The 2020 Macan Turbo receives a new front end design and plenty of other styling tweaks too. (Photo: Porsche)
The 2020 Macan has received such a thorough upgrade that many consider it more like newly designed generation, instead of a mid-cycle refresh. Porsche even revised its suspension, while also restyling its front and rear fascias, adding new standard LED headlamps and taillights, with those in the rear helping to give it a completely new look when viewed from behind. Now, instead of two distinct rear lighting clusters, the lenses to each side are bound together by a thin strip in between, similar to other vehicles in Porsche’s updated lineup like the entry-level 718 Cayman and 718 Boxster sports coupe and convertible, the mid-size Panamera four-door coupe, mid-size Cayenne SUV, the iconic 911, and entirely new Taycan all-electric four-door coupe. The 2020 Macan’s interior has been updated too, with a much larger standard 10.9-inch high-definition Porsche Communication Management (PCM) touchscreen display atop the centre stack.
The renewed Macan Turbo will arrive later this year as a 2020 model, but can be ordered from your local Porsche retailer now for $94,200. If that’s a bit rich for your budget, you may be just as happy with the more fuel-efficient 2020 Macan or the seriously sporty Macan S, both base and mid-range models having arrived earlier this year, the most affordable trim starting at $56,100, with the S bridging the gap at $63,600.
New 20-inch Turbo wheels enhance the 2020 refresh. (Photo: Porsche)
The base Macan comes equipped with a 2.0-litre turbocharged four-cylinder engine making 248 horsepower and 273 lb-ft of torque, capable of shooting it from zero to 100km/h in a mere 6.7 seconds, or 6.5 with its optional Sport Chrono Package, while its top speed is 227 km/h.
Of note, all Macans feature a fully automated seven-speed dual-clutch PDK transmission with steering wheel paddle shifters, plus Porsche Traction Management (PTM) active all-wheel drive with an electronic map-controlled multi-plate clutch is also standard, as is an automatic brake differential (ABD) and anti-slip regulation (ASR).
The second-rung Macan S sports a massive jump in straight-line performance due to a 3.0-litre V6 turbo behind its reshaped front grille, pushing 348 horsepower and 352 lb-ft of torque down to all wheels for a lickety-split acceleration time of just 5.3 seconds to 100km/h, or 5.1 with the Sport Chrono Package, while its new terminal velocity is 254 km/h.
The biggest change externally is a one-piece body-wide LED taillight cluster. (Photo: Porsche)
Yes, those Macan S performance numbers have been improved for 2020, so Porsche couldn’t arrive with a new Macan Turbo held back by the same engine specs. Instead, the new Turbo gets nearly 10 percent more thrust, its 2.9-litre twin-turbo V6 good for 34 more horsepower at 434, while torque remains the same at 406 lb-ft. This shaves 0.3 seconds from its zero to 100km/h sprint time, the result being 4.5 seconds or 4.3 with its Sport Chrono Package, while its terminal velocity rises by 5 km/h to 270 km/h.
A few standard Macan Turbo performance features now include one-inch bigger 20-inch Macan Turbo alloys, Porsche Surface Coated Brakes (PSCB) that manage stops faster than the SUV’s outgoing standard braking setup, Porsche Active Suspension Management (PASM) dampers, a sport exhaust system, and more, while a bevy of performance options include (but aren’t limited to) a height-adjustable air suspension system with rolling pistons and new shock absorber hydraulics, Porsche Torque Vectoring Plus (PTV +), and Porsche Ceramic Composite Brakes (PCCB).
Along with the 10.9-inch centre display all 2020 Macans receive, the Turbo gets Alcantara roof pillars and headliner, 18-way front seats, and more. (Photo: Porsche)
The new 2020 Macan Turbo adds some special touches inside as well, such as standard Alcantara-wrapped roof pillars and roofliner, 18-way front Adaptive Sport Seats with memory, a 665-watt Bose Surround Sound audio system boasting 14 speakers, and the list goes on.
Its list of convenience and luxury options is long too, and includes a GT Sport steering wheel, wireless charging that comes in a package with a special Smartphone Compartment, semi-autonomous self-parking and traffic assistance systems, and more.
The new 2020 Macan Turbo can be ordered now at your local Porsche dealer, and will arrive here in Canada toward the end of this year, while you can drive away in a new 2020 Macan and Macan S now.
Mitsubishi has made a bold move by entering an SUV-coupe into the mainstream market, but we like its new Eclipse Cross very much. (Photo: Karen Tuggay)
What’s in a name? So much. I’m actually a tiny bit put off by Eclipse Cross, the name Mitsubishi is using for its new compact crossover SUV. There’s nothing particularly wrong with the two words chosen, unlike when Buick named one of their mid-size sedans after Canada’s national game that actually had another somewhat raunchy colloquial meaning in French, but it sends my mind back to a better (automotive) time when personal 2+2 sports coupes like the Japanese brand’s own Eclipse, Honda’s Prelude, Nissan’s 240SX, and Toyota’s Celica, amongst myriad others, were what many of us longed to cruise the strip in on Friday and Saturday nights before autocrossing on Sundays, but now all of these low-riding, two-door hardtops are gone, leaving us with a glut of two-box sport utilities.
A few of these car-based crossovers are slightly more unusual, however, making this mostly practical market sector more intriguing than it might otherwise be, with the edgy new Eclipse Cross top of this category’s list of orthodox heretics. It’s a particularly good choice for buyers not requiring all of the Outlander’s cargo capacity yet wanting more get-up-and-go than an RVR, plus its sporty SUV-coupe design pulls some of the premium pizazz down from luxury juggernauts like BMW and Mercedes-Benz that offer similarly sized variants in their X4 and GLC Coupe models respectively. I’m not trying to say this commoner’s shuttle somehow measures up to such lofty Europeans, but it’s got a strut all its own and therefore deserves a level of respect for going its own way in a compact SUV class that’s more often than not safer than safe.
It’s sloped rear roofline is joined by a very stylish combination of taillights and two rear windows. (Photo: Karen Tuggay)
Most brands that choose to get their funk on turn to the smallest subcompact SUV category to do so, where Mitsubishi pits its comparatively conservative RVR against more unusual entries such as the Kia Soul and Toyota C-HR (Nissan’s Juke, and before that the Cube, which was the oddest of them all, laid to rest a number of years ago, the latter replaced by the more mainstream Kicks), while, size aside, the Mazda CX-3 is closer to the Eclipse Cross as far as consumer acceptability and sporty driving dynamics go, but the larger Mitsu is the only SUV-coupe in its bigger compact segment.
The Eclipse Cross reaches 4,405 mm (173.4 in) from nose to tail, with a 2,670 mm (105.1 in) wheelbase, while it stretches 1,805 mm (71.1 in) wide and stands 1,685 mm (66.3 in) tall. This makes its wheelbase identical to the brand’s Outlander that in fact measures 290 mm (11.4 in) longer overall, while its width is a mere 5 mm (0.2 in) thinner and height 25 mm (1.0 in) lower to the ground. This means it’s about the same size as the Outlander other than length, which combined with its sloped rear roof section, makes for a much more exciting looking SUV.
The 18-inch alloys are standard, but the LED headlamps are exclusive to this GT trim line. (Photo: Karen Tuggay)
As for styling, the Eclipse Cross wears Mitsubishi’s bold new “Dynamic Shield” design language rather well, better in my opinion than any other model in the lineup, other than the new 2020 RVR that takes this look to new heights. The drama continues around both sides where sculpted cutlines emerge about a third of the way through the front doors before slicing through the handles and meeting up with the lower edge of an even more enticing combination of LED tail lamps, these visually tied together by a narrow strip of lighting that separates two panes of back glass in similitude to Honda’s 2nd-generation (1988-1991) CRX or more recent (2011–2016) CR-Z, plus the Japanese brand’s defunct mid-size (2010–2015) Crosstour, although these three Hondas never included the Eclipse Cross’s light strip. Additional body sculpting along the rocker panels bends upward before rounding the rear fenders, these matching the Eclipse Cross’s muscular front fender design with a slight nod to the past (2004–2011) Endeavor mid-size crossover SUV, a long-term tester I had the pleasure of living with for more than a few months way back when.
Framed behind a sharp looking set of standard 18-inch alloy rims on 225/55 all-season rubber is a fully independent MacPherson strut front suspension and multi-link rear setup incorporating stabilizer bars at each end, all of which combines for ample grip to keep its 1.5-litre turbo-four in control. The diminutive engine, good for 152 horsepower and 184 lb-ft of torque, sends its output through an innovative continuously variable transmission (CVT) complete with eight forward gears, or should I say simulated gears, shiftable via two of the best magnesium column-mounted paddles in the business.
This three-part LED lighting element looks even better up close. (Photo: Karen Tuggay)
Why the best? Unlike most anything else in the entire industry, these longer than average paddle shifters are fixed to the steering column rather than the steering wheel, exactly like with the fabulous Evo X MR (RIP) and plenty of other Mitsubishi models, allowing accurate upshifts and downshifts even when the wheel is being turned.
This Eclipse Cross GT moved along well when pushed hard, feeling more energetic than its horsepower rating led on, without doubt due to its sizeable torque figure. Steering effort was firmer than most other compact SUVs I’ve driven, although light enough for easy daily use, while its ride quality was a bit more rigid, yet never uncomfortable. Its firm stance helped amid tight twisting curves, the Eclipse Cross feeling rock solid when getting aggressive, but this said I wouldn’t have thought it would be as good as it is when running errands around town or otherwise driving normally, as the powertrain responds like it’s in eco mode even when it’s not. Yes, you can still press the green “Eco Mode” button on the centre console if you want an even more relaxed experience, plus the fuel savings to go with it.
Unfortunately there’s no Sport mode, my right foot on the go-pedal the only way to extract all of the engine’s energy, and even with those aforementioned shift paddles the CVT isn’t the sportiest of transmissions (I’m being nice). It’s smooth, however, and therefore just what most buyers in this compact SUV class want, plus it’s very effective at moving this little utility down the road quickly while using as little gas as possible.
The Eclipse Cross provides a really well laid out cockpit. (Photo: Karen Tuggay)
In the wet, much of the Eclipse Cross’s straight-line speed and cornering capability is directly due to its standard Super All-Wheel Control, those four words collectively designated to Mitsubishi’s all-wheel drive system, which is an advanced torque-vectoring AWD honed from decades of rally car racing. True, it’s difficult to accept that this “performance” SUV is now the sportiest model in Mitsubishi’s once very racy lineup that previously offered the superb Evo X noted earlier, an all-wheel drive super compact that easily out-handled the Subaru WRX STI of the era, but Mitsubishi’s focus has changed now, with practical SUVs front and centre, one of which is a plug-in electric that’s giving it a good green image if not much in the way of profits.
Rather than cry over the Evo’s demise, it’s probably best to praise Mitsubishi for the Eclipse Cross’s fuel-efficiency. It’s rated at 9.6 L/100km city, 8.9 highway and 8.3 combined, which is good when compared to the segment-sales-leading Toyota RAV4 that can only manage 10.5 city, 8.3 highway and 9.5 combined, although it’s not quite as stingy on gas as the Honda CR-V’s estimated rating of 8.7 city, 7.2 highway and 8.0 combined.
The gauge cluster looks good and is easy to read in any light. (Photo: Karen Tuggay)
The previously noted turbocharged four-cylinder and CVT combination is identical no matter which of its three trim lines gets chosen (not including special editions), but like usual in this business Mitsubishi provided my Eclipse Cross tester in top-tier GT trim so I could experience all of its available goodies. This model hits the road for $35,998 plus freight and fees (check right here on CarCostCanada for all the pricing details, including dealer invoice pricing and rebate info that could save you thousands), and came well equipped with LED headlights, a head-up display unit, a multi-view rearview camera with active guidelines, an excellent 710-watt Rockford Fosgate Punch audio system featuring nine speakers including a 10-inch sub, a heated steering wheel, two-way heatable rear outboard seats, leather upholstery, a six-way power driver’s seat, a two-pane panoramic glass sunroof, plus more.
This top-line GT also boasts everything from the mid-range SE trim’s available Tech Package, including auto high beams, adaptive cruise control, forward collision mitigation with pedestrian warning, lane departure warning, an auto-dimming rearview mirror with an integrated universal garage door remote, roof rails, and a stylish silver-painted lower door garnish.
Mitsubishi’s head-up display powers up out of the dash. (Photo: Karen Tuggay)
Items grandfathered up to GT trim from the just-noted SE include those paddle shifters mentioned earlier, plus proximity keyless entry and pushbutton start/stop, an electric parking brake (the base model uses a classic handbrake), a leather-clad steering wheel rim and shift knob, automatic headlamps, rain-sensing windshield wipers, two-zone auto HVAC (an upgrade from base trim’s single-zone automatic climate control), blind spot warning, etcetera for just $29,998, while items pulled up from $27,998 base ES trim include LED daytime running lights, fog lights, LED side mirror turn signals, LED tail lamps, a tilt and telescopic steering column, a colour multi-information display in the primary gauge package, the “ECO” mode mentioned a moment ago, micron-filtered auto climate control, two-way heatable front seats, plus more.
Eclipse Cross interior quality is good, including a dash completely made from a premium-like pliable composite that bends all the way down to the middle portion of the instrument panel, while nice soft synthetic front door uppers add to the luxury feel, along with even plusher door inserts just below, and a comfortable set of armrests with contrast stitching. Their orange contrasting thread matches with the seat bolster stitching nicely, while all added colour is applied tastefully (unlike some in the compact SUV category).
The infotainment system is excellent. (Photo: Karen Tuggay)
Mitsubishi has organized the primary instruments well, with an amply sized colour trip computer between its two conventional dials, while over on the centre stack its 7.0-inch centre display offers an upscale look. Tap, pinch and swipe finger prompts can be used in the usual smartphone/tablet-style touchscreen way, but that’s not all as Mitsubishi provides an impressive touchpad on the lower console for those who’d rather not reach all the way to the dash when entering commands. I’m impressed at this entry-level brand incorporating such a sophisticated infotainment system as standard equipment, its features and layout comparable to a number of premium SUVs on offer.
Within the bright, graphical interface is standard Apple CarPlay and Android Auto smartphone integration, a big backup camera with active guidelines (my tester including an upgraded multi-view version), Bluetooth with audio streaming, satellite radio, two USB charging/connectivity ports, and more.
The Eclipse Cross’s driver’s seat is comfortable, thanks to good powered adjustability. I was able to set up an ideal driving position due to ample rake and reach via the tilt and telescopic steering wheel, but alas the seatback didn’t include any adjustable lumbar support. Still, its ergonomically shaped design provided good lower back comfort anyway, although as I’ve experienced during countless road trips, the ability to make periodic seat adjustments so as to ease acquired pain is important.
Along with its touchscreen functionality, the infotainment system accepts finger prompts from this handy touchpad. (Photo: Karen Tuggay)
The steering wheel mentioned a moment ago is nicely designed with a reasonably thick leather rim, while the ability to heat it up was appreciated. The front seat heaters cooked up a storm too, but with just two temperature settings available I found my driver’s seat was either too hot or too cold, never just right.
The second row of seats offers up a lot of space and comfort, plus it includes a flip-down armrest in the middle that integrates the usual set of cupholders. The rear seat heaters on the backside of the front console are an easy reach, while my test model’s rear glass sunroof joined up with this SUV’s ample visibility out the rear windows for a really open and airy experience in back.
The Eclipse Cross doesn’t offer a powered tailgate, which wouldn’t matter to me personally, but something that would truly sway my vote would be more accommodating 40/20/40 split-folding rear seatbacks than the 60/40 division provided, or at the very least a centre pass-through so I’d be able to load skis down the middle while my rear passengers enjoyed those previously mentioned seat warmers on our way back from the mountain, but for reasoning that can only come down to cost savings, only a couple of mainstream volume-branded rivals offer this premium-level convenience. Then again, it’s not like this new Mitsubishi breaks rank when it comes to cargo flexibility, yet the automaker may want to reconsider this because it could be a leader and therefore garner sales it hasn’t been able to thus far.
The driver’s seat is good, but it needs adjustable lumbar support. (Photo: Karen Tuggay)
Continuing on this practical train of thought, even this segment’s sportiest SUV has to measure up when it comes to hauling gear, so it’s good the Eclipse Cross provides plenty of luggage capacity to go along with its sizeable passenger compartment. By the numbers, the Eclipse Cross offers 640 litres (22.6 cu ft) aft of the rear seats, and 1,385 litres (48.9 cu ft) behind the front seats when the rear seatbacks are lowered, making it 26 litres (0.9 cubic feet) more voluminous for cargo than the subcompact RVR when both model’s rear seats are in use, albeit 17 litres (0.6 cubic feet) less so when those seatbacks are dropped down. Hence, the compromise of a sporty SUV-coupe compared to a more conventional crossover SUV.
When comparing the Eclipse Cross to its bigger Outlander brother, which is closer in most external dimensions, it’s a full 328 litres (11.6 cubic feet) less accommodating behind its back row, and a whopping 407 litres (14.4 cubic feet) less so when both SUVs’ have their rear seatbacks lowered. Mitsubishi helpfully includes a removable cargo floor to expand on cargo space by unveiling a fairly large stowage compartment underneath.
On the negative, when I pulled those rear seatbacks up so they could be used again, I found their headrests almost impossible to yank up from their deep-set lowered positions. It really took all of my strength, and while I’m no Charles Atlas, the level of effort needed bordered on the outrageous. I’m sure the headrest mounts would free up in time, but this presupposes that an owner is capable of pulling them up in the first place. I recommend you find out if you can do so even before going on a test drive, and also that Mitsubishi dealers make sure their service departments check this as part of their pre-delivery inspection regimen.
Love all the light shining from above. (Photo: Karen Tuggay)
Now that I’m griping, I experienced way too many annoying creaks and squeaks from the rear when underway. It’s possible this has something to do with the removable cargo floor noted earlier, but I doubt it. It’s more likely due to the fitment of the rear sunroof, or even more likely the rear seats, as some of the squeaking sounds seemed more like leather rubbing together. Therefore I’d really like to test the Eclipse Cross with its fabric seats, and find out just where all the noise is coming from.
On a more positive note, I liked having separate power sunshade controls for both front and rear sunroofs, as it allowed rear passengers more overhead light while front occupants were shaded, or vice versa.
Another thumbs up goes to the rear wiper that engages automatically when reversing if the windshield wipers are on, while the previously noted head-up display (HUD) was a helpful tool being that it provides key info directly in front of the driver where it can be seen easily without taking eyes off the road. Rather than projecting images directly on the windshield, which is the usual way an HUD works, Mitsubishi’s design is near identical to the HUD used by Mazda, in that a small transparent plastic reflector screen powers up atop the instrument hood, but the only problem with the Eclipse Cross version is that it’s somewhat distracting. It doesn’t really block the view ahead, but it kind of interrupts the mind’s eye. I did get used to it after a few days, to the point that it didn’t bother me at all, but I could understand if some others didn’t like it.
Rear seat roominess is good and the backrests are comfortable. (Photo: Karen Tuggay)
After pointing out the various Eclipse Cross positives and negatives that you may or may not agree with, I think we can all commend Mitsubishi for its industry-leading 5-year or 100,000-km basic (almost bumper-to-bumper) warranty and 10-year or 160,000-km powertrain coverage. No other manufacturer comes close to providing as much peace of mind, with the majority providing 2 years or 40,000 km less basic coverage, and 5 years or 60,000 km less powertrain warranty. This, and the fact that Mitsubishi is one of the more well respected automakers in global markets due to superb engineering and better than average dependability, makes its excellent warranty a top selling point that every consumer should factor in when purchasing a new vehicle.
Mitsubishi should also be commended for creating the Eclipse Cross’s compact SUV-coupe niche within its mainstream volume-branded class. True, the model’s year-to-date 2019 sales figure of 4,159 units (as of Sept 2019) leave it dead last in its segment, but when combining that number with Mitsubishi’s second-to-last Outlander sales of 8,568 units, its 12,727-unit overall brand impact on the compact SUV segment positions it above Subaru, GMC and Kia; an impressive accomplishment for one of Canada’s newest automotive brands (Mitsubishi Motor Sales was established here in 2002).
Most won’t mind the load hauling compromise, but the rear headrests are really hard to adjust. (Photo: Karen Tuggay)
This, combined with the Outlander PHEV, the only plug-in hybrid in the volume-branded compact SUV segment, shows that innovation remains a key component to Mitsubishi’s continued market presence and future growth, and despite some of us lamenting the loss of performance-first models like that Evo mentioned earlier, or the Eclipse sports coupe this crossover SUV pays tribute to, we need to acknowledge Bob Dylan’s famous line, the times they are a changin, and appreciate that only those willing to adapt will survive when times get tough.
There’s nothing quite as exciting as checking out all the makes and models, narrowing down your list and test driving those final few. As fun as this is, there are certain hitches throughout the process that can trip you up, especially when it comes to that tricky test drive.
In this article, we navigate you through this elusive art, and also explain why it’s so so SO important to familiarize yourself with the car’s dealer invoice price in Canada before putting down your money.
A dealer invoice report breaks down the MSRP (how much the dealer paid to own the vehicle), factory incentives, financing options, and more! So for example, if you’re curious about the BMW series 8 dealer price in Canada, a dealer invoice report is your secret weapon to making the negotiations process simpler.
Without further ado, let’s delve into the different techniques to adopt when test driving your dream car.
Research, Research, Research
We urge you to read reviews from people who’ve test-driven the same model before, get a dealer invoice report and effectively narrow down your top picks. The last thing you want to do is test drive more cars than you need to.
Create a checklist that meets your main criteria. When you do your homework, it’s much easier to identify the things you want and don’t want in the car and by default, it becomes easier to identify the things you like or dislike during the drive!
Bring a Buddy
Granted, you may not be a car savant, and that’s okay. Bring along a family member or friend. Even if they’re not as savvy themselves, that extra pair of eyes elevates the chances of noticing something that you may not.
Plus, they can provide valuable feedback as to what it’s like to ride as a passenger in the vehicle. Inexperienced buyers greatly benefit from bringing someone along as there are many potential concerns that crop up during your negotiations with the dealer that call for added support.
Inspect the Vehicle
Yes, looks matter! Conducting a visual inspection is as important as getting behind the wheel and giving the car a whirl. What to look for?
Make sure the size is optimal, and that the car will easily fit into your garage; break out the measuring tape if you must!
Inspect the cargo space and glove compartment; too much or too little will be a problem later on.
How about that legroom? The interior space should be sufficient for the driver and front and back seat passengers.
Adjust the seats to see if this can be done quickly and comfortably.
Try out the Bluetooth, GPS and radio to make sure there are no glitches.
Experiment with the buttons and knobs to ensure that everything is accessible and intuitive to use.
Get a Dealer Invoice Report
Now you may be wondering; how is a dealer invoice report vital to my test drive? As it turns out, this handy report is vital to not just your test drive but the entire buying process. Allow us to explain.
When you select a make and model and request your free report, you will immediately gain access to the following information;
MSRP (Manufacturer’s Suggested Retail Price – what the dealer paid to own the car)
Factory incentives
Lease and finance rates
Recommended dealerships
Vehicle pricing options
Comparable vehicles
With this information, you can access certified recommended dealerships and the negotiation process then becomes a breeze.
A majority of dealerships make a profit of 8.7% on selling a new vehicle. When you know the MSRP, follow the 3-5% rule – add 3-5% on the invoice figure in your report to calculate the most lucrative negotiation price!
Test driving is nothing by itself if you don’t get a good price without breaking your budget, right? Right! That’s why we encourage you to get a free report today – no matter the make and model you have in mind, we got you covered.
There are no visual changes for the 2019 QX60, but it still looks mighty attractive. (Photo: Karen Tuggay)
Back in the day, badge engineering was mostly a domestic issue. Certainly there were some instances of entry-level European brands sharing underpinnings with a luxury marque, but few would call an Audi Fox, which rode on the back of Volkswagen’s “mid-size” Dasher, a luxury car. The practice was more common in North America where full-size Chevy and Pontiac sedans were unabashedly transformed into Buicks and Cadillacs by grafting on new front and rear clips, stamping new sheetmetal, and gussying up their cabins with leather, faux woodgrain and chrome, but little else, which was probably why no one thought anything about luxury newcomers Acura, Lexus and Infiniti doing likewise when they arrived on the scene in the ‘80s. While these Japanese premium brands have now mostly done away with this exercise as they’ve gained more prestige, some hangers on still survive, like Infiniti’s QX60.
We can point fingers at others, like Lexus’ ES series that rests on the comfortable Toyota K platform, the same as Toyota’s Avalon, which also carries the RX and Highlander, not to mention the Camry mid-size sedan, Sienna minivan, and now discontinued Venza mid-size crossover, while Audi still shares plenty of its platform architectures with VW (and Bentley, amongst others), BMW with Mini, Alfa Romeo with Jeep, and so on, but most aren’t as obvious as Infiniti with the QX60 and Nissan’s Pathfinder.
The 20-inch alloys included with the Sensory package adds visual flair and performance benefits. (Photo: Karen Tuggay)
Truly, few premium models come closer to mimicking their mainstream volume-branded donor platform as the QX60 and Pathfinder, but to be fair to Infiniti the similarities aren’t easily seen outside. The luxury brand’s most accommodating crossover SUV incorporates its trademark grille and animal-like LED headlights up front, plus its curvy rear quarter window, and its more shapely wrap-around LED taillights, while the Nissan appears a lot more like a traditional truck-based SUV since it was refreshed for 2017.
No, the most noticeable similarities are found inside, where the two SUVs are near duplicates in design, layout, and overall goodness. Did you notice how I did that? No doubt you thought I was going to slam the QX60 for not measuring up to the luxury class, but despite a desire to see more differentiation between QX60 and Pathfinder interiors, they’re both very good at providing what customers in this family segment want and require, the Infiniti simply offering more when it comes to the choice and quality of materials, plus other niceties.
The QX60 interior mimics the Nissan Pathfinder’s a bit too closely, but it’s materials quality and finishing is good. (Photo: Karen Tuggay)
For starters, the QX60’s dash top, instrument panel fascia, glove box lid, lower console sides, and front door panels, from top to bottom, are covered in high-quality soft synthetics, while the Pathfinder is the king of hard plastics, covering each of these surfaces with low rent composites except for (oddly) the front door panels that receive the full soft-touch treatment too. The QX60 also moves these improvements into the rear passenger compartment, offering pliable rear door uppers, whereas hard shell plastic covers the Pathfinder’s inner door panels. What’s more, Infiniti covers each roof pillar in padded cloth too, while unlike some competitors Nissan doesn’t even wrap the front pillars.
Being a luxury brand, Infiniti makes other QX60 upgrades too, like replacing the Pathfinder’s faux woodgrain with genuine maple hardwood, covering the seats with high-grade leather featuring hourglass quilting on their inserts and contrasting piping around their outer edges, or at least this was the case with my tester’s top-tier Sensory trim, but the old-school electronic interfaces are near identical other than their digital branding and graphic design, the driver’s gauge package is the same except for Infiniti’s unique purple coloured theme within the dials and serrated metallic surrounds, this motif also carried over to the centre display, which just happens to not yet include Apple CarPlay or Android Auto smartphone integration, and while all the switchgear that controls these interfaces (plus everything else) are fairly unique and nicer in the more upscale QX60, they’re organized in mostly the same way.
The interior design hasn’t changed in years, but it’s highly functional and nicely laid out. (Photo: Karen Tuggay)
Together with the beautiful hardwood and soft leather, the $4,200 Sensory package includes three-way ventilation to the standard heated front seats, while second-row outboard positions get heated and the rearmost third row includes a powered folding return to make cargo hauling easier, while getting to that is made more convenient due to a motion activated powered tailgate. All seven QX60 occupants will likely appreciate the wide open feeling of the power panoramic sunroof up above, which comes complete with power sunshades, while they should also like this Sensory model’s 15-speaker surround-sound Bose audio upgrade, which uses digital 5.1-channel decoding, while all should also like the Advanced Climate Control System (ACCS) that includes auto-recirculation, a plasmacluster air purifier and a grape polyphenol filter. Lastly, the Sensory package enhances the QX60’s styling and road-holding with a special set of 15-spoke 20-inch alloy wheels on 235/55 all-season rubber.
Those wanting the Sensory package need to first add the $5,000 Essential package and $4,800 ProActive package, the first including remote start, entry/exit assist for the driver’s seat and steering wheel, rain-sensing windshield wipers, reverse-tilt side mirrors, two-way powered lumbar support for the driver’s seat, two-way driver’s memory with an Enhanced Intelligent Key, a 13-speaker Bose audio system, leather upholstery, Infiniti InTouch infotainment with navigation, lane guidance, and 3D building graphics, voice recognition, an Around View parking monitor with Moving Object Detection, front and rear parking sonar, SiriusXM Traffic, plus more.
Classic two-dial layout gets a nice colour multi-information display at centre. (Photo: Karen Tuggay)
The ProActive package adds auto-dimming side mirrors, headlight high beam assist, full-speed range adaptive cruise control, distance control assist, active trace control, lane departure warning and prevention, blindspot intervention, backup collision intervention, front pre-crash seatbelts, and Infiniti’s exclusive Eco Pedal.
All of this premium equipment gets added to a QX60 that’s already nicely equipped in base Pure trim, a well-priced competitor at just $48,695, due to features like auto on/off LED headlights, LED daytime running lamps, LED fog lights, LED tail lamps, roof rails, power-folding side mirrors with integrated turn signals, proximity keyless entry, pushbutton start/stop, a heated leather-clad steering wheel rim, a power tilt and telescopic steering column, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, an auto-dimming rearview mirror, a universal remote garage door opener, a (normal sized front) powered moonroof, micro-filtered three-zone auto HVAC, an 8.0-inch centre touchscreen with a reverse camera, SMS/email display, satellite radio, three USB charge ports, a power rear tailgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, etcetera (see all 2019 and 2020 Infiniti QX60 pricing right here at CarCostCanada, with details about trims, packages and individual options, plus don’t forget to look up special manufacturer rebate info and dealer invoice pricing that could save you thousands).
A nicely organized centre stack has stood the test of time, while features are plentiful. (Photo: Karen Tuggay)
Many of these features are available with the Pathfinder, by the way, so it isn’t like top-level trims of the Nissan-branded utility aren’t up to snuff, especially when compared to their true mainstream competitors, but as it should Infiniti takes its feature allotment up a notch or two. Fortunately, not much differentiation in mechanicals is needed to remain popular, where both SUVs use the same direct-injected 3.5-litre V6 and continuously variable transmission, the latter featuring nearly real feeling stepped gear ratios. It’s one of the better CVTs available today, and ideally suited to the QX60’s comfort-oriented mission. Take note, however, that all-wheel drive comes standard with the QX60 and is optional with more basic Pathfinder trims.
Performance off the line and during passing manoeuvres is good thanks to 295 horsepower and 270 lb-ft of torque, which is 11 horsepower and 11 lb-ft more than the Pathfinder, while the CVT gets a manual mode for more spirited engagement. Additionally, Infiniti provides driving modes with default (a best of all worlds compromise), Sport (that makes adjustments to the engine and transmission to enhance performance), Eco (that adjusts engine and transmission responses to improve fuel economy), and Snow (that controls engine output to reduce wheel spin) settings, compared to the Pathfinder that only offers the choice of 2WD, AUTO, and LOCK for its “i-4×4” Intelligent 4WD system. The Pathfinder’s 4WD settings are no doubt best off the beaten path, as would be its 7.0 inches of ground clearance compared to 6.5 inches for the QX60, but Infiniti’s design is more useful for combatting slippery conditions on pavement.
Real maple hardwood adds a touch of elegance throughout the QX60 cabin. (Photo: Karen Tuggay)
And how is fuel economy impacted? The QX60 does very well with an estimated rating of 12.5 L/100km city, 9.0 highway and 10.9 combined, while a fully loaded Pathfinder with AWD can manage a claimed 12.4 city, 9.2 highway and 11.0 combined.
Both QX60 and Pathfinder models ride on an identical fully independent suspension setups too, constructed of struts up front and a multi-link system in back, plus fore and aft stabilizer bars and coil springs, but this sameness aside the Infiniti feels more solid and substantive than the more affordable alternative. It likely comes down to some of the previously noted soft surfaces and additional sound deadening materials subduing interior noise, vibration, and harshness, not that the Pathfinder I tested recently was harsh in any way. Either way, the QX60 is more upscale, as it should be.
This more substantive presence, and suspension tuning, makes for a smoother and more comfortable ride as well, but truly both SUVs coddle their passengers well, no matter the road below, while these two can manage fast-paced curves reasonably well too, as long as no one gets unrealistically overenthusiastic.
The otherwise comfortable driver’s seat would have been better with 4-way lumbar support. (Photo: Karen Tuggay)
A QX60 disappointment is lumbar support, because its two-way in-and-out design (which is identical to the Pathfinder’s) simply doesn’t cut it in the premium sector. They at least should’ve made a four-way system available, because the way it is now makes it so you’ll either receive ideal pressure just where you want it, or not, the latter being reality for my five-foot-eight body type. A four-way system provides upward/downward adjustment so as to meet up with the lower backs of all types of bodies.
Two-way lumbar support aside, the driver’s seat is fairly comfortable and should be amply big in order to satisfy for most owner’s needs, while the 60/40-split second-row bench seat is plenty accommodating too, due to loads of space to each side plus fore and aft adjustability. Infiniti installed a comfortable armrest with integrated cupholders in the middle, making it a good place to idle away the hours. The QX60’s rearmost row isn’t the biggest or the smallest in this mid-size luxury segment, but it should be ample for all but large teenagers and adults. Better yet, the QX60 provides the same innovative second-row seat folding mechanism to access that third row as the Pathfinder, which allows a child safety seat to remain installed (without the child strapped in) when sliding it forward and out of the way.
Second- and third-row roominess is good. (Photo: Karen Tuggay)
Safety seats in mind, the needs more child seat latches, especially in the very back, but on the positive the Nissan/Infiniti Rear Door Alert system is really smart. It uses door sequence logic, together with a message alert within the gauge cluster, plus multiple horn beeps, to cause its driver to check the rear compartment after parking and shutting off the ignition. It’s an important step towards reducing and hopefully eliminating child and pet injuries and deaths after being left behind in the summer heat of parked vehicles.
The QX60 is also accommodating for cargo, with a total of 447 litres (15.8 cubic feet) available aft of the third row (this area made even more functional due to a stowage compartment under the load floor), 1,155 litres (40.8 cubic feet) behind the 50/50-split third row via powered switches mounted on each cargo wall, and 2,166 litres (76.5 cubic feet) of total cargo space available when the 60/40-split second-row seats are folded forward via manual levers on their sides. Some competitors also make automated second-row seats available, but this setup should work well enough for most.
Plenty of room for cargo here. (Photo: Karen Tuggay)
After all is said and done the QX60 is getting on in years, but aging doesn’t necessarily translate into outdated. True, its cabin electronics could use updating and, as noted earlier, I’d appreciate less obvious ties to its Pathfinder cousin, but it’s attractive from the outside in, has been finished with good quality materials, drives quite well, and provides seven-occupant luxury and plenty of practicality for an affordable price when compared to its closest premium rivals. Of note, this 2019 version is no different than the 2020 model that’s starting to arrive now, other than all the packages outlined in this review transforming into four trim levels, plus some new option packages.
This said a complete redesign isn’t far off, and expected to arrive in 2020 as a 2021 model, but if you need to upgrade now you’ll be well taken care of with this 2019 QX60, or the new 2020 version.
Mitsubishi has aligned its 2020 RVR styling with the rest of the brand’s SUVs, and by so doing given its front fascia a dramatic new look. (Photo: Mitsubishi)
Mitsubishi’s RVR has long become a fixture on Canadian roads, having entered our market as far back as 2010 when its handful of subcompact crossover SUV rivals included Honda’s Element, Jeep’s Compass and Patriot, Kia’s Soul, Nissan’s Cube and Juke, plus Scion’s xB.
Initially the little utility did quite well, achieving third place in category sales during its first full year before attaining best-in-class deliveries for 2013, but nearly a decade of minimal updates, other than reworked grille and lower front fascia designs for the 2016 model year, have resulted in so-so sales ever since.
Mitsubishi hopes to change this with its much more dramatically refreshed 2020 RVR. Stylistic similarities to the edgy new Eclipse Cross were obviously intended, but the new RVR provides standard LED headlamps plus a pair of truly unique standard four-lens LED daytime running lamps, while down each side is an eye-catching chromed front fender “vent”, all before the SUV’s hind end gets new standard LED taillight clusters above a new bumper with more intricate detailing. This said the 2020 RVR’s highlight item might be the new standard 8.0-inch infotainment touchscreen found in its updated interior.
These standard LED taillights join standard LED headlamps and DRLs up front. (Photo: Mitsubishi)
To clear up an confusion, the RVR is also called Outlander Sport south of the 49th and ASX in the Europe markets and elsewhere. This new version was initially introduced at the Geneva motor show in March before arriving here in Canada, and now that we have pricing and all other details on the automaker’s Canadian retail site, it’s clear to see that there’s more about the redesign than some stylish new duds.
The 2020 RVR is also a better value, thanks to its base price staying at $22,998 plus destination and fees, yet its many new updates being included in the standard fare. On that note the 8.0-inch Smartphone Link Display Audio centre touchscreen also includes standard Apple CarPlay and Android Auto smartphone integration, plus a bigger backup camera.
Additionally, all new 2020 RVR trims get heatable power-adjustable exterior mirrors, variable intermittent wipers, heated front seats, Bluetooth, anti-theft security, a rooftop rear spoiler, hill start assist, traction control, active stability control, a brake override system, plus more.
A refreshed interior gets a new standard 8-inch infotainment touchscreen with Apple CarPlay, Android Auto, and a bigger rearview camera. (Photo: Mitsubishi)
Mitsubishi also makes its advanced All Wheel Control (AWC) all-wheel drive system more affordable this year, by providing it in new ES AWC trim that starts at only $25,498.
Mitsubishi offers seven trim levels for 2020, with the just-above-base $25,298 SE FWD now providing standard blindspot warning with rear cross-traffic alert, a combination only offered on pricier trims last year.
The all-wheel drive SE AWC, at $27,998, incorporates the same fuel-efficient continuously variable transmission (CVT) as its more entry-level siblings, yet replaces the model’s 2.0-litre four-cylinder engine for a larger 2.4-litre version, which brings output up from 148 horsepower and 145 lb-ft of torque to a potent 168 horsepower and 167 lb-ft of torque, while this model also features standard LED fog lights.
Above this is $29,798 SEL AWC trim that replaces the 16-inch alloy wheels to a new sportier set of 18-inch alloys, while also adding plusher, more pampering microsuede upholstery.
The RVR should continue offering strong performance thanks to carryover 148 and 168 hp 4-cylinder engines. (Photo: Mitsubishi)
Instead of the SEL AWC you may want to consider moving up to the $30,798 Limited Edition AWC (dubbed Black Edition last year), which provides a black headliner, a heated steering wheel rim, and a centre console kneepad with contrast red stitching.
The blackened headliner and heatable steering wheel are included in the top-line $33,998 GT AWC too (Mitsubishi has discontinued use of the “GT Premium” nameplate for 2020), as well as a new chrome beltline moulding.
Finally, new colour choices include standard Oak Brown and Sunshine Orange, which join carryover standard colours Sterling Silver and Titanium Grey, whereas a new Red Diamond exterior paint colour becomes available for $450, alongside $300 optional Labrador Black, Octane Blue, and Pearl White exterior paints.
“RVR is our number one selling nameplate,” stated Juyu Jeon, president and CEO, Mitsubishi Motor Sales of Canada, Inc. “As an entry-level SUV, RVR has done the important job of introducing new customers to the brand and these customers are staying and growing with Mitsubishi Motors. We believe with its new bold, rugged look, Canadians will want to revisit why RVR has become a Canadian favourite for Mitsubishi.”
The 2020 911 Carrera 4 Cabriolet is a true all-season convertible. (Photo: Porsche)
This winter will be “colder than normal,” says The Old Farmer’s Almanac in this year’s Annual Weather Summary for Southern British Columbia, while “temperatures, precipitation, and snowfall will be above normal” in Southern Ontario.
Yikes! Ready for the dark days of winter yet? Anyone with a reasonably good memory will get a chill when thinking back to the past two winter seasons, while February of 2019 was Vancouver’s coldest on record ever. Now, early storms are already rearing their ugly heads across Canada, bringing these bitter memories back earlier than expected, but you won’t need to concern yourself about getting around if you ante up for Porsche’s all-new redesigned 2020 911 Carrera 4 Coupé or 911 Carrera 4 Cabriolet.
The new Carrera 4 sports rectangular tailpipes for a unique look. (Photo: Porsche)
The Stuttgart-based performance/luxury brand has been introducing its fresh new 911 throughout the year, and its latest Carrera 4 models couldn’t have timed their arrival better. Using the identical 3.0-litre twin-turbocharged six-cylinder “boxer” engine as found in the new Carrera 2, making 370 horsepower and 331 lb-ft of torque, the new Carrera 4 Coupe blasts from standstill to 100 km/h a scant 0.1 seconds faster than the Carrera 2 at just 4.5 seconds when shifted by its seven-speed manual transmission, or 4.3 seconds when mated up to its paddle-shift infused eight-speed PDK gearbox. Even better, the Carrera 4 can accomplish the same feat in a mere 4.1 seconds when Porsche’s Sport Chrono Package enhances the dual-clutch automated transmission.
Furthermore, only 9.7 seconds is required to zip from zero to 160 km/h with the manual gearbox, or 9.3 seconds for the PDK, while the two model respectively top out at 292 and 290 km/h. If the convertible is your thing, the new Carrera 4 Cabriolet takes just 0.2 seconds longer to achieve each timed exercise, while its top speed is a lofty 289 km/h.
Fabulous looking new Carrera 4 Coupé is even more stable in inclement weather than the previous generation. (Photo: Porsche)
Identical to the 2020 Carrera 4S released earlier this year, the redesigned Carrera 4 features a new water-cooled front differential, which includes reinforced clutches that increase load capacity and durability. Together with Porsche Traction Management (PTM), the new front axle drive system enhances the Carrera 4’s grip in slippery situations, while also improving performance in dry conditions.
Additionally, all 2020 911 Carrera buyers get an innovative new Wet mode as part of the upgraded steering wheel-mounted driving mode selector. The smart technology automatically maintains greater control over slippery road surfaces when turned on, while all new 911 trims improve safety further via standard autonomous emergency braking with moving object detection, while a high-resolution rearview camera plus rear parking assist come standard too.
The new 911 incorporates all of Porsche’s most advanced electronics. (Photo: Porsche)
Also standard, Porsche Active Suspension Management (PASM) improves high-speed handling thanks to electronically variable dampers with both Normal and Sport settings, while Porsche Torque Vectoring, which comes standard with the pricier S and 4S, is now offered as optional equipment when ordering the new Carrera 4 Coupe and Cabriolet.
Other features include the optional Porsche Ceramic Composite Brake (PCCB) system, plus staggered front and rear 20- and 21-inch alloy rims, while staggered 19- and 20-inch alloy wheels come standard.
As for exterior styling, you’ll have a difficult time trying to spot a Carrera 4 when it’s driving toward you, but you might catch its italicized “4” on the rear deck lid when it passes you by, or alternatively see if two rectangular tailpipes have replaced the base model’s twin oval tips. This isn’t an exact science, however, as it’s possible for Carrera 4 customers to purchase an available set of dual oval exhaust pipes, but take note if a quad of round ports are filling out the 911’s lower rear apron it’s a Carrera 2S or 4S. Got that?
These redesigned sport seats, standard with both Carrera 2 and Carrera 4 models, are classic Porsche designs. (Photo: Porsche)
This said nothing is so obviously unique inside either 911 Carrera 2 or 4. Both models arrive standard with the German brand’s almost entirely digital primary gauge cluster, with only its classic analogue tachometer at centre, while the new 10.9-inch Porsche Communication Management (PCM) touchscreen infotainment interface fills the top portion of the centre stack, featuring enhanced connectivity no less. Hardly last on an extensive list of standard features, both 911 Carreras feature the same reportedly comfortable and supportive redesigned seats.
The fresh new 2020 Porsche Carrera 4 Coupé is now available to order from $111,900, plus freight and fees, as is the Carrera 4 Cabriolet, start at $126,000.
The stylish Jeep Compass looks even better off-road. (Photo: Trevor Hofmann)
When first hearing news that Jeep would be cancelling its boxy Patriot and keeping its somewhat sleeker Compass, I wasn’t happy. It’s not that I loved the Patriot in any great way, but it was a lot more intriguing than the first-gen Compass, at least to me, plus it provided a bit of off-road capability. In spite of my silent opposition, Jeep followed through by discontinuing the Patriot in 2017, but the totally new second-generation Compass that followed that year as a 2018 model quickly made up for any concern, thanks to much more appealing lines, a wholly upgraded interior and a significant improvement in drivetrain specs.
The first-generation Compass was actually available for a full decade, from 2006 to 2016, with just one major facelift in 2011. That’s when Jeep transformed it from its Liberty/Wrangler-esque styling roots to a much classier Grand Cherokee wannabe, at least up front, but this entirely new second-gen Compass adopts even more design cues from the since-revised and very attractive Grand Cherokee, resulting in a great looking compact crossover SUV. I can’t continue one without noting how much the rear end of this SUV looks like the new Volvo XC40, but in fairness to Jeep the shapely Compass arrived a full year before the new entry-level XC40, so therefore it’s more likely that Jeep influenced Volvo instead.
The Compass is just as capable over easy backcountry roads…
Of course, Jeep has made impressions on luxury brands before. Anyone claiming Mercedes’ G-Class (Gelandewagen) paid no homage to Jeep’s iconic CJ/Wrangler (plus Land Rover’s Series 1/11/111/Defender and Toyota’s Land Cruiser J40/70) when it arrived in 1979 isn’t being fully honest, and with respect to this new Compass, it’s not only premium in styling, but does a decent job of mimicking a compact luxury utility inside as well.
You’ll want to move up from my tester’s just-above-base North trim to a Trailhawk, Limited or High Altitude model in order to get some of the more luxurious finishings, but this second-rung example has a nicely finished cabin nonetheless. Its dash top and most of the instrument panel is soft to the touch, wrapping all the way around the infotainment touchscreen before spanning the front door uppers. The door inserts get a nice supple padded leatherette treatment too, similar to the armrests that also boast attractive cream and copper dual-tone contrast stitching to match the same on the leather-wrapped steering wheel, shifter boot, and seat upholstery.
Those seats include stylish hexagonal-pattern black fabric inserts and leatherette bolsters, plus are quite comfortable due to a good inherent design and four-way power lumbar support. Yes, you heard me right, this hardly loaded compact Jeep gets an eight-way powered driver’s seat with four-way lumbar, this latter feature not always included with some premium brands’ offerings.
…. as it is through rougher situations. (Photo: Trevor Hofmann)
The little Jeep also gets high-quality switchgear, with the standard two-zone automatic climate control system’s main dials trimmed in chrome with rubber grips, while my Compass tester included a separate HVAC interface within its upgraded 8.4-inch touchscreen that allowed me to swipe up and down for temperature settings, not to mention adjust the two-way front seat heaters and super-hot heated steering wheel rim.
The centre touchscreen provides many more functions, including plenty of entertainment choices from the usual AM/FM radio bands to HD as well as satellite radio, not to mention Bluetooth streaming audio, while the optional navigation system provided accurate route guidance and nicely detailed mapping, the standard Android Auto smartphone integration hooked up to my Samsung S9 easily (Apple CarPlay is standard too), a nice big reverse camera with active guidelines made parking a breeze, etcetera.
Its details look nice when cleaned up too. (Photo: Trevor Hofmann)
Yet more $29,645 Compass North trim features include 17-inch aluminum wheels wrapped in 225/60 all-season tires, automatic headlamps, fog lamps with cornering capability, body-coloured side mirrors and door handles, bright daylight opening mouldings, black roof rails, deep-tint sunscreen glass, proximity keyless entry, LED ambient interior lighting, and illuminated vanity mirrors, while features pulled up from the $26,150 base Sport model just below include an electric parking brake, pushbutton start/stop, heated and powered side mirrors, powered windows, tilt and telescopic steering, cruise control, a six-speaker audio system, an aux input and USB connectivity/charging port, a second-row USB charger, a 115-volt household-style power outlet, two 12-volt chargers, a forward folding front passenger seat, a capless fuel filler, hill start assist, tire pressure monitoring, a block heater, and the list goes on.
The previously noted eight-way powered driver’s seat is optional, as are the heated front seats and steering wheel rim, and the 1.4-inch larger 8.4-inch infotainment touchscreen with navigation, while my test model also boasted a really impressive, fully featured, high-resolution 7.0-inch digital gauge cluster between the otherwise analogue dials, a windshield wiper de-icer, rain-sensing wipers, an auto-dimming centre mirror, rear parking sonar, blindspot monitoring with rear cross-traffic warning, remote start, heavy-duty all-weather floor mats, a full-size spare tire, a Class III tow package, and more.
The Compass cabin is quite upscale for a subcompact utility. (Photo: Trevor Hofmann)
The standard quad-halogen headlamps can be upgraded to bi-xenon HIDs with LED signatures, while LED taillights can also be added, as can a set of 18-inch alloys on 225/55 all-season tires, an upgraded audio system with Alpine speakers, a two-pane panoramic sunroof, plus a powered liftgate, while the Compass’ convenience and safety can be enhanced by opting for adaptive cruise control with stop and go, automatic high-beam headlamp control, forward collision warning with active braking, advanced brake assist, and lane departure warning with lane keeping assist, and this is merely North trim.
You can also get the Compass in $30,940 Altitude trim, which ups the ante with glossed black 18-inch alloy wheels, yet more glossy black exterior trim including a black-painted roof, plus auto on/off headlights, nicer upholstery, a set of dual exhaust tips, and additional changes, while the $31,640 Upland model includes the 17-inch off-road alloy wheels found on the aforementioned Trailhawk model, as well as its unique front fascia, front skid plate, tow hooks, and other styling upgrades.
A big 7-inch multi-info display puts key functions just where you need them. (Photo: Trevor Hofmann)
The full $34,145 Trailhawk model includes an off-road package with a unique raised uprated suspension setup, plus off-road tires encircling the just-mentioned 17-inch alloys, underbody skid plates, hill descent control, the previously noted 7.0-inch digital gauge cluster display and 8.4-inch centre touchscreen as standard, rain-sensing wipers, ambient-lighted cupholders, and leather upholstery.
Limited trim, which starts at $36,145, builds on the more car-like Altitude trim, adding the aforementioned remote start system, the windshield wiper de-icer, heated front seats, and heated steering wheel as standard equipment, plus it includes a 12-way power driver’s seat, whereas the top-line $38,340 High Altitude model features the HID headlights, LED taillights and navigation system as standard equipment, while also adding 19-inch wheels and tires, plus perforated leather upholstery (learn more about 2020 Jeep Compass pricing, including trims, packages and options, plus make sure to research available rebates and dealer invoice pricing that could save you thousands, right here on CarCostCanada).
This 8.4-inch touchscreen is optional, yet well worth the upgrade. (Photo: Trevor Hofmann)
No matter which trim line you choose, the 2020 Compass is quite spacious for its subcompact crossover SUV designation. It provides lots of room in the front, plus plenty of driver’s seat adjustability, with good reach from the telescopic steering column, providing me with an ideal driving position, while there’s more headroom than most anyone should ever require.
Once I’d set my driver’s seat up for my long-legged, short-torso body type, a process that forced me to slide it further back than most people measuring my five-foot-eight height would normally need to, I nevertheless had approximately six inches in front of my knees when seated directly behind in the second row. I also had about four inches above my head, plus another four next to my hips and shoulders, while the Compass includes a comfortably wide folding armrest in the middle. The window seats are comfortable with decent lower back support, and the aforementioned rear seat amenities, which also included good air circulation through vents on the backside of the front console, aided rear seat relaxation.
An optional 8-way powered driver’s seat includes 4-way power lumbar. (Photo: Trevor Hofmann)
The luggage compartment features the usual carpeting on the floor and seatbacks, plus four chrome tie-down rings, and the usual 60/40 split-folding rear seats that grow cargo capacity from 770 litres (27.2 cubic feet) to 1,693 litres (39.8 cu ft). This is up 127 litres (4.5 cu ft) from the old version of this SUV when the seats are left in place, yet it’s 82 litres (2.9 cu ft) less accommodating when they’re laid flat.
Repositioning myself in the driver’s seat, I saw no Eco or Sport driving modes to eke out better mileage or drive the most performance from the Compass’ standard 2.4-litre Tigershark MultiAir four-cylinder engine, or for that matter its three drivetrains. The engine makes 180 horsepower and 175 lb-ft of torque, potent for its subcompact SUV segment, while fuel consumption depends on whether it’s mated up to the base front-wheel drive, six-speed manual combination (10.4 L/100km city, 7.3 highway and 9.0 combined), front-wheel drive with the six-speed auto (10.6 city, 7.6 highway and 9.3 combined), which also features auto stop/start that automatically shuts the engine off when it would otherwise be idling, or four-wheel drive with its nine-speed auto (10.8 city, 7.8 highway and 9.5 combined) that also boasts idle stop/start. Only Sport trim offers the manual, with the Sport, North and Altitude models allowing for the option of front-wheel drive with the six-speed automatic, while all trims can be had with the 4WD, nine-speed configuration, which is standard on Upland models and above.
The spacious rear seating area is plenty comfortable too. (Photo: Trevor Hofmann)
The Compass is wonderfully fun to drive, especially when equipped with my tester’s steering wheel paddle-actuated nine-speed automatic. It’s plenty quick off the line, the little turbocharged four providing loads of torque for a good kick in the pants at launch and no slowing as speed ramps up. Fast-paced cornering is good too, while the little Compass provides a nice compliant ride even over imperfect pavement. It boasts a fully independent suspension with rear struts instead of a multi-link setup (or trailing arm), so as to allow for more travel while 4x4ing.
And it’s true, the little Compass is a reasonably good off-roader. Jeep’s Selec-Terrain drive mode system comes standard, providing Auto, Snow, Sand and Mud settings, the latter proving to be quite capable when put through its paces in a dirty, muddy, watery off-road playground near my home. I would’ve rather had a Trailhawk for such activities, its slight suspension lift and more suitable tires no doubt aiding grip while traversing more challenging obstacles, but nevertheless the Compass North crawled over some fairly difficult medium-duty trails including ankle-deep wading through a number of sizeable mud puddles, allowing me to bring it back home in one piece.
Fold the 60/40-split second row down and you’ve got loads of cargo space. (Photo: Trevor Hofmann)
The only problem I experienced during my weeklong test had to do with its highly advanced optional nine-speed automatic gearbox, which while very smooth and quite refined in its taller ratios, plus enjoyable thanks to its sporty rev-matching capability, was sometimes far from smooth when starting out. When pressing the throttle it hesitated slightly, resulting in an uncomfortable slap in the back that was followed by a mechanical clunk when taking off.
Even worse, the Compass was my first and only test vehicle to stall when restarting from its idle stop/start mode. I was waiting at a stoplight with the engine automatically shut down, when the light turned green and, upon taking my foot off the brake nothing happened. I immediately dabbed the gas pedal to get things going, yet the engine only attempted a start before petering out while in Drive. After looking at the controls in dumbfounded dismay, I returned my foot to the brake, shifted back into Park, pushed the start button, once again shifted into Drive, and then waited too long (as if the transmission was slipping) for it to clunk into first gear before moving again. I wasn’t happy. In fact, a line of thankfully patient drivers was behind me, no doubt all wondering how this pathetic person purchased their driver’s license.
The new Compass provides great day-to-day performance with a go-anywhere attitude. (Photo: Trevor Hofmann)
After some digging online, I learned that Jeep’s ZF-sourced nine-speed automatic has been causing myriad problems for the brand in this Compass and other models, particularly the Cherokee, going back years, and the near exact story I just told you was reiterated by a number of frustrated Compass customers on the U.S. NHTSA website, even as recently as August 2019.
The sad thing is I truly like this SUV, so therefore I don’t want to end the story with such a dire problem. After all, it’s a great looking little unit, offers up an attractive, well-made interior that’s stock full of upscale features, is priced quite well, is wonderfully practical, and thoroughly enjoyable to drive (when the transmission works properly). I can easily recommend its manual and six-speed automatic front-wheel drive trims, but until I’ve spent some time in a couple of trouble-free testers I hesitate as much as this test car’s nine-speed automatic when recommending one of its pricier models.
Good looking Buick Regal GS doesn’t have to be shy about styling. (Photo: Trevor Hofmann)
There have been a lot of cancelled domestic sedans as of late, but rest assured this Buick Regal isn’t going anywhere soon.
FCA initiated the process by chopping its Dodge Dart and Chrysler 200 a couple of years ago, which was quickly followed by near simultaneous announcements from both Ford Motor and General Motors that their car lineups would soon be cut back, with the blue-oval and its Lincoln luxury division eliminating every car but Mustang, and GM more modestly cancelling its Chevrolet Cruze, Volt, Impala, Buick LaCrosse, Cadillac CT6 and XTS. With the Chevy Malibu Hybrid slated for cancellation after this 2019 model year, there’s some talk about whether the conventionally powered version will last much longer, but so far this is just gossip.
The Malibu is a very good mid-size sedan that I’d be sorry to see leave, truly competing well against its mainstream volume peers, and that car’s relevance is probably why we still have the Regal. The two share core underpinnings, and while there’s no performance-tuned Malibu SS to match the Regal GS’ vigor off the line or through the curves, it’s a car I could happily live with.
It looks like a sedan, but the Regal is actually a hatchback, dubbed Sportback by Buick. (Photo: Trevor Hofmann)
GS trim is top of the line for Regal, so along with plenty of luxury features, its 310-horsepower V6 and other go-fast goodies easily make it one of the sportiest mid-size family sedans available. It’s also not technically a sedan, but rather a five-door hatchback or liftback, Buick choosing to name it Sportback. It’s hard to tell it’s a hatch instead of the usual trunk, but given a little time with one you’ll quickly appreciate how versatile its load-hauling capabilities are.
Speaking of practicality, Buick makes a raised five-door sport wagon/crossover variant (similar in purpose to the Subaru Outback and Volvo V90 Cross Country) for the U.S. market (plus Europe, under the Opel and Vauxhall brands, as well as Australia and New Zealand where the two body styles are sold as the Holden Commodore). In the U.S. it’s called the Regal TourX, and I have to say it’s a smart looking car that I wish we had here, but no doubt it’s not available due to low potential sales. GM’s Chinese division has no problems selling cars, Regals in particular, but nevertheless they chose not to offer the TourX either, choosing to only go with this four-door coupe-like sedan instead.
This top-line GS model has lots of sporty styling cues, plus real performance upgrades like powerful Brembo brakes. (Photo: Trevor Hofmann)
Its styling should be attractive to most, as should its impressive performance, but nevertheless this Regal remains one of the least popular cars in its mainstream volume segment. Alternatively we could classify it amongst premium brands and then it might be considered more of a success. After all, with a base price of $32,045 plus freight and fees it starts $3,000 to $7,000 pricier than most rivals, pushing it closer to entry-level luxury alternatives. It should also be noted that similarly priced volume-branded mid-size sedans do about the same or worse when it comes to sales. This said, the Regal doesn’t measure up to premium status or refinement levels (the General’s Cadillac division fulfills that need), so the unique model’s low sales are understandable (see all 2019 Buick Regal pricing right here on CarCostCanada, where you can also find out about available rebates and dealer invoice pricing that could save you thousands).
The as-tested Regal GS being reviewed here starts at a very premium-level $44,045, and jumps up to $51,700 with all available features (plus a couple of useful accessories), which while very reasonable when compared to similarly sized and equipped premium-branded cars, it’s a big jump upmarket from a loaded up Toyota Camry, Honda Accord or Ford Fusion, these being the top-three sellers in the mid-size sedan segment. Its fully loaded price is only $205 more than a totally optioned out Kia Stinger, mind you, and in fact $1,880 less than VW’s loaded up Arteon.
The spacious interior is mostly good, although Buick cut some corners when it comes to fit and finish. (Photo: Trevor Hofmann)
To Kia’s credit the top-line Stinger is a 365-horsepower twin-turbo V6-powered AWD “hot-hatch” capable of sprinting from zero to 100 km/h in a mere 4.9 seconds, but the GS provides respectable acceleration of 5.6 seconds from standstill to 100km/h, which is actually better than the now-legendary Regal Grand National GNX, and about the same as the lighter weight 265-horsepower Arteon (the VeeDub weighs about 300 kilos or 660 lbs less than this Buick). These sprint times are of course estimates, with some manufacturers more conservative in their claims than others, but the GS’ 3.6-litre V6 engine’s torque rating of 282 lb-ft is likely spot on.
There are plenty of other reasons to place each of these impressive cars high on your shopping list, and many attributes that set them apart from their more conventional family sedan challengers. I won’t be tempted to make this review a full-blown comparison test, despite recently driving all of the above for a week apiece, but instead will solely concentrate on the Regal GS, while occasionally pointing out strengths and weaknesses against key competitors.
I find each of these three cars attractive from a design perspective, so styling will come down to personal preferences. The Regal looks fabulous in my books, its classic lines and overall elegance working well for me, albeit my 50-something age might have something to do with this. I particularly like this GS model’s design details.
Most upper surfaces are premium-like, while the sporty GS steering wheel really adds to its performance feel. (Photo: Trevor Hofmann)
The visual enhancements start with bold red italicized “GS” lettering on the gloss-black mesh grille insert that’s framed by a glossy black surround, which is all underscored by even more piano black trim on lower fascia. The same shiny, inky treatment highlights the lower side window trim and rear valance, this sporty appearance package complemented by aluminum-look accents on the grille, corner grillettes, upper window surrounds, and exhaust finishers. A subtle body-colour rear deck lid spoiler, and a reworked rear bumper design finish off the sporty upgrade.
Open the door and you’d be forgiven for thinking that Buick is channeling the ghost of Pontiac, as you’ll be looking at two of the most aggressive sport seats in the mid-size sedan class, not to mention a contrast-stitched, leather-clad sport steering wheel to match, complete with a flattened bottom for extra spunk. I won’t go so far say the GS’ wheel is as perfectly shaped as the Arteon’s impeccably crafted spokes and rim, or for that matter the Stinger’s shift paddle-enhanced design, but they’re all considerably better than average in this family-focused class. Like the others, Buick provides yet more piano black lacquer trim inside, plus some carbon weave-like inlays here and there, as well as aluminum-look and chrome accents elsewhere, giving the Regal true sport sedan interior design.
The centre panel of the Regal GS gauge package is all digital. (Photo: Trevor Hofmann)
A partially digital primary gauge cluster features a red GS insignia on the 4.2-inch speedometer/multi-information display at centre, reminding all this is Buick’s fastest model. The graphic can be swapped for a number of useful functions via steering wheel controls.
On top of the centre stack is Buick’s latest IntelliLink infotainment system, housed in a very impressive high-resolution 8.0-inch touchscreen. Its multiple aqua-green circles on a high-contrast black background look good, and a bit more premium-like than the bright, colourful Apple-style interface in the aforementioned Malibu, which is probably fitting for Buick’s older and slightly wealthier average buyer. The system is easy to use and once again filled up with useful functions, from a big, clear reverse camera including dynamic guidelines, to a user-friendly navigation system with accurate route guidance with detailed mapping, plus all the expected audio features such as satellite/HD radio and Bluetooth streaming, phone and text message info/readouts, another panel for OnStar, a large interface for the two-zone auto HVAC system, etcetera.
The centre touchscreen is large and very easy to use. (Photo: Trevor Hofmann)
A separate analogue HVAC panel provides quicker-access just below, plus switches for the three-way heated and ventilated front seats, while other items not yet mentioned that came with my Regal GS tester included a heated steering wheel, a head-up display, adaptive cruise control, auto-dimming rearview and driver’s side mirrors, two-way driver’s memory, leather upholstery, an eight-speaker Bose audio system, wireless device charging, a 4G LTE Wi-Fi hotspot, a power moonroof, passive keyless entry, pushbutton start/stop, remote start, auto-leveling LED headlamps with cornering capability, 19-inch alloys with grey-painted pockets, front and rear parking sonar, and the list goes on.
Buick also added a bevy of advanced driver assistance and safety features including autonomous forward braking with collision alert and pedestrian detection, blind spot monitoring and rear cross-traffic alert, lane departure warning with lane keeping assist, and the brand’s first-ever active hood pedestrian safety system that raises the rear section of the hood by 100 mm (3.9 inches) in order to lessen impact and help reduce injury.
These are two of the best front sport seats in the class. (Photo: Trevor Hofmann)
That sporty Regal GS driver’s seat is also wonderfully comfortable, much thanks to four-way lumbar support, an upscale feature that doesn’t even come with some premium-branded luxury sedans. The lower cushions are extendable too, and therefore ideally cup under the knees for added comfort and support, while the sizeable side bolsters provide good lateral support and powered adjustability, making them perfect for just about any body type. Due to plenty of reach from the tilt and telescopic steering column, the Regal also provided an excellent driving position, which isn’t always the case for my long-legged, short-torso frame.
The GS’ V6 idles smoothly when it’s not turning off automatically to save fuel and reduce emissions, a very good thing, while this model’s upgraded nine-speed automatic provided quick, smooth shifts. The entire drivetrain was smooth and effortless to operate around town, on the highway, or when pushed through tighter, windy sections, but I was disappointed to learn that this sporty sedan didn’t include paddle shifters, which would have made this well sorted transmission and fully capable powerplant all the more entertaining. Instead, I pressed the Sport mode button, slotted the gear lever over to the left for manual mode, and shifted away to my heart’s content.
The rear seats are roomy and comfortable, but there aren’t many features back here. (Photo: Trevor Hofmann)
It’s not a Wildcat 445, but the Regal GS isn’t short of enthusiasm off the line, while the gearbox is an ideal match, shifting quick but never harshly, although I found the need of more sport from the model’s Sport mode, so I quickly changed to the GS setting, which adds a bit more weight to the steering and helps the car to feel more engaging overall. I honestly missed having steering wheel paddles, but I nevertheless adapted as required and got the most out of this well balanced four-door when some of my favourite two-lane serpentine stretches goaded me on. The GS suspension is as smooth and comfortable as anyone should want, yet it manages curves well due to active dampers that make adjustments every two milliseconds. The car’s active twin-clutch all-wheel drive system aids fast cornering further, particularly in inclement weather, while its high-performance Brembo brakes perform as boldly as they look. The GS’ fuel economy is ok considering its performance and all-wheel drivetrain, with a claimed Transport Canada rating of 12.4 L/100km in the city, 8.7 on the highway and 10.7 combined.
Just in case you forgot the Regal was a hatchback, check out how easy it is to access the cargo compartment. (Photo: Trevor Hofmann)
Of course, the GS isn’t perfect. Its turn signal stalks are some of the cheapest feeling I’ve ever experienced, due to substandard hollow plastics and loose, sloppy fitment, while Buick spent less on premium composite surfaces. There’s simply too much low rent hard plastic on the lower dash, glove box lid, and mid to lower door panels, especially for a car that passes $50k in top trim. The previously noted VW Arteon isn’t all that much better when it comes to the latter, mind you, but the Stinger does a better job posing as a luxury model. Most GS upper surface treatments are finished in appropriately soft-touch synthetics, however, while front and rear seat roominess is more than adequate, with the rear outboard seats almost as comfortable as those up front, but the moulded black plastic panel covering the rear portion of the front console was bulbous and therefore ugly looking, like it was pulled from a much lower rent vehicle, while this issue was made worse due to the car’s rather spartan rear seat features, back passengers only provided two air vents and twinned USB ports.
The Regal’s 40/20/40-split rear seatbacks make it wonderfully practical. (Photo: Trevor Hofmann)
True, this top-tier Regal GS is a bit lacklustre when it comes to features in back. For instance, it’s devoid of heatable rear seats that are included by most others in the $40k-plus category, and these would’ve been great additions for warming up after winter ski trips, the GS being an otherwise ideal snow shuttle thanks to grippy AWD and all-round good performance on twisty mountainside roads, its roomy liftback design, and its versatile 40/20/40 split-folding rear seatbacks that would allow rear passengers to enjoy the more comfortable window seats with skis tucked down the middle. The Regal’s cargo cover is nice and weighty, feeling very well made, while rear seat releases conveniently expand the 892-litre (31.5 cubic-foot) cargo compartment into a sizeable 1,719 litres (60.7 cu ft).
Although the Regal GS could use a few more features and doesn’t quite measure up to its peers when it comes to fit and finish inside, it’s an especially good looking and highly unique offering that’s worthy of your full attention. I’m guessing you’ll enjoy its performance, and appreciate its roomy, comfortable cabin, plus its general practicality, so if you can look past its few shortcomings, it just might provide an ideal compromise between your desire of style and performance and your more pragmatic requirements.
Thinking about going electric but still have…qualms?
Like many interested eco-shoppers, the biggest hurdle to buying an electric vehicle for you might be the cost! There’s hope yet! With the trend of battery technology prices falling rapidly, experts predict that the average price of an EV might soon be at par with conventional fuel vehicles come 2024.
We’ll do you one better. To make your shopping experience easier, we’ve gone ahead and shortlisted the top 3 most affordable electric cars in Canada. If, for instance, you’re looking for the cost of an electric BMW car in Canada, read on to know how a dealer invoice report can fetch you your dream price without the hidden fees!
With over 400,000 models sold worldwide, the Nissan Leaf is the best-selling electric car of all time. Owners can expect a spacious cabin, impressive cargo capacity, composed handling and lively acceleration.
The standard trim level offers over 240 kilometres while the Leaf Plus offers over 360 kilometres on a single charge. The car doesn’t skimp out on its added features. A 5-inch infotainment system with satellite radio and Bluetooth are available with the standard version. The Leaf Plus fetches you add ons like suede upholstery, an 8-inch display and forward collision alerts.
This is hailed as Canada’s favourite electric car, with its powertrain designed to offer a truly memorable ride. On just a single charge, the formidable Ioniq can reach 200 kilometres and produce zero emissions! Speaking of charging, the car takes about 4 ½ hours to reach full charge with a 240-volt charger.
Owners can enjoy a 7-inch touch screen display, Apple CarPlay and Android Auto compatibility, HD Radio, heated front seats and much more.
Although some users have found the backseat space to be a bit cramped, especially for passengers that require the extra legroom, the Ioniq doesn’t fall short on impressive cargo capacity and peppy acceleration.
Now you may not have guessed that Tesla would make it to this list, but as it turns out, the company is attempting to competitively price their vehicles to save face in the midst of their stellar rivals.
The Model 3 boasts of an elegant and futuristic cabin that seats five passengers and doesn’t skimp out on the cargo volume. Users will find it lavished with state-of-the-art technology, a 15-inch touchscreen display, over-the-air software updates, Wi-Fi hotspots, side collision warning and more.
Given its phenomenal acceleration, athletic handling, and impressive efficiency, this model definitely makes it a great buy for budget-savvy shoppers.
Don’t Pay Full MSRP.
Find Out the Dealer Cost on Your Electric Vehicle!
Sure, these cars are super affordable. But how cool would it be if you could elevate your savings even more? With Car Cost Canada, that isn’t just a pipe dream. Get a dealer invoice report for any make and model. Your report will reveal;
MSRP (Manufacturer’s Suggested Retail Price – what the dealer paid to own the car)
Factory incentives
Lease and finance rates
Recommended dealerships
Vehicle pricing options
Comparable vehicles
Car negotiations don’t have to be a hassle when you know how much the dealer paid to own the vehicle.
There’s nothing quite as exciting as driving your new car off the lot. But sometimes, you may have a change of heart and want to trade that sports car in for something more affordable. If you’re on a lease, can you still break it after signing the agreement, disclosure statement and insurance forms without facing any penalties?
This is the simplest and most well-known way of breaking a lease ahead of time. You can opt to transfer it to a third party firm. A majority of leasing firms do allow for the lease to be transferred to another individual, however, there might be certain caveats. For example, you may be legally tied to the contract, meaning if the other individual defaults in paying on time, the onus falls on you to shoulder that liability.
Moreover, transfer fees might apply, some of which go as high as $500. Bear in mind that the downpayment on the lease and the vehicle’s mileage might also require you to sweeten the pot by reducing payment amounts for the new lessee, which can go as high as $5,000.
Trading or Selling the Car
You can also purchase the car from the lease company whenever you like, resulting in an premature buyout. This is an excellent tactic to get out of your lease, especially if you already have a buyer for the vehicle.
Make sure to undertake all dealings with the leasing firm and not the dealer. First things first, find out how much the buyout figure is. The leasing company owns the car, so if you go through a delaer you’re unnecessarily adding a middle person into the mix.
The payoff figure may include an early end-of-lease fee which could range anywhere from $200 to $6,000.
Asking the Lease Company to Offset Payments
If you’re in a contemporary financial pickle and need a couple of months to regain your footing, it’s better to communicate that with the lease company rather than directly opting to terminate the lease.
There are quite a few companies that are willing to waive payments for a period of time. In certain cases, they may choose to reduce your monthly payments or suspend them for a while. Naturally, you will have to make good on the balance at a future date, but it’s still a great way to avoid penalties.
Looking to Buy a Cheaper Ride? Need More Financing Options
Get a free dealer invoice report! A dealer report generates the price the dealer paid for the vehicle as opposed to the MSRP which is marked up, sometimes substantially. The report reveals the dealer price as well as the incentives you may be eligible for.
What will the report contain?
The MSRP (Manufacturer’s Suggested Retail Price)
Factory incentives
Leasing and financing options
Recommended dealerships
Vehicle pricing options
Comparable vehicles
Great car insurance deals
Most dealers readily accept the report. When you present the information on paper you may avoid a pesky negotiation process.
