument cluster and new tablet-style centre touchscreen.

The new Corsair’s $44,700 base price is just $550 more than the 2019 MKC’s $44,150 entry price, while a 2018 MKC was available for only $43,950 when new. Interestingly, the MKC cost just $39,940 when it launched in 2015, which probably has just as much to do with the Canadian dollar’s steadily eroding purchasing value over the past four years as it does with Lincoln’s streamlined trim offerings, this done by dropping its former base Premier trim in 2017, which of course added more standard equipment.

Today’s MKC can be had in two trim levels including Select and Reserve, the top-line model starting at $48,800 (for detailed pricing on trims, packages and options, plus manufacturer rebate info and dealer invoice pricing that can save you up to $5,000 in additional incentives at the time of publishing, make sure to check the 2019 Lincoln MKC Canada Prices page right here on CarCostCanada). Choosing Reserve trim is the only way to get the just-mentioned 2.3-litre engine, which puts out a grand total of 285 horsepower and 305 lb-ft of torque, while adding $2,150 to the MKC’s price tag. Both MKC models are two forward speeds short of the new 2020 Corsair’s eight-speed autobox, leaving this 2019 SUV with Ford/Lincoln’s well-proven six-speed SelectShift automatic featuring manual mode and paddle shifters.

The upgraded engine also comes standard with idle start-stop that automatically turns off the engine when it would otherwise be idling, and then immediately turns it on when removing foot from the brake pedal, whereas this eco feature is an option with the 2.0-litre engine. The result at the refuelling station is hardly noticeable, however, the non-idle start/stop base engine claiming an estimated fuel economy rating of 12.3 L/100km city, 9.3 highway and 11.0 combined, with idle start-stop merely decreasing combined average fuel economy by 0.1 L/100km to 10.9.

My tester’s 2.3-litre engine gets a claimed 13.1 L/100km in the city, 9.5 on the highway and 11.5 combined, which isn’t superb for a compact luxury SUV, being that BMW’s X3 xDrive30i achieves an estimated 9.6 L/100km combined, Audi’s Q5 gets a claimed 9.9, and Mercedes’ GLC 300 4Matic is good to go at about 10.0 L/100km combined. The 2020 Corsair should improve overall fuel economy, but I can’t imagine it gets dramatically better results.

This said I don’t imagine many Canadians thinking about buying a compact luxury SUV consider the level of focus Lincoln puts on performance, but the MKC has always been a serious competitor in a straight line and fully capable through fast-paced corners, or for that matter on long stretches of open highway. The little Lincoln even boasts a standard adaptive suspension system controlled by Lincoln Drive Control with Normal, Sport and Comfort modes, while its electric power-assist steering is relatively precise and standard all-wheel drive good for all weather conditions.

Still, it’s best respected for its smooth ride and quiet cabin, luxury being highest on Lincoln’s hierarchy of importance. Therefore, laminated acoustic front door glass and active noise control are standard, and that adaptive suspension system mentioned a moment ago also improves comfort.

My tester’s ride was compliant even with its ultra-sporty 20-inch alloy rims, its luxurious nature a good fit with its elegant interior. It went from stylish White Platinum on the outside (a $700 upgrade) to Espresso brown on the inside (dark grey Ebony, creamy Cappuccino, and dark Rialto Green are available colourways as well), at least above the waist and for the perforated Bridge of Weir Deepsoft leather-upholstered seats. Contrasting light beige was used for the lower dash, centre console, and lower door panels, as well as the roofliner, pillars and carpets, making for a ritzy looking cabin. Even better, real hardwood inlays on the instrument panel and doors come standard, while just the right amounts of satin-finish aluminum trim are placed in key locations around the interior, plus some attractive aluminized and/or chrome adorned buttons, knobs and toggles, and the list goes on.

Lincoln did a good job of finishing off the dash and door uppers too, with soft padded leather-like surfaces that felt more genuine than mere leatherette. These weren’t the only surfaces trimmed out with pliable composites, mind you, but the others were more obviously synthetic, while those used for covering the lower dash had more of a rubberized feel. No doubt Lincoln chose the rubbery surface treatment for protecting it from footwear. Either way it’s a positive to find soft touch panels on a compact luxury SUV’s lower extremities at all. The padded composites edge each side of the centre console, protecting the inside knees of both driver and front passenger, plus it extends ahead of the front passenger including the glove box lid. Panels above the driver’s knees and on the lower door panels are made from soft-painted plastic, which is similar to most others in the compact luxury segment.

The lower console’s top section is ultra-simple due to the centre stack-mounted gear selector noted earlier, merely including dual cupholders and a lidded smartphone storage area featuring a rubberized pad as well as a 12-volt charging port and two USB-A chargers. Lincoln finished its insides with a soft felt-like treatment, but the cheaply made lid isn’t up to the luxury levels of quality. It opens and closes softly, which is nice, but that’s all I’ve got to say positively about it. Lincoln finishes the glove box and centre console bin with the same velvety lining, the latter including a removable tray plus an additional 12-volt charging port, but oddly there’s a hole at the very bottom of the bin that could easily swallow up small valuable forever, so my guess is that something is missing in this particular vehicle.

On the positive, Lincoln chose to trim out both front and midship roof pillars in cloth, this normally only done on the A-pillars in this class. I recently made special not of this shortcoming in a 2019 Acura RDX A-Spec review, which is an impressive compact luxury SUV in most respects, except its unusual gear selector, a weakness it shares with this MKC.

The Japanese and domestic luxury SUVs are hardly the same when it comes to swapping cogs, with Acura providing a complex combination of buttons and pull-tabs on the RDX’ lower console that took me plenty of test weeks to acclimatize myself to, and Lincoln incorporating its lineup of cars and SUVs with a similar thin strip of switches, albeit more straightforward and on the left side of the centre stack. Their placement forced me to lean forward more than I wanted in order to engage, however, and therefore wasn’t the MKC’s best ergonomic attribute. Obviously Lincoln heard complaints from customers as well as auto pundits, so I look forward to find out if their placement in the new Corsair is close enough for comfort.

Just the same, I appreciate how Lincoln chose to vertically bookend the MKC’s start/stop and sport mode buttons with its PRND selections, but I’d prefer staying firmly within the little Lincoln’s superb driver’s seat in order to actuate buttons within closer reach. Along with their inherently good design, and all the expected adjustments like powered fore/aft, up/down and recline, both driver and front passenger also receive four-way powered lumbar support as well as four-way manual head restraint adjustment, resulting in 12-way adjustability up front. They are three-way heatable in base trim too, and three-way ventilated when opting for this Reserve model, while all trims include driver-side seat memory.

Comfort in mind, the standard multifunctional steering wheel is ideally shaped for optimal easy of use and control, while its rim gets wrapped in soft Wollsdorf leather for a truly rich feel. I should mention the previously-noted Bridge of Weir Deepsoft leather upholstery comes standard in both MKC trims, which means there’s no cheesy corrected-grain, split-skin, synthetic polymer paint-coated hides when you choose a Lincoln (you’d best opt for the pricier BMW for that level of “luxury”). Like its high-grade leather, the MKC doesn’t skimp on other standard features either, with additional no-cost content that would normally be extra from rivals including a power tilt and telescoping steering column with memory, reverse parking sensors, an auto-dimming rearview mirror, and even an auto-dimming driver’s side mirror, while both exterior mirrors power-fold and include memory.

Now that I’ve started listing standard features I might as well continue, with the base Select model featuring 18-inch alloys and roof rails, plus the Lincoln Embrace system that lights up the headlamps, door handles, interior lights and more when approaching in the dark. Base trim also includes remote start, a SecuriCode keyless access keypad, proximity-sensing keyless entry, pushbutton start/stop, an electronic parking brake, illuminated entry, ambient lighting, LED map lights, a particulate-filtered dual-zone automatic climate control system, an overhead console with a convenient sunglasses holder, and a garage door opener.

A big, user-friendly 8.0-inch touchscreen tops off the centre stack (identically sized to the new Corsair’s 8.0-inch centre display, incidentally), featuring Lincoln’s well thought out SYNC 3 infotainment interface boasting Android Auto and Apple CarPlay smartphone integration, a backup camera with dynamic guidelines, separate digital panels for climate control, the audio system incorporating 10 speakers, a subwoofer, satellite radio, and Bluetooth streaming audio, plus phone functions and more. The touchscreen’s smaller and not as high in definition as some rivals’ widescreen, high-def infotainment systems, but it responds to inputs quickly, is really easy to figure out, and is graphically attractive.

Lincoln also includes standard Lincoln Connect featuring a 4G LTE modem, plus the Lincoln Way App that allows unlocking, locking, starting and finding your modem-equipped MKC via your smartphone. Also standard are dual USB charge ports, a quad of 12-volt chargers, a powered tailgate, a retractable cargo cover, an Easy Fuel capless fuel filler, all the usual active and passive safety features as well as a driver’s knee airbag, plus SOS post crash alert, the SecuriLock passive anti-theft system, a perimeter alarm, etcetera.

Those who choose the base Select model can upgrade it further with blindspot warning and cross-traffic alert, that being part of the $1,250 Select Plus package that also features voice-activated navigation, and as long as you’re going to go this far to upgrade your Lincoln you might as well add the $675 Climate package, being that it includes auto high beams, a heated steering wheel, rain-sensing wipers, a windshield wiper de-icer, and heatable rear seats. You can upgrade the base model further with a $2,200 panoramic Vista Roof, complete with a powered sunshade.

Everything mentioned so far came standard with my Reserve test model, although the 18-inch alloys normally found in its wheel cutouts get updated from painted silver to machine finishing with painted pockets. The Reserve also includes forced ventilation from its front seats, while its normally body-coloured door handles get chrome highlights, and the power tailgate incorporates hands-free capability that only requires someone carrying the key fob to wave their foot below the bumper.

Opting for the upper-crust Reserve also means additional features become available, such as a different $500 set of 19-inch painted five-spoke alloys or the $750 top-line 20-inch rims found on my tester, while it’s also important to note that only MKC’s with the more powerful 2.3-litre twin-scroll turbo engine can qualify for the biggest rims. Reserve buyers can also choose a $2,420 Technology Package adding forward parking sensors, dynamic cruise control, pre-collision warning with pedestrian detection, auto emergency braking, lane keeping assist, and semi-autonomous active parking assist.

Finally, Select and Reserve trims can both be upgraded with unique Sonata Spin aluminum trim on the doors and instrument panel, plus upgraded yet further with an excellent $1,100 THX II audio system that was added to my test model, while a $500 Class II towing package can haul up to 1,360 kg (3,000 lbs) of trailer via the 2.3-litre engine. With all noted items tallied up, which was very close to fully loaded, my tester reached beyond $55k, and yes this sounds like a big sum of money for a compact SUV until comparing it with a similarly equipped Audi Q5, BMW X3 or Mercedes-Benz GLC, all of which would add about $10k to the price of entry without including all of the features offered by Lincoln.

So how does the MKC measure up from a practical perspective? I believe it will be amply roomy for most Canadian families as long as their teens aren’t too tall, and likely spacious enough for the majority of empty nesters if their grandkids are likewise on the smaller side. The aforementioned powered tilt and telescopic steering column allowed for plenty of reach, so I was able to push the seat squab far enough toward the back in order to make room for my longish legs so my shorter than average torso didn’t make it difficult to stretch to the steering wheel. We’re not all created equal when it comes to height, of course, but this is true for personal proportions too, and this has caused me problems when trying to fit into some other cars and SUVs. Fortunately Lincoln has provided the necessary adjustability to take care of all types of bodies, which is a big positive for the MKC.

And now to follow up on that teens and grandkids comment I made a moment ago, the MKC’s rear passenger compartment is not the roomiest in the compact class. After positioning the driver’s seat for the long-legged, shorter torso frame just mentioned, which incidentally measures just five-foot-eight from head to heals, I sat directly behind to learn that only three and half to four inches of space could be found between my knees and the backside of the driver’s seat, plus I wasn’t able to stretch my legs out much either. I had the luxury of comparing my MKC tester to a Volvo XC40 during the same week, and found the Lincoln had less knee, foot and headroom, although about the same width from side to side. Volvo also offered a wider centre armrest, while the MKC’s wasn’t large enough to rest an elbow on comfortably because of dual cupholders down its middle.

At least the MKC’s rear doors were detailed out just as ideally as those in front, plus the backside of its front centre console housed buttons for two-way rear outboard seats, a three-prong household-style plug, and a duo of USB-A device chargers.

Also good, the MKC’s dedicated cargo area is large at 712 litres (25.2 cubic feet), plus when its 60/40 split-folding seatbacks are lowered there’s a sizeable 1,505-litre (53.1 cubic-foot) area to stow gear. It’s nicely finished too, with luxurious yet durable looking carpets on the removable floor, the seatbacks, and each sidewall, but there aren’t any levers for automatically dropping those seats down. Living with a bit more manual labour is no real problem, but life without a centre pass-through, or an even better 40/20/40-split rear bench could put would-be buyers off, particularly those that load longer cargo in regularly, such as skis. If you have two kids or plan on bringing friends to the ski hill, just remember that only one will enjoy the more comfortable rear window seat, which incidentally includes the bun warmer. I’m sure you can easily imagine the whining complaints right about now.

Yes, this 2019 Lincoln MKC doesn’t hit the bull’s-eye with every shot, but it delivers will in most respects. Its front styling is arguably improved, its cabin is finished impressively, it has no shortage of premium features, it provides plenty of options, and delivers strong overall value. If you can live with its thirstier than average fuel economy, rear legroom shortcoming, and cargo inflexibility, I can soundly recommend it.

Story and photo credits: Trevor Hofmann

CarCostCanada

Can You Break a Car Lease Without Penalties? It’s Simpler Than You Think!

“How can I break my car lease in Ontario? Without the penalties that is.” This is a question that we often get asked. Today, we’re going to reveal how you can do just that!

When you first sign a car lease, it can make you breathe a sigh of relief; you’ve made paying for that expensive new vehicle much easier! However, you didn’t think there would be any problems down the road but circumstances have changed, and now you need to get out of that car lease fast and without being on the hook for outrageous fees. In the vast majority of cases, it’s only worth it to break your lease if you have a serious and non-preventable reason for doing it.

In most cases, breaking the lease means you must pay all of the remaining lease payments plus a termination fee, putting a large dent in your wallet. Figuring out how to get out of a car lease early can be costly, but there are multiple options that you can choose from. You won’t be able to escape all the fees, but luckily, there are ways to get out of your lease and keep the costs at a minimum.

Let’s take a look at three ways you can break a car lease in Ontario with the least possible ramifications.

Use the Early Buyout Option

One way to get rid of your lease is to take the early buyout option that’s built into your lease and actually purchase the vehicle. The company will calculate the approximate value of your vehicle and how much you should pay for it based on how much you’ve already paid into the lease.

Once you’ve bought the car, you can try to sell it to a dealership or to someone else. Before you buy, it’s worth getting a dealer invoice report to help you with your purchase. With this method, you aren’t penalized in any way and if you can find a buyer, you can potentially make all your money back too!

Trade The Lease

Another option is to transfer your lease to someone else if your lease allows it. There are people out there who are looking for short-term vehicle solutions; shorter than what a dealership can offer them. By using a lease trading site, you can pass the lease to someone else and have them cover your costs for you. This option will cost the least and have zero financial implications, however it’s important to make sure you check the fine print of your lease to make sure you aren’t held accountable.

Offset Payments

Rather than directly terminating the lease, it’s better to communicate to the leasing company that you’re currently in a financial pickle and you need the payments waived for a short period of time. There are quite some companies that will acquiesce to this request, either by reducing lease payments or suspending them for a certain duration.

Of course, you will have to make good on the balance in the future, but this is a very viable option to sidestep penalties at present.

If You’ve Got Leasing on Your Mind, Get a Car Dealer Invoice Report Today!

Dealing with a vehicle loan can be a messy experience. Before you lease your vehicle, you should get yourself a dealer invoice report. 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.

Get Your Free Car Report

CarCostCanada

2019 Buick Encore Essence AWD Road Test

When you think of Buick, does the word “global” come to mind? While those outside of North America and China may not have ever heard of the Buick brand name, most of its models are sold under alternative badges in other jurisdictions, such as Opel in continental Europe, Vauxhall in the UK, plus Holden in Australia and New Zealand, while the cars and crossover SUVs sold here are often made somewhere else.

For instance, I recently reviewed a 2019 Regal GS (see the 2020 model here) that was designed by GM’s German and Australian divisions cooperatively, with input from its North American and Chinese arms, and then built in Rüsselsheim, Germany, plus Shanghai for the Chinese market, the latter assembly plant producing the LaCrosse full-size sedan (check out the newest LaCrosse here) as well, a car I last reviewed in 2017, although our variation on Buick’s flagship four-door is assembled at the General’s Detroit/Hamtramck plant.

A nameplate you may not be as aware of yet plays a more important role in Buick’s future is its compact Envision crossover SUV (check out the refreshed Envision here) that I reviewed the same year. While the Envision is related to both Chevy’s Equinox and GMC’s Terrain it was mostly designed and fully produced in China, plus is the first mass-produced vehicle to be fully assembled in China and sold to the U.S. and Canadian markets.

The only U.S.-built vehicle to receive a Buick badge after the LaCrosse departs later this year will be the mid-size three-row Enclave (see the redesigned 2020 Enclave here) crossover SUV, made in Lansing, Michigan. Even the soon-to-arrive mid-size five-occupant Envoy, reportedly based on the new Chevrolet Blazer, will probably be produced in GM’s Coahuila, Mexico plant, where the Blazer currently calls home, but quite likely the upcoming Enspire, an SUV planned to squeeze in between the Encore and Envision, will be produced at the GM Fairfax facility in Kansas, being that initial hopes to import it from China aren’t appearing as promising as they once did.

Finally, the Encore hails from GM’s South Korean division that was formed from the remnants of Daewoo Motors. It’s produced in Bupyeong-Gu, Incheon next to the Chevrolet Trax, which incidentally is mostly the same subcompact SUV below the surface.

We’ll see a totally redesigned Encore for 2020, although we’ll need to wait until spring to purchase it. Today’s version hasn’t changed much since its stylish refresh for the 2017 model year, while it’s still in its first-generation, meaning it hasn’t been changed (much) below the skin since it arrived in 2012. I’ve tested and reviewed this model right from the beginning, and always appreciated it for what it was and still is, a nice, comfortable, quiet, fuel-efficient, surprisingly refined, even more surprisingly enjoyable to drive, reasonably well-featured, spacious city car/crossover with good all-season capabilities when AWD is added.

For the above reasons I believe the Encore is one of the more intelligent buys in the entry-level subcompact sector, particularly for those of us who like being pampered. The 2019 Encore can be had for only $26,400 (plus freight and fees) before topping out at just north of $41k when all options and the majority of accessories get added, which is about where the majority of premium-badged players start off. To be fair, however, true luxury-branded subcompact SUV “rivals” such as BMW’s X1, Mercedes’ GLA, Audi’ Q3 and the list goes on are in a different league than Buick and this Encore when it comes to performance, interior finishings, available features, and all-important prestige.

Outside of China, where Buick has never really lost its premium sheen since the tailings of its dynastic era and once promising Republic rule, the three-crested badge doesn’t demand as much respect as Cadillac, which (unfortunately for GM) doesn’t impress to the degree of the previously noted German marques or even relative upstart Lexus. The Toyota-owned subsidiary only just ventured into this subcompact luxury SUV marketplace with its UX, a stylish little crossover that probably targets the type of comfort- and efficiency-first buyer the Encore attracts more closely, and therefore has quickly found significant traction on the sales charts to Audi’s dismay (the Q3 now sits in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if including the Encore).

Buick found 10,637 Encore customers in Canada through 2018, and continues to do quite well in the more mainstream volume-branded subcompact SUV segment too, achieving fifth place out of 17 challengers last year, with all but the Mini Countryman priced lower, the German-owned Brit asking $31,690 for its base SUV, although that model most often sells for more than $40k and can easily top $50k when adding features. That John Cooper Works Countryman is one of the better performing small SUVs at any price, mind you, while the Encore’s customers are much more interested in the attributes noted earlier, such as comfort, quietness, fuel efficiency, etcetera.

Achieving a high level of refinement is difficult in a small vehicle, and making matters worse the Encore is one of the smallest in its class. It’s actually smaller than the current Countryman as well as the older first-generation model (the current one has grown quite a bit), and it’s also smaller than the Nissan Qashqai, Toyota C-HR and Jeep Compass, not to mention all the premium-badged subcompact SUVs. This said the Encore is bigger than the Honda HR-V, Kia Soul, Ford EcoSport and a number of others, with some closer to its size being the Mitsubishi RVR, Nissan Kicks and Hyundai Kona, and finally a couple of SUVs nearly identically sized being Jeep’s Renegade and Mazda’s CX-3. Still, the Encore is tall enough that headroom will only be an issue for giants, while its cargo carrying capacity is also spacious.

Lower its 60/40-split rear row and the little Encore can carry up to 1,371 litres (48.4 cubic feet) of cargo, and this is made easier thanks to seatbacks that lay flatter than most competitors due to their folding process that requires each lower cushion to first be flipped up and forward ahead of manually lowering each headrest and folding each backrest down. It’s certainly more labour intensive than its competitors’ seat systems, but the end result is more usable space.

While all this is good, what would you do if you needed to stow something longer and more awkward than most subcompact models can accommodate, such as a cupboard, small wardrobe, a stack of 4x4s for building a fence, or simply a big, beautiful carpet that you just had to have? Simple, put your significant other (or child) directly behind you in the back seat and drop the front seatback down for full front to back storage. You can load 2.4 metres (8.0 ft) of what-have-you inside, which is impossible with most competitors. By the way, when all seats are upright there’s 532 litres (18.8 cubic feet) in the very back, which is approximately what you’d find in full-size sedan’s trunk, also impressive. As just made clear, the many passenger and cargo configurations capable in the Encore makes it more practical than most rivals, which is a key reason why it’s long been so popular.

Driving dynamics should be high up on its list of positive attributes too, but not for sportiness or anything so trivial. Of course, its MacPherson strut front and compound crank (torsion beam) rear suspension allows it to go quickly enough around corners, while it takes off fast enough from stoplights, plus feels plenty stable at highway speeds and beyond, but more importantly the Encore is really easy to drive. It starts with superb sightlines in every direction due to its tall ride height and ample side and rear glass. The Encore’s ride quality is very compliant too, expected from Buick. It soaks up pavement imperfections without issue, while its oh-so quiet when compared to its mainstream compact SUV rivals. This is where Buick’s QuietTuning makes such a difference, the Encore’s standard active noise cancellation and extra insulation helping to reduce road and wind noise while adding to its sense of quality.

Depending on where you live in Canada or your lifestyle, you’ll want to decide whether you’ll be ok with front-wheel drive or if all-wheel drive is needed. The Encore can provide either, AWD adding $2,000 to the base model’s price tag for a new $28,400 total, while for only $1,030 you can also upgrade the base 1.4-litre turbo-four’s sequential multi-port fuel injection with more technologically advanced Spark Ignition Direct Injection (SIDI), which increases its output from 138 to 153 horsepower and raises torque from 148 lb-ft to 177. The upgrade also adds Start-Stop technology to the Encore’s standard six-speed automatic transmission, this shutting off the engine when it would otherwise be idling, and then automatically restarting it when lifting off the brake pedal.

My Encore test model incorporated both upgrades, making a major difference during standing starts, particularly in slippery conditions, while the extra power and added traction improved hill climbing, cornering, and passing manoeuvres, not to mention its drivability around town. Thanks to a 1,386-kilogram (3,056-lb) curb weight, this AWD model doesn’t require much power to get it going, while this general lightness makes it easy to slalom through tight city streets, especially when congested, all the while being particularly good on gas.

The base FWD Encore achieves a claimed 9.4 L/100km city, 7.8 highway and 8.7 combined rating, while the identical engine with AWD is estimated to get 9.9 in the city, 8.1 on the highway and 9.1 combined. Even more impressive, combining the additional power of SIDI with advanced Start-Stop technology actually reduces the Encore’s fuel usage to 8.9 L/100km in the city, 7.5 on the highway and 8.3 combined when hooked up to its FWD drivetrain, or a respective 9.4, 7.9 and 8.8 with its top-line AWD SIDI combination, making this reasonably priced upgrade well worth it.

While inherently less efficient as a continuously variable transmission (CVT), the go-to gearless autobox of most subcompacts and compacts these days, the Encore’s more conventional six-speed automatic is much more enjoyable to drive, especially with thumb planted on the gear knob-mounted rocker switch that prompts manual mode.

First you’ll need to pull the shift lever all the way back to its “M” or manual position, and then shift away to your heart’s content. While the gearbox lets the engine rev right up to redline without shifting, unusual for a vehicle in this class, making it feel sportier than rivals that don’t, I wouldn’t go so far as to say the Encore is a serious sport model, particularly when revving the engine higher than normal for everyday use, at which point it makes more noise and causes more vibrations than most will appreciate, par for the course in this class. Still, shift it earlier (and you can, as there’s no shortage of torque in the lower rev range) and the Encore will get you where you’re going quickly while providing plenty of fun along the way. All said I found it best in a more relaxed state, which allowed the little Buick to make the most of its smooth ride and general comfort.

Part of getting relaxed is a good driving position, and the rake and reach of the Encore’s tilt and telescopic steering column, combined with fairly good adjustment of its driver’s seat, made optimizing comfort and control easy. I have longer legs than torso, which often forces me to push the entire seat rearward, leaving the distance to the steering wheel farther than arm’s reach. Fortunately this is no problem with the Encore, despite its partial powered seat adjustments that only include the lower cushion, and optional powered two-way lumbar support. The backrest needs to be reclined, or in my case inclined manually, which worked well enough, while the lumbar support luckily found the small of my back well enough (not always the case with two-way/in-and-out designs).

The driver’s seat is inherently comfortable, and I appreciated its minivan-like folding centre armrest, while my tester’s Shale beige leather upholstery (Ebony black or Brandy wine are also on the menu) and attractive contrast stitching looked good, but I wouldn’t go so far as to call them fancy. Buick doesn’t offer cooling seats, for example, or even the leather perforations to keep them naturally ventilated amid summer’s heat, although the three-temperature seat heaters got plenty hot when set to high, and the heated steering wheel rim could be set up to automatically turn on with when starting the car. I loved that feature, and only wished Buick would make the seats follow suit.

Speaking of equipment, Buick simplified the Encore lineup this year with only three trims including Preferred, Sport Touring and Essence. Base Preferred trim includes 18-inch alloys, proximity keyless entry with pushbutton start/stop, a big 8.0-inch centre touchscreen featuring a backup camera with dynamic guidelines, Android Auto and Apple CarPlay smartphone integration, plus plenty of additional features, while yet more base features include a cargo cover and 10 airbags to go along with plenty of other passive and active safety gear.

The move up to the 2019 Encore’s mid-range Sport Touring trim starts at $28,400 and adds fog lamps, a rear rooftop sport spoiler, and remote engine start, while my tester’s top-line Essence trim starts at $31,700 or $34,730 with AWD, and includes the heatable steering wheel noted earlier, leather seats with driver’s memory and heated cushions up front, an auto-dimming centre mirror, a garage door opener, and blind spot warning with rear cross-traffic alert.

You can spend a bit less if you want the last two items in lesser trims, the available Safety Package also including a three-prong household-style 120-volt power outlet in back, while those choosing Essence trim can get the $1,110 New Safety Package II boasting all of the just-noted features above plus forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, and front/rear parking sensors.

My tester included that group of features as well as the $3,050 Experience Buick Plus Package, which deducts $650 due to the inclusion of all the New Safety Package II items, while adding a unique set of 18-inch seven-spoked chromed alloys, navigation/route guidance, and a power moonroof.

All of the above made for well-equipped urban runabout, with better interior quality than most non-premium challengers offer, and only slightly less refinement than the higher echelons of luxury provide. Details include cloth-wrapped A pillars, soft-touch surface treatments for the dash plus front and rear door uppers, and an attractively padded and stitched leatherette instrument panel bolster.

The instrument cluster is laid out in a traditional design, with its analogue tachometer at the left and speedometer on the right, plus its gas gauge and temperature readout sitting above a decent sized colour multi-information display at centre. It’s fairly fully featured, but obviously not offering the wow factor of some competitors’ digital gauge clusters. Only time will tell if Buick goes so far with its updated 2020 Encore, or even its pricier models, but we can likely expect improvements either way.

Framing those gauges is a standard steering wheel that feels sportier and thicker than most will expect from such a practical and price-sensitive SUV, and on that note its leather wrap is nicer than expected as well. Stylish satin-silver accents get added to the lower edge of its 9 and 3 o’clock spokes, plus its large lower centre spoke, this trim feeling cool to touch and therefore coming off as real aluminum. There’s more of this metal trim elsewhere, plus the door handles are chromed to help brighten things up inside, while some tastefully applied piano black lacquer adds to the Encore’s upscale interior ambiance.

The aforementioned infotainment system incorporates Buick’s newest touchscreen interface, which apes Chevrolet’s impressive system in all the best ways. This said it’s not as colourful a la Apple’s iPhone or iPad, but rather provides a more sophisticated looking blue on black motif. I found the system’s optional navigation system worked well with accurate route guidance, while its audio functions were easy to operate and satellite radio reception was better than average. The big screen provided a clear rearview camera too, but I was a bit miffed that no 360-degree surround camera system was on the options list, normal for an SUV hoping to attract premium buyers.

I was also disappointed to learn I couldn’t charge my smartphone wirelessly. In fact, I couldn’t even fit my medium-sized Samsung S9 on the rubberized tray included, so I suppose a wireless device charger would’ve been a moot addition, but Buick did include some USB charging ports, plus an aux input and a 12-volt charger. No doubt the next-gen Encore will offer wireless device charging, as it’s now available in entry-level compact hatchbacks and sedans, so we have something to look forward to with the launch of the redesigned 2020 model this spring.

On the positive, the Encore’s dual-zone automatic climate control interface is 100-percent useful, especially for those of us who would rather push and twist conventional buttons and dials when inputting temperatures and other functions, which is certainly less challenging while driving than doing so within the infotainment interface, like some others require.

I hope you don’t mind me getting into every little detail with this review, but I think the Encore deserves some extra attention. It would be easy for someone considering a subcompact mainstream or luxury SUV to merely glance past because of its age and Buick’s unusual position as a near-luxury brand, causing some to think it’s probably too expensive and others to look higher in price, for one of the more exclusive European or Japanese brands. I think, at least for those prioritizing comfort, efficiency and practicality, looking past the Encore might be a mistake, as even this aging model remains a very good option, that won’t cost much more than mainstream volume models, and doesn’t leave much of the table when compared to some premium brands’ entry SUVs.

In case you’re not quite sure what you should do, I recommend checking out our 2019 Buick Encore Canada Prices page for more details, while you can also use your CarCostCanada membership to find out about current rebates and dealer invoice pricing that could save you thousands. In fact, at the time of writing (December 8, 2019) Buick was offering up to $5,390 in additional incentives, which could make this 2019 Encore an excellent buy.

If you choose the 2019 Encore you certainly won’t be alone, this model remaining very popular for good reason.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 BMW X1 xDrive28i Road Test

If we don’t count Mini’s Countryman, the BMW X1 was the first subcompact luxury crossover SUV to hit the market. It arrived on the European continent in 2009 for the 2010 model year, a couple of years before it graced our shores as a 2012, while even as it showed up on BMW Canada showroom floors in April of 2011 there was nothing else to directly go up against it. It wasn’t until October of the same year that Land Rover introduced its Range Rover Evoque, thus creating a new automotive segment by providing the X1’s competition, fitting being that BMW once owned the British luxury SUV brand.

Interestingly, it would take an additional three years for Audi to arrive in Canada with its Q3 and Mercedes to enter its GLA-Class, unless we’re counting the much less expensive Buick Encore that showed up in 2013 (but we probably shouldn’t), plus another two years for Infiniti to ante up its QX30 (RIP), an additional three for the Jaguar E-Pace and Volvo XC40, and plus BMW’s sportier X2, and finally one more year for the new Lexus UX. Some more are expected, such as Alfa Romeo’s Tonale for 2022, and potentially Acura’s long rumoured CDX, but take note Infiniti’s already killed off its QX30, which may give pause to Acura. This said, Buick’s done well with its Encore, and while positioned at the lowest end of premium when it comes to price and prestige, an upcoming second-generation Encore, expected this coming year, could do even better.

If we choose to consider Buick a real premium brand, then the Encore is by far the sales leader in this subcompact luxury SUV segment, but given its base price of $28,400, which isn’t even as lofty as the Mini SUV’s base price of $31,690, it’s not truly in the same league as the Europeans and sole remaining Japanese. Still, 10,637 Encores sold in 2018 and 8,322 as of October 31, 2019 is nothing to sneeze at, especially when considering BMW leads the category with 5,308 customers in 2018 and 3,753 so far in 2019. Factoring in the X1’s base price of $41,500, mind you, shows the comparison is hardly fair.

By the way, you can get all 2019 BMW X1 package and individual option pricing right here at CarCostCanada, as well as valuable rebate info and dealer invoice pricing that could save you thousands. In fact, you can currently save up to $2,000 in additional incentives on this 2019 model, or $1,000 on the new 2020 X1, all before even asking for a discount. You can also check out all of the above for any SUV mentioned in this review, such as the Mercedes GLA-Class, Lexus UX, Audi Q3, Range Rover Evoque, BMW X2, Volvo XC40, Jaguar E-Pace, Infiniti QX30, Mini Countryman, and even the Buick Encore.

Where that Buick is a heavily massaged Chevrolet Trax that’s stingy on fuel and reasonably generous with features, albeit not so much when it comes to performance or refinement, and BMW offers strong performance along with some of the best quality, refinement and functionality in the class.

So as not to beat up on the Encore, which I quite like for urban commuting, some of BMW’s challengers wouldn’t have received particularly high marks in all categories just noted, at least initially. The first generation Audi Q3 was weak on straight-line performance and so-so when it came to refinement, while the original X1 wasn’t exactly a marvel of the latter quality either, criticized by many (including yours truly) for less than ideal interior surface treatments.

BMW’s smallest SUV is now in its second generation, and as part of its “upgrade” has had its superb rear-drive E91 3 Series Touring-platform replaced with the aforementioned Mini Countryman’s second-gen front-drive-biased UKL2 architecture, so therefore today’s X1 is a completely different vehicle than yesterday’s. It began out as a low, lean rear wheel-biased AWD crossover, and has morphed into a more conventionally shaped luxury SUV, looking much more like its bigger X3 and X5 brethren. Impressive sales growth in 2016 and 2017 backed up the German automaker’s decision to take the little X1 in its more comfort-oriented direction, and while those numbers slipped slightly in 2018 and so far this year, I’m guessing it has more to do with the brand’s introduction of the new X2 than any lack of X1 interest, while even more importantly the X1 remains number one amongst true subcompact luxury SUVs, even when not factoring in the new X2.

By the numbers, X1’s previously-noted Q3+1 sales of 3,753 units puts it far in front of the second-place Merc GLA with 3,021 deliveries, and does likewise against Lexus’ new UX at 2,374 units, which already stole third from the Audi Q3 due to only 2,374 units sold over the past 10 months. Volvo’s XC40 did quite well for an all-new model at 1,690 units, and Land Rover’s recently redone Range Rover Evoque should be commended for its 1,333 new customers due to its higher than average price, but we really need to laud BMW for finding another 1,159 clients for its segment-busting X2, which did even better than Jaguar’s new E-Pace at only 372 deliveries. As for Infiniti’s now cancelled QX30, 93 deliveries doesn’t represent how good this little SUV was, but more accurately tells a story of luxury brand weakness when compared to the strength of Lexus, plus of course the Germans.

Speaking of German strength, BMW shows just how dominant it is in this segment when we combine the sales of both X1 and X2 models, which have accumulated to 4,912 deliveries so far this year, and that’s even before including 2,082 Countryman sales (Mini is a BMW subsidiary after all), which increases sales to 6,994 units. That’s almost as much as you get when adding up all Mercedes GLA, Lexus UX and Audi Q3 deliveries over the same period, which resulted in just 7,698 sales.

Unless you’re opposed to success, X1 owners should feel pretty good about their choice. Of course, there are many other reasons to feel positive about their X1, particularly if it’s outfitted as nicely as my tester. While the satin-silver trim on the lower valances and rocker panels came standard, the stylish Mediterranean Blue Metallic paint was a worthwhile $895 option, especially because it allowed for the $950 upgrade from base leatherette to luxurious brown Mocha Dakota Leather upholstery across the dash, doors and seats; Oyster Grey and Black leather also available with this colour.

My tester’s open-pore Oak Grain hardwood inlays with chrome and brush-metal accents were no-cost options that made the interior look even more attractive (yet more woods, brushed aluminum or piano black lacquered inlays can substituted), while most surfaces above the waste were finished in high-quality pliable composites, making the X1 feel a bit more premium than most challengers.

While nicer than leatherette, BMW’s Dakota leather is not its highest grade, but you won’t be able to get Nappa or Merino hides in this entry-level SUV. It’s nevertheless genuine leather, boasting the right fragrance, feel and durability, while my tester’s seat inserts were perforated for aeration. This said, the seats didn’t include forced ventilation, but the three-way seat heaters quickly warmed up near therapeutic levels when their highest temperature settings were chosen, making the already comfortable driver’s seat downright cozy.

My test model’s front seat four-way lumbar support wasn’t standard, but instead comes as part of two option packages, the first being the $3,500 Premium Package Essential group that adds power-folding side mirrors, proximity keyless Comfort Access, auto-dimming centre/rearview and outside mirrors, a big panoramic glass sunroof, a HiFi audio system upgrade, plus an alarm, and the second as-tested $5,900 Premium Package Enhanced including all of the above as well as a head-up display unit, a universal garage door opener, satellite radio, navigation/route guidance, semi-autonomous Park Assistant, BMW’s ConnectedDrive Services Package, and a power tailgate.

Both upgrade packages are available with a heated steering wheel, as well as a $1,000 Driving Assistant Plus package that includes approach warning with pedestrian alert and light city braking, lane departure warning, adaptive cruise control with stop-and-go and traffic jam assist, plus high-beam assist and speed limit information.

Upgrades in mind, my tester also included a $950 Sport Performance Package with a special Sport automatic transmission featuring steering wheel-mounted paddle-shifters (this worth the money alone), a more reactive M Sport Steering system, plus larger 19-inch alloys, although I should point out that my test model was intelligently fitted out for winter and therefore had a set of 225/50R18 Continental ContiWinterContact tires added to its unique M Sport split five-spoke alloy rims.

Anyone that’s driven on winter tires will tell you their performance over anything but snow or ice will be compromised, and thus my test model’s handling potential wouldn’t have been able to fully measure up to the regular base wheel and tire package, let alone the performance-oriented 19s it was supposed to be shod with. Just the same it proved more engaging than (more or less) the same X1 wearing 17-inch winters for my 2016 X1 xDrive28i review, which were smaller in diameter due to that older model only coming with 18-inch rubber in base trim.

Other than wheels and tires, not a lot appears to have changed over the past three years, mind you, which obviously (as previous noted by the X1’s sales volume) doesn’t make any difference to X1 owners, or for that matter to yours truly. The X1’s sole engine, a 2.0-litre turbo-four, continues to make 228 horsepower and 258 lb-ft of torque, which is formidable when compared to a few competitors, such as the Lexus UX or base Mercedes GLA, but it doesn’t come close to matching the 375-horsepower Merc AMG CLA 45, or for that matter top-tier trims of the E-Pace, Evoque or XC40, but once again the X1’s popularity proves that all-out performance hardly matters in this practical class.

The little BMW was more than adequately powered for my needs, particularly when Sport mode was engaged, which caused the standard eight-speed automatic gearbox to shift quicker, whether actuated by paddles or left on its own. All-wheel drive comes standard, and in wet conditions aided traction in a straight line and during fast-paced cornering, while the X1 certainly feels agile when compared to some rivals. Still, others have an edge when driven to their limits, especially the top-line Mercedes-AMG, while the first-gen X1 was considerably more capable through the slalom too.

I personally believe comfort matters a lot more in this class, and to that end today’s X1 is wholly more viable than its predecessor and some more sport-oriented competitors, whether you’ve set its powertrain to its more relaxed Comfort or Eco modes or not. I find the X1’s ride especially good for its compact size, and while we’re being so practical, even mentioning the little SUV’s thrifty Eco mode, BMW claims a fuel economy rating of 10.7 L/100km city, 7.5 highway and 9.3 combined, which isn’t too bad at all.

You’ll probably have comfort more on the mind than efficiency when seated inside, however, the driver’s seat of my tester particularly good thanks to its aforementioned four-way power lumbar support, which can precisely find the small of anyone’s back, plus it incorporates power-adjustable side bolsters to snuggly embrace one’s backside, as well as thigh extensions that nicely cup below the knees for lower leg support. The steering column is also more adjustable than some rivals, providing about four inches of telescopic reach, which, together with that driver’s seat, allowed my long-legged, short-torso five-foot-eight body to fit inside perfectly, enhancing both comfort and control of the steering wheel and pedals. Unfortunately this is not always the case, forcing me to power a competitor’s seat squab and/or backrest too far forward for comfort in order to achieve control. Such optimal adjustability makes the X1 better for more peoples’ body types, which is a dealmaker for me.

Rear passengers should find plenty of positives as well, with window seat backrests that provide plenty of support and a third centre seat that’s not entirely uncomfortable (this is a luxury subcompact, after all). Two abreast in back is ideal, mind you, letting rear passengers enjoy the wide, although slightly low centre armrest when folded down in between, plus the convenience of its pop-out cupholders. When I was seated behind the driver’s position, which was set up for me and therefore extended farther rearward than most five-foot-eight adults would require, I still had about four inches in front of my knees, plus another four to five over my head, and four next to my shoulders and hips. In other words, I never once felt the need for more space.

The big panoramic sunroof above should certainly reduce any feelings of claustrophobia, while anyone scared of the dark can use the LED reading lights to quell their fear, which shouldn’t negatively impact the X1 driver’s view ahead at night. Unfortunately no seat warmers could be found for rear passengers, which is a strange shortcoming in this class, but at least rear surface treatments and other details are just as nice as those found up front.

The cargo area is well finished too, with good quality carpets covering the sidewalls, the cargo floor, which is removable and exposes a big hidden storage compartment below, plus the carpeted rear seatbacks are split in the category’s optimal 40/20/40 configuration. This makes the X1 perfect for skiers that bring along rear passengers, as you can stow skis (or any other long items) down the middle while rear occupants enjoy the more comfortable window seats. The rearmost cargo compartment provides 505 litres (17.8 cubic feet) of space, which is sizeable, while levers on each sidewall automatically lower those just-noted seatbacks down for an even more accommodating 1,550-litre (54.7 cubic-foot) storage area.

Back up front, the X1 gets a fairly conventional looking primary gauge cluster consisting of two big analogue dials, albeit they seem as if they’re floating amid a digital background that’s particularly attractive when lit up at night. That background is a multi-information display of course, filled with a comprehensive assortment of functions.

Atop the dash in the centermost position is a large, wide, high-definition infotainment display featuring beautiful colours and deep contrasts, plus very attractive and highly functional graphics. The system is a step above some competitors in that it’s not only controlled by BMW’s console-mounted iDrive dial and quick-access switchgear, but can also be activated through its fully capacitive touchscreen that lets you tap, pinch, and swipe to your heart’s content, just like with a tablet or smartphone. It’s a very smart and quick responding system too, while all of its various functions performed just as advertised during my weeklong test, including the navigation system that took me exactly where I wanted to go multiple times (not always the case).

The audio upgrade provided great sound quality as well, while the X1 includes some regular analogue stereo controls on the centre stack such as a power/volume dial and a row of radio presets just above a comprehensive set of dual-zone auto climate controls. It’s all nicely organized, adding to this little BMW’s overall impressiveness.

In the case of the BMW X1, following the crowd is a very good idea. After all, a vehicle won’t be able to earn top spot in a given class by chance, which is why those considering a small luxury SUV should put BMW’s X1 high on their shopping list. It truly is excellent in most every way.

Story credit: Trevor Hofmann

CarCostCanada

Which is a Better Decision in the Long Run – Buying a Used or New Car?

“Should I buy a new car or is a used car more my speed?” A question that has, no doubt, baffled many. Today, we’re going to make your decision very easy.

Let’s Get Down To It

The decision between a new and used one is something everyone goes through, possibly even multiple times with each vehicle purchase and it can be hard to decide which is the best offer and what would work best for your lifestyle and budget.

Here at CarCostCanada™, we supply consumer new car price reports, helping you get an edge during the negotiation and get your ideal car. With your report, you can access exclusive information like factory rebates, recommended dealerships, comparable vehicles, vehicle pricing and financing options and so much more.

Without further ado, let’s dive into the pros and cons of a new vs used vehicle.

Used Cars: The Hidden Risks

The selling point of a used car is the price. After a couple of years and taking into consideration the growing mileage, the depreciation of a car’s value can go fast within the first half of its life but slow down during the latter half. But this also poses a risk. A huge disadvantage with used cars is that sometimes you just don’t know what you are getting into. A car could have great mileage but break down frequently, costing you a lot of time and money which you thought you were saving.

You will have to most likely compromise on your ideal features and qualities to get the car with the best possible mileage and history and thus the least risk and worry. Used cars can also have minimal benefits, giving you a higher interest rate and no warranty so there is no protection in case the car had issues within the first few months of using it.

New Cars: Is This the Right Option For Me?

A new car comes with a laundry list of benefits. A quality vehicle provides the advantage of the latest features, some of which might include; being able to see maps right on your dashboard screen, a back-up camera, and Bluetooth phone connectivity. With newer cars come better gas mileage, lower emissions and, if you invest in a hybrid, the outcome of cutting down on gas costs in the long run.

New cars also come with a warranty so if anything happens during your warranty then it will probably cover the cost of the damages and repairs. You might think a new car will be costly but many dealerships offer special reductions in rates such as 0% financing or a great interest rate.

New Dream Car Costs Too Much? Here’s What to do Next!

CarCostCanada™ offers dealer invoice price reports to help you purchase or lease a new car at the lowest price without any hassles or complications! These price reports show you the dealer cost, hidden factory incentives, and rebates that the dealer is not obligated to reveal. The report gives you an edge when negotiating a price for any make or model of your choice.

Knowledge is power and with our price reports, you will know what will be a fair price and not be taken advantage of without wasting countless hours trying to research. Our price reports guarantee you will save money on your new car!

Currently, we are offering two free price reports so you can price and build two separate car makes and models to help find your exact right fit. Don’t wait, finally get your ideal car at your ideal price!

Get Your Free Report Right Now

CarCostCanada

2019 Hyundai Veloster Turbo Tech Road Test

Hyundai’s Veloster could easily be seen as an automotive anomaly, a sports coupe cum four-door hatchback that doesn’t quite fit in to either category, but I see it as a best-of-both-worlds alternative, a sporty two-door coupe when seen from the driver’s side and a low-slung four-door liftback from the passenger’s side.

There’s good reason that such a small number of volume-branded compact sport coupes remain in today’s car market after all. Owners eventually tired of stuffing family and friends into their abbreviated back seats, so they purchased sporty four- and five-door alternatives instead. These days, even the legendary VW Golf GTI is only available with four doors and a hatch, but instead of ultimately conforming to such wagon-like levels of pragmatism, Hyundai adapted General Motors’ 1999 Saturn SC’s terribly executed yet brilliantly idea, which included a single door on the passenger’s side and a second rear-hinged half-door on the driver’s side for easier rear seat access, by adding a conventionally-hinged rear door to the more appropriate passenger’s side for easier entry from the curb.

During its first full calendar year of 2012, Canadian Veloster sales were fairly strong at 5,741 units, but they’ve steadily tapered off since resulting in a low of 1,077 units in 2018, but thanks to a total redesign for this 2019 model year the second-generation Veloster has found 36.6 percent more buyers than it did during the first 10 months of 2018, resulting in 1,295 deliveries as of October 2019. Still, that’s nothing to get excited about in a market that saw Hyundai sell 25,894 Tucson compact SUVs during the same time period, let alone 33,670 Elantras, while a recent downturn of just 279 Velosters sold during Q3 of 2019, representing a plunge of 55.1 percent compared to the same three months of 2018, isn’t the kind of response the brand wants to see for a completely redesigned model, so we’ll need to watch closely to find out how it fares during Q4.

Before Hyundai decides to transform the Veloster into a mainstream version of Mercedes’ new GLC Coupe in order to keep its sporty dreams alive while the entire globe realigns its interests away from cars towards crossovers and SUVs (kind of like how Mitsubishi did with its Eclipse Cross), those who still appreciate the lower centres of gravity and inherently better cornering prowess allowed by cars should be made aware of the new Veloster’s transformation from a torsion beam rear suspension to an independent multi-link design, the revision completely improving its at-the-limit handling and ride quality.

The updated Veloster’s undercarriage is much more compliant, resulting in a more comfortable city cruiser with less commotion over rough, uneven tarmac, yet the compact coupe still feels firm enough to come off like a sports car. Nevertheless, despite its more comforting suspension tuning the new Veloster Turbo is a lot more capable through fast-paced corners, particularly noticeable over mid-apex bumps and potholes that would’ve unsettled the previous car. Now you slice through the turn with less worry about the shape of the pavement below, its rear suspension now capable of absorbing such irregularities without losing grip.

Base Velosters come standard with a 2.0-litre four-cylinder engine making 147 horsepower and 132 lb-ft of torque, driving the front wheels through a standard six-speed manual or optional six-speed automatic transmission, while the Veloster Turbo tested here utilizes a 1.6-litre turbo-four capable of 201 horsepower and 195 lb-ft of torque. A six-speed manual gearbox remains standard, as witnessed here in the photos, but buyers wanting less daily hassle can opt for a new seven-speed dual-clutch EcoShift DCT automatic with steering wheel paddles. I’ve driven the previous six-speed DCT (in 2014, 2015 and 2016) and found it shifted quickly enough while offering smooth operation during day-to-day commutes, so it make sense the new seven-speed version provides the same level of drivability with the addition of a taller final gear to improve fuel economy, but I’d personally save $1,500 by opting for the manual and enjoy the benefits of rowing through the gears myself.

It really is a nicely sorted six-speed manual, with an easy, progressive clutch that’s well matched to the torquey turbo-four. Max twist arrives at just 1,500 rpm and maintains boost all the way to 4,500, while maximum thrust arrives at 6,000 rpm before the engine spins to its 7,000 rpm redline (or just above). Activating the optional “SPORT” button just next to the shift lever immediately transforms the Veloster Turbo from an enjoyably tame economy coupe to a seriously fun performance machine, so a move up to the Tech package is well worth it.

Before itemizing standard and optional features, we should talk fuel economy. I know the Veloster is a performance model, but even those looking to save at the pump might want to consider this sporty little car, especially the Turbo. Yes, despite its stronger performance the Turbo is better on fuel (as long as you don’t lay into the throttle too often), with a manual transmission comparo showing 9.4 L/100km in the city, 7.0 on the highway and 8.3 combined for the Turbo, next to 9.4 city, 7.1 highway and 8.4 combined for the base model. The Turbo looks even better when comparing automatic transmissions, at 8.5 city, 6.9 highway and 7.8 combined for the quicker car against a respective 9.1, 7.1 and 8.2.

Now that we’re being so practical, the rear tailgate opens up nice and high, plus it’s wide enough to fit in large items. The cargo area isn’t as sizeable as most of its compact hatchback rivals, but compared to challenging sport coupes it’s very accommodating. In fact, it measures 565 litres (20 cubic feet) behind the rear seatbacks, or approximately the size of a large sedan’s trunk, while it’s also 125 litres (4.4 cu ft) larger than its 440-litre (15.5 cu-ft) cargo compartment. If you need more storage you can drop the back seats down, their uniquely configured 66/33-split design making more sense for a car only capable of seating two rear passengers. With both seats lowered the Veloster can manage up to 1,260 litres (44.5 cu ft) of what-have-you, which once again is a major improvement when compared to the 982 litres (34.7 cubic feet) offered by the outgoing generation.

The lengthy driver’s door and proximity keyless access make entering to the driver’s seat easy, while the two passenger-side doors means that no one coming along for the ride needs to compromise. Certainly, the first rear passenger to sit down must slide along the seat to find the other side, making me wish Hyundai hadn’t added a fixed centre console with cupholders in the middle, and while a folding centre armrest would’ve worked better, it wasn’t all that difficult to get over and does provide some helpful convenience when seated.

After positioning the driver’s seat for my five-foot-eight, long-legged, short-torso body, I was left with approximately four to five inches in front of my knees, as well as plenty of space for my feet, but it was a bit tight for my toes below the driver’s seat. Still, I had ample room to move around from side to side, plus about three inches over my head, making me confident that those under six feet should find it spacious enough in back.

The rear seats are carved out like buckets too, providing decent lateral support and good lower back comfort. Other than rear window switches there aren’t any rear amenities, while the side armrests will be the only padded surfaces you’ll be able to find (seats and carpets aside).

Such is true for those up front as well, this shortcoming my only serious complaint with the new Veloster. I understand that we should expect too much in this category, but Hyundai normally punches above its weight in the compact class, so I expected them to do more with this redesigned model. As it is, the new Veloster offers no soft-touch composite surfaces, but the mostly attractive matte textured plastics provided a nice upgrade over the otherwise glossy hard plastic cabin.

Most peoples’ eyes will naturally gravitate to the red on black front sport seats anyway, and I must say the one for the driver was as comfortable and supportive as it looks. While not included full powered actuation, its optional two-way powered lumbar support was a useful addition that nearly met the small of my back perfectly. Ergonomics are also good, with the long reaching tilt and telescopic steering column a good match to the six-way adjustable driver’s seat, plus the seat heaters and warming steering wheel came on fast and stayed hot.

Quickly pressing the start/stop button on the instrument panel ignites the engine while prompting a head-up display to power upwards from within the cowl covering the primary gauges. I initially found it slightly distracting, because it’s right in the line of sight, but when choosing sport mode it placed a cool tachometer graphic on the screen that was useful when pushing the engine to redline, while I eventually learned to look past it the rest of the time. The mostly analogue gauge cluster noted a moment ago is easy to see in any light and features a colour multi-information display at centre, while the switchgear on the steering wheel, plus all the buttons and knobs to the left and right of the steering column were good quality, nicely damped, and within easy reach.

Ditto for the infotainment display, but the only button next to the screen turned on the hazard lights. Instead, the touchscreen’s analogue controls are lower down the centre stack, in between the audio system’s power/volume and tuning/scrolling dials, although I found myself using the steering wheel switches and touchscreen for the majority of features.

Due to Hyundai adding the $3,000 Turbo Tech package, which includes the aforementioned head-up display unit, the leather upholstery, the driver’s seat lumbar support, and the Sport mode, plus rain-sensing windshield wipers, rear parking sonar, and the automatic HVAC system, which incidentally comes with automatic defog, my tester had a larger 8.0-inch display featuring embedded navigation plus excellent (for the class) sounding eight-speaker Infinity audio with an external amplifier.

Before getting ahead of myself, you can get into the 2019 Veloster for just $20,999 plus freight and fees before discount, with the Turbo starting at $25,899. The Turbo Tech package ups the price to $28,899, while a $500 Performance package was added to my tester, including sportier 18-inch rims encircled by 225/40 Michelin Pilot summer-performance rubber.

This said, even base Velosters get 18-inch alloy wheels, as well as auto on/off headlamps, LED daytime running lights, power-adjustable and heated side mirrors, remote access, a heated and leather-wrapped multifunction steering wheel, tilt and telescopic steering, cruise control, powered windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Android Auto and Apple CarPlay, a backup camera with active guidelines, six-speaker audio, Bluetooth hands-free phone and audio streaming, a leather-clad shift knob, heatable front seats, a manual six-way driver’s seat, a four-way front passenger seat, blind spot detection with rear cross-traffic alert, all the usual active and passive safety features, etcetera.

The Veloster Turbo upgrade adds LED headlamps, LED side mirror turn signals, LED tail lamps, a special grille plus extended side sills, proximity entry with pushbutton star/stop, a 4.2-inch TFT multi-information display instead of a more conventional 3.5-inch trip computer, a big power moonroof, silver vent bezels, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, plus more.

I could go into colour options and more, but considering this 2019 model is being replaced by the 2020 version while this review is being published, you’ll have to get what you can if wanting to avail model year-end discounts as well as 0-percent financing (the 2020 model was available with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more right here at CarCostCanada, where all trim, package and individual option prices are itemized, as well as manufacturer rebate info and otherwise hard to get dealer invoice pricing that could save you thousands.

If you like the idea of the new Veloster but were hoping for more performance, you may also want to consider new N trim. It includes a new 2.0-litre turbo-four with 275 horsepower and 260 lb-ft of torque, and comes exclusively with a six-speed manual featuring downshift rev matching. An electronically controlled limited slip differential helps put the power down to the pavement, while an electronically controlled suspension support a big set of 19-inch alloys on 235/35 Pirelli summer-performance tires. Also included are Normal, Sport, N and Custom drive mode selections, while a driver-adjustable active exhaust system makes this ultimate Veloster even more exciting to drive. Even its fuel economy is decent at 10.6 L/100km city, 8.3 highway and 9.5 combined, while it starts at just $34,999.

Notable when comparing 2019 to 2020 Velosters, the new base model won’t be available with a manual transmission anymore, which will only cause performance purists and custom tuners to feel a bit miffed. This change causes the 2020 Veloster’s base price to go up by $1,400 to $22,399, with the cheapest manual now the $27,499 Turbo.

Also important to note, Hyundai has modified its trim naming scheme for 2020, eliminating the GL and Tech designations from the 2019 model while adding Preferred and Luxury to the 2020. The 2020 Veloster N remains a single-trim car for the same price, although those searching for it on CarCostCanada will need to choose it as a separate model from the regular Veloster line.

Whether opting for a 2019 or 2020 model, an old GL, Tech or N, or the new Preferred, Luxury or N trim, the new second-generation Veloster is a much more advanced car than its predecessor. It still combines an extremely sporty look with a very practical layout, but now mixes in stronger performance, newer electronics, and new features, resulting in one of the smartest urban runabouts currently available.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Corolla Hatchback CVT XSE Road Test

If you remember the Scion brand and its superb little iM compact hatch, which was transformed into the Corolla iM when the youth-oriented brand was unceremoniously discontinued a few years back, the new Corolla Hatchback is a direct descendant of both, and therefore should be high on the shopping lists of those who like practical, fun-to-drive, well-made five-door compacts.

For a bit of background, the 2016–2018 iM was much more refined than most of its competitors, mostly because it was in fact a renamed second-generation Toyota Auris from Europe, where the majority of automakers finish their compact cars nicer than the versions we can purchase here. On the other side of the globe in Australasian markets, this five-door Toyota had long been given the Corolla Hatchback name, so it made perfect sense to drop the iM moniker in place of a simpler, more familiar nameplate when this all-new hatch arrived here for the 2019 model year.

Although not as popular as its four-door sibling, the Corolla Hatchback’s well-proportioned face, including eye-catching standard LED headlamps, should be familiar now that the 2020 Corolla sedan is proliferating like its predecessor. I like both cars’ new look, but the sportier Hatchback gets a slightly more assertive nod of approval from yours truly, mostly due to my personal penchant for five-door compacts.

Interestingly, I’d take Honda’s Civic sedan over the same trim in the hatchback model any day of the week, because the Corolla’s arch-nemesis arguably looks good as the former and awkward as the latter, but most would probably agree that Toyota currently has the styling lead for all body styles in the compact segment.

While the Corolla has no shortage of razor sharp angles its overall shape is more organic, causing me to claim it’ll probably hold up better over the test of time. I’ll also hazard to guess the Corolla’s styling plays heavily into its impressive resale value, the Hatchback’s second-place ranking in the 2019 Canadian Black Book’s Best Retained Value Awards only improved upon in its compact car category by Toyota’s own Prius hybrid. Then again, this superb result should also be attributed to this car’s excellent value proposition, Vincentric also honouring the model with its 2019 Best Value In Canada Award in the Compact Hatchback class.

Model 2019 Corolla Hatchback pricing starts at only $20,980 plus freight and fees, which makes the new car $1,770 less expensive than its 2018 Corolla iM predecessor, and trust me that this latest version is almost wholly better. Its standard auto on/off headlights are full LEDs compared to halogen projector lamps in the old car, while the old iM’s remote access has been upgraded with standard proximity keyless entry plus pushbutton start/stop in the Corolla Hatchback, this convenient feature not even on the menu before. Additionally, the outgoing car’s old-school handbrake lever was replaced with an electromechanical parking brake.

What’s more, the compact five-door’s advanced driver assistance systems have been enhanced from just providing auto-dimming high beam headlamps, automatic emergency braking, and lane departure warning to now boasting front pedestrian and bicycle detection, lane and road departure steering mitigation, as well as adaptive cruise control.

Features such as LED daytime running lights, LED turn signals integrated within the side mirror housings, LED taillights, a rear spoiler, cloth-wrapped A-pillars (another sign the iM/Corolla Hatchback came from Europe), glossy black and metal-like interior accents, a tilt and telescoping multifunction steering wheel, a 4.2-inch colour TFT multi-information display, variable intermittent wipers, an intermittent rear wiper, power windows with auto up/down all-round, and fabric sport seats continue forward.

Having touchscreen infotainment on top of the centre stack is retained as well, with a reverse camera, Bluetooth connectivity with phone and audio streaming, voice activation, plus a six-speaker AM/FM/USB/AUX audio system, but the all-new 8.0-inch display is an inch larger and integrates Apple CarPlay, Android Auto and Toyota’s proprietary Entune smartphone integration, which includes Entune App Suite Connect incorporating traffic, weather, sports, stocks, a fuel station locator, Slacker, Yelp, and NPR One, completely modernizing the new Corolla Hatchback.

On the contrary, the previous iM’s standard 17-inch alloy rims have been replaced with a comparatively lacklustre set of 15-inch steel wheels with full covers in base trim, while its leather-wrapped steering wheel and shift knob are now urethane, two-zone auto climate control now single-zone (but still automatic), heatable front seats now optional, and the list goes on and on. All of these downgrades remind us that Scion was a single-trim, no options (just accessories) brand, meaning its cars were always well equipped in their “base” trims, but their starting prices weren’t always the most affordable in their segments, and prospective buyers couldn’t add fancier features like factory wheels, fog lights, a nicer gauge cluster, embedded navigation, leather upholstery, and more.

The new Corolla Hatchback has no such problems, which can easily be seen by eyeing up its front fog lights and sharp looking machine finished 18-inch alloys. These are standard in my test car’s top-tier XSE trim, but ahead of delving into all its details I should give you a breakdown of the 2019 Corolla Hatchback’s lesser trim packages.

If a rev-matching six-speed manual isn’t on your priority list, just add a modest $1,000 to the bottom line for Toyota’s impressive Direct-Shift continuously variable transmission (CVT) boasting sequential shift mode, while this upgrade also includes full-speed adaptive cruise control and lane tracing assist at no additional charge.

No matter the transmission, Toyota offers three Corolla Hatchback packages above the base car, including the $1,600 SE, $3,000 SE Upgrade, and $6,000 XSE, all of which can be verified right here at CarCostCanada, where you can also find the latest rebate info and dealer invoice pricing that could save you thousands (CarCostCanada was also showing factory leasing and financing rates from 0.49 percent at the time of writing).

The SE, that increases the Corolla Hatchback’s price to $22,580 for the manual or $23,160 with the CVT, adds 16-inch alloys, some chrome trim on the rear bumper, a leather-clad steering wheel rim, a powered driver’s seat with two-way power lumbar support, heated front seats, a theft deterrent system, and steering wheel-mounted shift paddle with the CVT, while the SE Upgrade package, which pushes the price up to $23,980 for the manual or $24,160 with the CVT, includes heat for the steering wheel rim, plus a wireless device charger, blind spot monitoring, and the aforementioned 18-inch alloy wheels.

Top-line XSE trim starts at $26,980 for the manual and $27,980 with the CVT, includes those LED fog lamps noted earlier, a much larger 7.0-inch TFT digital driver’s display, Sport fabric upholstery with leatherette trim, the dual-zone auto climate control system, Entune 3.0 Premium Audio that includes embedded navigation (with map updates for three years), traffic and weather info, Entune Destination Assist (with a six-month subscription), satellite radio, and Entune Safety Connect with automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance.

A shortlist of dealer-added accessories worthy of your attention include a $650 dash camera, a $155 cargo liner, an $80 cargo net, and $250 doorsill plates, while you can dress up the Corolla Hatchback’s exterior a super sporty extended rear rooftop spoiler for $535.

The Corolla Hatchback is as good looking and well constructed inside as outside, with no shortage of soft, pliable composites covering the dash, the inside section of the lower console, the front door uppers, plus the side and centre armrests. The mostly dark grey interior gets stylish light grey contrast stitching highlights in all the right places, while the sport seats noted earlier receive identical coloured contrasting thread as well as special medium grey cloth inserts. The two-tone seats’ two-temperature heaters warm quickly, and can be set to do so automatically every time the car is restarted, as can the heated steering wheel rim that made my Corolla Hatchback tester a lot more enjoyable to live with.

Unfortunately Toyota doesn’t add the light-grey contrast stitching to that steering wheel rim, but its thick leather wrapping is ideally shaped for performance driving, and therefore feels good in the palms and fingers whether hot or cold, while the telescopic steering column offers ample reach, allowing me to position the driver’s seat perfectly for my long-legged, short torso body, which wasn’t possible with the iM. Keeping comfortable and supported, the Hatchback’s two-way powered lumbar found the small of my back reasonably well, although it would’ve been even better if slightly lower. Obviously taller fellas will disagree, but such is the challenge with two-way lumbar support.

With the steering wheel and seat set exactly as required, the bright primary gauge cluster is easy to see. It gets the usual assortment of dials, including a tachometer, speedometer, fuel and temperature meters, the first formed from a semicircle at the very left, the second arcing over the largest middle display, and the latter two combining into another semicircle at the right. The digital speedometer wraps around a multi-info display, complete with trip, fuel economy, cruise info and more, all prompted by a well-organized set of high-quality steering wheel switchgear.

The new infotainment touchscreen is fixed upright above the centre stack like so many others these days, and includes a row of analogue buttons down the sides, plus a power/volume and tune/scroll knob at the base of each. The display responds to tap, swipe and pinch gestures quickly, this particularly useful for the navigation map that’s otherwise beautifully clear and easy to read, this because of a high-resolution screen that also aids the rearview camera’s clarity. The system’s colours are nice and contrast good, but the graphics are more functional than artistic.

If you’ll grant me some creative license, I’d say the Corolla Hatchback’s wonderfully agile suspension borders on artistry, or at least makes a decent driver feel like an artist. Unlike some in the compact class, including the old Corolla sedan, the new Corolla Hatchback (and new 2020 sedan) incorporates a fully independent suspension with a multi-link setup in the rear, this also true of the Corolla iM. The independent rear suspension (IRS) is part of the Toyota New Global Architecture (TNGA) platform architecture that underpins both new Corollas, making them two of the more engaging performers in the category. Also important to handling and safety, the TNGA platform’s torsional rigidity is 60-percent stiffer. This added rigidity is immediately noticeable on a twisting road, the increased structural strength allowing Toyota’s engineers to dial in more suspension compliance resulting in better adherence to the road over imperfect pavement, plus much improved ride quality even with its larger 225/40R18 Bridgestone tires.

While I never complained about the previously Corolla iM’s 16-valve, DOHC, 1.8-litre four-cylinder engine, as its free-revving 137 horsepower and 126 lb-ft of torque was ample for my needs and met my expectations in this class, the new Corolla Hatchback has made big gains in straight-line performance. Output is up by 31 horsepower and 25 lb-ft of torque to 168 horsepower and 151 foot pounds, and the direct-injection 2.0-litre mill is still plenty of fun to wind out. It’s easily enough power to offset the new Hatchback’s 1,388-kilogram (3,060-lb) curb weight, which is 118 kilos (260 lbs) more than the iM.

I had good things to say about the iM’s six-speed manual when first driving it, so I imagine Toyota has done a good job with the base transmission in the Corolla Hatchback too, while I was impressed with the old model’s CVT-S automatic, the “S” implying Sport, and for the most part living up to it. This said the new Corolla Hatchback’s Direct-Shift CVT is downright amazing, with truly fast, snappy shifts when set to Sport mode. It features 10 pseudo gear ratios that feel much more realistic than any CVT previously tested, and those aforementioned paddles are truly worth flicking (unlike with most other CVTs), while it’s ultra-smooth when allowed to do its own thing, and improves fuel economy too.

Even though it puts out more power and moves a car that weighs more, the new Corolla Hatchback delivers better fuel economy than the old iM, with a claimed 7.5 L/100km in the city, 5.8 on the highway and 6.7 combined compared to 8.3 city, 6.5 highway and 7.5 combined. The new Toyota’s manual gearbox is easier on the budget too, with a rating of 8.4 L/100km city, 6.3 highway and 7.5 combined compared to 8.8, 6.8 and 7.9 respectively.

So I mentioned the Corolla Hatchback is heavier than the iM, right? That’s at least partially due to being larger in almost every outward dimension, the Corolla Hatchback stretching 100 millimetres (3.9 inches) farther from nose to tail than the iM, with a 40-mm (1.6-in) longer wheelbase, and 30 mm (1.2 in) wider, while it’s just 25 mm (1.0 in) lower overall, but strangely its increased footprint doesn’t mean its bigger inside. On the contrary, while the Corolla Hatchback’s front legroom, rear headroom and rear shoulder room were fractionally increased by 7 mm (0.3 in), 2 mm (0.1 in) and 10 mm (0.4 in) apiece, the car’s front headroom is lower by 33 mm (1.3 in), its front shoulder room narrower by 10 mm (0.4 in), and its rear legroom shorter by 71 mm (2.8 in), while cargo area behind the rear seats is a shocking 14-percent less generous, shrinking from 588 litres (20.8 cubic feet) to a mere 504 litres (17.8 cubic feet).

Just the same I found it plenty roomy and wholly comfortable in every outboard position, but consider for a moment that I’m only five-foot-eight, so bigger people might want to thoroughly check out each seat before signing on the dotted line. Like the iM the Corolla Hatchback’s carpeted cargo floor is removable, exposing some added stowage and a compact spare tire underneath, while a 60/40-split divides the rear seatbacks when the need to add more cargo arises. Oddly, Toyota continues to make the Corolla Hatchback’s ultimate cargo capacity unknown, just like it did with the iM.

On the positive, the Corolla Hatchback gets the IIHS’ a best-possible “Good” rating in every category except “Crash avoidance & mitigation,” which only shows its headlamps managing “Acceptable” or “Marginal” capability, depending on trim or option, but keep in mind the IIHS is a U.S. agency testing the U.S.-spec Corolla Hatchback, which isn’t necessarily the same as ours in every way. Interestingly, the new Corolla Hatchback gets a rare “G+” rating in the NHTSA’s “LATCH ease of use” category, which means it should be easy for parents to strap in child safety seats, while this U.S. agency also gives the car a five-star safety rating.

How do I rate the 2019 Corolla Hatchback? How about four stars? After all, while it’s a great looking, well-built, nicely outfitted, fun to drive compact car, I was disappointed to find out it’s up in weight and simultaneously down on usable space when compared to its predecessor. It would certainly meet my mostly city driving needs, as my kids are grown and gone and I’m not toting around kayaks or towing dirt bikes anymore. I’m still young enough to have fun behind the wheel, however, and the new Corolla Hatchback is certainly up for that.

Story and photo credits: Trevor Hofmann