The new 911 Speedster has a very unique look from up front. (Photo: Porsche)
Last year, Porsche celebrated its 70th anniversary by producing the one-off 911 Speedster Concept, a beautiful modernization of its first-ever model, the 356 ‘No. 1’ Roadster from 1948. This sent the motoring press and many fans of the brand into an uproar about future production, resulting in the 2019 911 Speedster seen here.
The Speedster is now available to order from you local Porsche retailer for just $312,500, a mere $149,200 more than the 911 GT3 Coupe that it’s based on. And yes, that means the all-new Speedster rides on outgoing 991 hardware, not the upcoming 2020 911 (992) that’s been top of the news headlines lately.
We’re guessing the exclusive club of 1,948 buyers receiving their limited edition Speedsters toward the end of 2019 won’t care one whit about which chassis it rides on, chiefly because the Speedster is gorgeous and 991 underpinnings have been arguably Porsche’s best yet, at least when uprated to GT3 or GT2 guise.
The 911 Speedster’s rear design is even more distinct, the model shown here with its special Heritage Package. (Photo: Porsche)
Also notable, the renewed GT3 Coupe won’t arrive in 992 form for quite some time, and therefore the only way you’re going to get your hands on a 500-plus horsepower 4.0-litre flat-six crammed aft of the rear axle, capable of a screaming 9,000-rpm redline and generous 346 lb-ft of torque, is to opt for a current GT3 or choose the instantly collectable 911 Speedster, the newer model in fact good for a minor increase to 502 horsepower thanks to throttle bodies added from the GT3 R race car.
The results of all this go-fast tech is a 4.0-second run from zero to 100km/h, which is just 0.1 seconds off the GT3’s pace, while its terminal velocity is 310 km/h, a mere 10 km/h slower than the GT3, despite not having its massive rear wing.
What’s more, when you factor in that the Speedster only provides Porsche’s GT Sport six-speed manual transmission, which is also pulled from the GT3 and shaves four kilos from the seven-speed manual used for the regular 911, that standstill sprint to 100km/h score is even more amazing, because Porsche’s paddle shift-actuated dual-clutch PDK automated transmission is always quicker.
The Speedster includes a six-speed manual gearbox from the GT3. (Photo: Porsche)
Together with the GT3 powertrain, which comes with dynamic engine mounts from the GT3 by the way, the Speedster utilizes the supercar-beating model’s uprated chassis that incorporates a uniquely calibrated rear axle steering system, although this is where similarities between the two Porsche models end, because body mods are so significant that it’s hard to tell whether the two cars have much of anything in common. These include lower cut front and side windows, twin “streamliners” shaped from carbon fibre on the rear deck, these completely consuming the rear seating area, carbon fibre composite front fenders and hood, front and rear fascias formed from polyurethane, plus a lightweight manual fabric top.
It was smart for Porsche to upgrade the roof for easier day-to-day usability, as the concept only featured a button-down tonneau cover that would’ve caused nothing but aggravation to its potential owners, while the automaker also deleted the “X” markings on the headlamp lenses that stylistically reminded history buffs about the tape once used to make sure broken glass didn’t end up on the racetrack to puncture tires; the removal of the 1950s-type aluminum fuel filler cap on the concept’s hood for fast refueling of the gas tank below; plus replacement of the Talbot mirror housings that were popular back when the 356 was around, to stock side mirrors.
Fans of that now highly collectible classic 356 will no doubt be happy that Porsche left the gold-coloured “Speedster” lettering on the thick B-pillars and rear engine cover unmolested, but this said you’ll need to add a special upgrade package (see below) to get them.
The regular Speedster gets a modern look… (Photo: Porsche)
All the carbon fibre mentioned earlier should make it clear that Porsche wanted its Speedster to be as light as possible, with the premium brand even going so far as to delete the stereo and air conditioning in base trim (they’re optional), but with a focus on performance they added a standard set of beefed up, lighter weight carbon ceramic brakes, boasting bright yellow six-piston aluminum monobloc fixed calipers in the front and four-piston aluminium monobloc fixed calipers at back, these slicing a whopping 50 percent of weight from the regular 911’s cast iron rotors. Ringing those brakes are centre-lock Satin Black-painted 20-inch alloy wheels on Ultra High Performance (UHP) tires, aiding grip even further.
Looking inside, the Speedster includes lighter weight door panels with storage nets and door pulls, plus the standard black leather can be improved with red stitching on the instrument panel and headrests with embroidered “Speedster” lettering. The door pulls come in red with the upgrade, while Porsche adds a unique GT Sport steering wheel infused with a red centre marker at the 12 o’clock marker. The Speedster interior also features a beautiful carbon fibre shift knob, and carbon fibre doorsill kick plates with “Speedster” monikers.
While the Heritage Package more classic touches. (Photo: Porsche)
Those attracted to the new 911 Speedster for its classic proportions and design can opt for a special Heritage Design Package that comes much closer to last year’s concept and ‘50s-era 356 Speedsters. The upgrade adds white front bumper and fender “arrows” on top of GT Silver Metallic paint, while this is how you get the aforementioned gold Speedster lettering too, plus classic Porsche crests. Also, the door-mounted racing-style number stickers can be removed if you don’t like them, but then again if you choose to keep them you can also include your own personal number. Lastly, the upgraded Heritage interior gets two-tone leather with classic Porsche crests sewn onto the headrests, plus body-colour trim gets added to the dash and seatbacks.
If the new 911 Speedster sounds like your kind of car, be sure to call your local Porsche dealer quickly, and while you’re waiting for delivery of this ultimate drop-top, enjoy a couple of videos below:
The new Porsche 911 Speedster: First Driving Footage (1:13):
The new Porsche 911 Speedster: Highlight Film (2:10):
A common misconception is that millennials(people born between 1982 and 2000) are ruining all industries – especially the car industry. Back in the 1970’s and 1980’s, young people looked at a car as a right of passage, and it was something that they didn’t think they just wanted, but something that they needed. Today, young people(mostly in their 20’s) drive 20% less than their parents did. But why? The main reason is that cars are expensive, and young people look at it as more of a luxury than a necessity. Millennials also have different values and mindsets than baby boomers do. It isn’t necessarily true that millennials are not buying cars, they just aren’t buying as many NEW cars. More than 80% of millennials said that they plan on purchasing a car within the next two years, so it is not like they do not want cars. A lot of young people are also in the market to buy used vehicles as they are less expensive. Many young people also have an interest in leasing vehicles as it can potentially have a shorter term than if you were to purchase a car.
The average millennial income is just over $44,000 a year, which means that they would have to spend around a quarter of their income to own a car.
What Millennials Make
On average, it costs around $8,000 to $13,000 a year to own a vehicle, and the average income for a millennial is $44,093 according to Statistics Canada(which is on the higher end of the wage spectrum). A lot of young people are still working minimum wage jobs, which before taxes only makes them about $30,000 to $35,000 a year, depending on how many hours they work. On the higher end, millennials would have to spend about a quarter of their income to have a vehicle, and on the lower end would have to spend almost half of their yearly income to afford to have a car. This also doesn’t take into account the amount it costs to buy gas, have insurance and get regular maintenance.
Millennials are very interested in sustainability and preserving the environment, which is why EVs would be more attractive to them.
Millennial Values
Values that young people have today are so different than the values of generations before them. Millennials are tech savvy, and are very much concerned with the environment. Fortunately, automotive manufacturers are noticing these trends, and have taken it as an opportunity to market themselves better to this younger generation. Things like infotainment systems, back up and lane changing assistance were something that you only found in the more luxury vehicles ten years ago. Now, almost every new vehicle on the market has advanced technology in them, which is something that young people appreciate. Another big concern is that cars can be gas guzzlers, which is not good for the environment. Millennials are aware of the amount of fuel emissions that gas powered vehicles produce, and this is something that is a big concern for them. Manufacturers are aggressively moving towards having more and more electric vehicles on their line ups, and this is something that they hope will be very attractive to young people.
The Hyundai Ioniq is a great EV that is priced on the lower end of the $30,000’s.
How Can Millennials Save Money on a New Car?
So many young people are unaware about the services that are available that can help them save on a new vehicle purchase. CarCostCanada™ is an amazing online tool that has helped thousands of Canadians when purchasing a new car. This service will also give them the power to negotiate a price on a car, and since most millennials are first time car buyers, this will give them ease of mind when they walk into a dealership and they can feel less intimidated when they go to look at new vehicles. Consumers can also use this tool if they are interested in leasing a vehicle. Although millennials have benefited from increased wages over the years, wages have not kept up with inflated living and quality of life expenses. Millennials need whatever they can to save as much money as possible when buying a car. Also, with the attractiveness of electric vehicles to young people, they would benefit greatly from CarCostCanada™’s service. Electric vehicles can be very expensive, and if a young person could save thousands on a new EV, this may make them more inclined to buy one.
It is important that the car industry does not alienate themselves from an entire generation. Instead of blaming millennials for ruining an industry all together, it is important for companies in the automotive industry to market themselves better to this generation. It is not that millennials are not interested in buying a car, it is that they have a different mindset than baby boomers, or gen xers do.
If you are interested in purchasing a new vehicle without breaking the bank, check out CarCostCanada™. We offer dealer invoice price reports that could save you thousands on a new vehicle, and will give you the power to negotiate when you walk into a dealership. Call us or visit our website for more information on how this online service works.
Infiniti refreshed the Q50 last year, and it still looks fabulous in its sporty Signature Edition styling. (Photo: Karen Tuggay)
In a luxury car market that’s given up a lot to crossover SUVs, Infiniti’s Q50 has been more or less holding its own until recently. Canadian premium buyers were hard on BMW’s 3 Series and Audi’s A4 last year, with sales down 19.5 and 20.3 percent respectively, while others like Acura’s TLX, Cadillac’s ATS, and Jaguar’s XE lost even more ground, but the Q50 gained 6.8 percent throughout 2018, a fine showing by comparison.
This said, the first three months of 2019 have been brutal on all of the above including the Q50, with the Japanese sport-luxury sedan’s sales having fallen by 36.3 percent, a figure that looks about as bad as bad can get until compared to BMW’s 37.7 percent 3 Series losses and Audi’s 39.9 percent A4 carnage. Even the mighty Mercedes-Benz C-Class is down by 34.5 percent, while sales of the Lexus IS (which lost 10.9 percent last year) are now off by 45.5 percent, and Jaguar XE by 78.1 percent (its sales were only down 27.8 last year).
I should end this review right here, tell you to go check out my story on the impressive new Infiniti QX50 compact luxury SUV, and call it a day, but seriously, there were still 2,576 Q50 sedan buyers in Canada last year, and another 517 at the close of Q1 2019, so there are plenty of good reasons to review what I truly believe is a very good choice in the compact luxury D-segment, even if sport-luxury sedans aren’t exactly the hottest commodity these days.
A great looking design from front to back. (Photo: Karen Tuggay)
To bring you up to speed, Infiniti gave its only relevant sedan (they still make the Q70, but sales are truly dismal) a mid-cycle refresh last year, updating the Q50’s grille, front fascia, headlights, taillights, rear bumper and more, so this 2019 model doesn’t see any visual changes at all, other than a new Canadian-exclusive standard “I-LINE” cosmetic treatment specifically for the now renamed I-Line Red Sport 400 model.
Just like eyeliner, the I-Line upgrade, which was actually derived from “Inspired Line,” blackens the grille surround in the same fashion as last year’s glossy black fog lamp bezels and diffuser-style rear bumper, while the rear deck lid spoiler gets upgraded to high-gloss carbon fibre, and wheel wells are filled with a special “custom imported” glossy black set of 19-inch alloys. I-Line trim further helps to visually differentiate Infiniti’s sportiest 400-horsepower Q50 from lesser trims in the lineup, a smart move considering the $7,700 leap from the already quick 300 horsepower Q50 3.0T Sport AWD.
To clarify further, both 300 and 400 horsepower versions of the Q50 source their power from the same turbocharged 3.0-litre V6 engine in different states of tune, while the other big change for 2019 is the elimination of the Mercedes-Benz-sourced 2.0-litre four-cylinder engine in Canada, which continues to make 208 horsepower in other markets where it’s still offered, like the U.S.
Some of the Q50 Signature Edition details are exquisitely executed. (Photo: Karen Tuggay)
All remaining trims utilize Infiniti’s seven-speed automatic transmission with manual shift mode and downshift rev-matching, the latter a rarity in this class and really enjoyable to use, while Infiniti’s “Intelligent” rear-biased all-wheel drive system comes standard as well.
Fuel economy has improved since Infiniti moved to the new turbocharged 3.0-litre engine, although with the loss of the four-cylinder the base Q50 no longer wows with 10.7 L/100km in the city, 8.6 on the highway and 9.7 combined, although 12.4 city, 8.7 highway and 10.8 combined is very good considering all the power on tap.
All the above changes noted, the 2019 Q50’s most significant upgrade is the inclusion of Predictive Forward Collision Warning (PFCW) and Forward Emergency Braking (FEB) across the entire Q50 line, which means these critical accident avoidance systems are now part of the Luxe model, Luxe being the base trim level in the Q50’s recently revised grade structure.
Without going into too much detail about each trim, the Q50 3.0T Luxe AWD starts at $44,995 plus freight and fees, while the Q50 3.0T Signature Edition being reviewed here starts just a hair higher at $46,495. The upper mid-range of the lineup is filled by the aforementioned Q50 3.0T Sport AWD, which enters the picture at $48,495, and the newly revised I-Line Red Sport 400 that begins life at $56,195, which is still very affordable considering all that’s being offered.
The Q50’s interior is beautifully finished. (Photo: Karen Tuggay)
All prices quoted in this review can be found in detail, along with trims, packages and options, right here at CarCostCanada, where you can also find important manufacturer rebate info and dealer invoice pricing that could save you thousands.
I said base a moment ago, but there’s nothing remotely base about the twin-turbo V6 behind the Q50’s trademark grille. For starters, none of its competitors offer 300 horsepower, or the direct-injected engine’s equally impressive 295 lb-ft of torque (well, almost equally impressive). I’ve waxed poetic about this engine before, not to mention gone on at length about the seven-speed autobox and AWD system it’s connected to, so rather than delve into the technologies that make them great I’ll give you more of an experiential explanation.
First off, it feels quicker than the numbers suggest, not that 300 ponies and 295 lb-ft of twist is anything to sneeze at. It simply has more jump off the line than most cars offering similar output, this likely due to its twin-turbos providing all of that torque from just 1,600 rpm all the way up to 5,200 rpm, which is much sooner than a normally aspirated engine would, and a very wide maximum torque band overall.
Amazingly, those turbos whirl at speeds of up to 240,000 rpm, something I have a hard time getting my mind around, especially considering their near silent operation and total reliability. Also notable, the lightweight mostly aluminum powerplant has been a Wards “10 Best Engines” winner since inception, just like its predecessors were, so it’s not just me singing its praises.
The Q50 cockpit is 50 percent sport and 50 percent luxury. (Photo: Karen Tuggay)
Press the ignition button on the instrument panel, toggle the “DRIVE MODE” switch on the lower console to select “SPORT” instead of “STANDARD” (SNOW, ECO and PERSONAL modes are also included), slot the leather-clad contrast-stitched gear lever into “D”, then tug it slightly to the left for manual mode, at which point you’d better prepare to shift the old fashioned way because steering wheel paddles can only be found on the 3.0T Sport and I-Line Sport 400. Not a problem. Certainly I’d love to find paddles all the way down the line, but the Signature Edition is a more luxury-oriented Q50 trim after all, despite its rapid acceleration and athletic agility through fast-paced turns.
The Signature Edition comes standard with the same 245/40R19 all-season run-flat performance tires as the Sport, but alas my tester was purposely shod in winters that no doubt affected lateral grip on dry patches. Then again, Infiniti didn’t skimp on the rubber, shoeing its standard triple-five-spoke alloys in a set of Pirelli Sottozeros that proved you don’t need an SUV to trudge through winter conditions effectively. In fact, it was so capable in wet West Coast snow that the Q50 became my go-to car for those soggy, cold winter weeks Vancouver is famous for, and a particularly enjoyable companion thanks to its quick reacting steering, agile suspension, and smooth, comfortable ride.
Some Signature Edition upgrades you might find interesting include the exact same performance-oriented exterior styling details as the Sport, including the sharper gloss black lip spoiler and deeper black fog lamp bezels up front, plus a less aggressive version of the black and body-colour diffuser-infused rear bumper cap mentioned earlier, while both models make use of the same more conventional silver-painted 19-inch alloy wheels noted a moment ago, which is an upgrade over the base Luxe model’s 18-inch rims on 225/50 all-season run-flat performance rubber.
This gauge cluster is for those who prefer classic analogue over new-edge digital. (Photo: Karen Tuggay)
Lastly, both trims receive silver “S” badges on the front fenders, but strangely the Signature Edition features a unique rear deck spoiler just above its own scripted “Signature” badge, whereas the Sport makes do with no rear spoiler at all, although it gets a silver “S” badge next to its Q50 nomenclature.
Inside, Signature Edition and Sport trims also feature the same Sport Type seats with driver-side powered lumbar support and powered torso bolsters, plus manual thigh extensions for both front occupants. The driver’s seat was incredibly comfortable while providing excellent lateral support, and honestly was another reason I chose the Q50 over some other options in my garage during my test week. Lastly, the surrounding decorative inlays in both Signature Edition and Sport models are finished in genuine Kacchu aluminum, which feels substantive and looks very nice.
So what separates Signature Edition and Sport trim? Most every other feature is shared with the base Q50 Luxe model, which is why there’s only $1,500 between the two trims. Therefore, along with all of the items already noted, the Q50 Signature Edition includes standard auto on/off LED headlights with LED daytime running lights, LED fog lamps and front turn signals, LED brake lights, aluminum “INFINITI” branded kick plates, proximity-sensing keyless entry, pushbutton ignition, Infiniti’s “InTuition” for storing climate, audio and driving preferences within each “Intelligent Key”, welcome lights on the front exterior door handles, rain-sensing wipers, an auto-dimming rearview mirror, a garage door opener, micro-filtered dual-zone auto climate control, Infiniti InTouch infotainment with a bright, clear 8.0-inch upper display and an equally impressive 7.0-inch lower touchscreen, a backup camera, Bluetooth phone and streaming audio, a nice sounding six-speaker AM/FM/CD/MP3/satellite audio system with HD playback, RDS and speed-sensitive volume, two USB charging ports, a heatable steering wheel (that really responded quickly), heated front seats (ditto), powered front seats, a powered moonroof, and more.
The top display houses navigation, backup camera, and other functions. (Photo: Karen Tuggay)
Of note, with the move up to the base V6 powerplant a number of features that were previously optional are now standard, including remote engine start, Infiniti’s accurate InTouch navigation with lane guidance and 3D building graphics, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text and vehicle info, power-adjustable lumbar support for the driver, and 60/40 split-folding rear seatbacks with a centre pass-through.
At the other end of the trim spectrum, the only real changes to previously noted Sport trim are actually performance oriented, such as those steering wheel-mounted paddle shifters I lamented about not having on the Signature Edition earlier, a unique sport-tuned dynamic digital suspension, and identical sport brakes to the Red Sport 400, which boast four-piston front calipers and two-piston rear calipers, while the two sportiest trims also get exclusive front seat-mounted side-impact supplemental airbags.
Speaking of features not available with this Signature Edition, only Sport trim gets the option of electronic power steering, while Infiniti’s exclusive drive-by-wire Direct Adaptive Steering (DAS) system is available on all trims except for the Signature Edition, as is the auto-leveling adaptive front lighting system (AFS) with high beam assist, a power-adjustable steering column with memory, an Around View Monitor (AVM) with Moving Object Detection (MOD), premium 16-speaker Bose Performance audio with Centerpoint technology, front and rear parking sensors, Intelligent Cruise Control with full speed range (ICC), Distance Control Assist (DCA), Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP) with Active Lane Control, and Backup Collision Intervention (BCI) with Cross Traffic Alert (CTA).
The lower touchscreen features HVAC controls, audio, etcetera. (Photo: Karen Tuggay)
Features not available with the Signature Edition, optional with the Sport and standard with the Red Sport 400 include auto-dimming side mirrors with reverse link and memory, plus Infiniti’s Advanced Climate Control System with auto-recirculation, Plasmacluster air purifier and Grape Polyphenol Filter.
All of this places the Q50 Signature Edition in a unique value position, offering plenty of Sport trim features yet limiting its choice of options to colours, which are the same five offered in Sport trim including Liquid Platinum silver, Graphite Shadow grey, Black Obsidian, Majestic White, and my tester’s elegant Iridium Blue; plus interior themes, which just like the Sport can be had in Graphite (black) and Stone (grey). Incidentally, the base model also offers a Wheat (tan) interior, while dark-stained gloss maple hardwood provides a more traditional luxury ambiance, plus you also lose the option of Pure White or Mocha Almond (brown metallic) paint when moving up into the sportier Q50 trims, but you can’t get Iridium Blue, whereas Red Sport 400 buyers get the option of exclusive Dynamic Sunstone Red.
Along with the generous supply of features, the Q50’s interior is beautifully finished no matter the trim. My tester benefited from stitched leather right across the dash top, the instrument panel, each side of the lower console, and the upper two-thirds of all door panels, while the glove box lid was also soft to the touch. The finishing is excellent too, from that leather trim to the beautifully upholstered leather seats, to the lovely Kacchu aluminum inlays, the tasteful assortment of satin-silver accents, and other surfaces, while all of the switchgear feels substantive, is nicely damped, and fits together snuggly.
The front seats are multi-adjustable and very comfortable. (Photo: Karen Tuggay)
Likewise, the Q50 is wonderfully hushed inside, whether touring around city streets or cruising the highway, and it’s certainly roomy enough. Bringing more size to the value equation has being part of Infiniti’s modus operandi since day one, and it results in a near mid-size competitor that offers a more spacious interior then some D-segment rivals. I’m only five-foot-eight with a smaller build, and despite having longer legs than torso, which can sometimes make it difficult to reach the steering wheel comfortably, even when its telescopic reach is extended as far rearward as possible, I found its adjustability excellent and the resultant driving position ideal. There’s so much seat travel and headroom that it should be good for taller folk too, while the adjustable torso, lumbar and thigh support really added support to my backside and comfort below the knees.
For testing purposes I slipped into the back seat directly behind the driver’s seat, and found more than enough room to be comfortable too. Specifically, I had about five inches ahead of my knees, plenty of room to put my big winter boots under the driver’s seat, and more than enough space from side to side, while there was also about three inches over my head. The rear quarters are just as nicely finished as those up front, with amenities including a folding centre armrest with integrated cupholders, reading lights overhead, and air vents on the backside of the front console.
The trunk should sizable enough for most owners’ needs, but at 382 litres (13.5 cubic feet) it’s certainly not anywhere near the largest in the class. Also, its standard 60/40 split-folding rear seatbacks aren’t as flexible as the usual European 40/20/40 division, but Infiniti compensates with a centre pass-through that provides almost as much room for loading longer items such as skis down the middle while rear passengers enjoy the more comfortable outboard window seats, a real bonus with active lifestyle families.
Roomy rear quarters are good for tall passengers. (Photo: Karen Tuggay)
Yes, the Q50 could be a bit better here and there, but this is also the case for every car it competes against. Fortunately its value proposition, excellent reliability record, impressive interior, handsome styling, and superb performance solidly make up for this one downside. After all, if you need more trunk space and greater passenger/cargo flexibility Infiniti has a QX50 you’d probably enjoy just as much, not to mention a QX60, QX80 and others. If you’re dead set on buying a sport-luxury sedan, you could do a lot worse than this new Q50 Signature Edition or one of its other impressive trims.
The 2019 Qashqai looks much the same as previous years, even in top-line SL Platinum trim, but Nissan has made significant changes under the skin. (Photo: Trevor Hofmann)
Despite looking identical to both 2017 and 2018 Qashqai models, especially in its official launch colour of Monarch Orange, this 2019 version gets a lot of impressive new goodies under the sheetmetal.
For starters, all Qashqai trims now include Intelligent Emergency Braking (IEB), Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s smart Rear Door Alert (RDA) system, which reminds if you’ve left something or someone in the back seat, while the subcompact SUV’s instrument panel now boasts a fresh, new standard NissanConnect centre touchscreen that’s 2.0 inches larger at 7.0 inches in diameter, and features standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services, while the same base Qashqai also includes a second USB port within the centre console, as well as Nissan’s ultra-useful Divide-N-Hide cargo system in the storage area.
That’s a lot of new gear for a little crossover that’s otherwise unchanged. Nissan even managed to keep the base price as close as possible to last year’s unbelievably low $19,998 window sticker, the new model available for just $200 more at $20,198, which still makes it the second-most affordable SUV in Canada behind Nissan’s own $18,298 Kicks.
Now three year into its tenure, the Qashqai offers sporty styling in a tidy subcompact package. (Photo: Trevor Hofmann)
And it’s not like the base Qashqai is devoid of standard features either, with a list that includes items like projector headlamps with integrated LED daytime running lights, heated power-adjustable side mirrors with integrated LED turn signals, power windows and door locks with a switchblade-style remote, an electromechanical parking brake (which oddly reverts to a foot-operated one on S CVT and SV CVT trims), a tilt and telescopic steering wheel, a colour TFT multi-information display, variable intermittent wipers, sun visors with extensions and vanity mirrors, overhead sunglasses storage, micro-filtered air conditioning, a rearview camera that’s now easier to use thanks to the larger centre display, Bluetooth phone connectivity with audio streaming, text message read and response capability, Siri Eyes Free, four-speaker AM/FM/CD/MP3/WMA audio with illuminated steering wheel controls, speed-sensitive volume, Radio Data System (RDS), Quick Comfort heatable front seats (that really do heat up fast), a rear-seat centre armrest, a cargo cover, six cargo area tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the expected passive and active safety and security features, plus much more.
The 2019 Qashqai once again comes in three trims, including the aforementioned base S model, plus the SV and SL, the former two offering optional all-wheel drive and the latter making it standard. That top-line trim is how my tester came, complete with an even fancier Platinum package as well, but before I delve deeper into all of that, take heed the $26,198 SV is a great choice for those not wanting the pay the price for premium-level pampering brought on by the SL.
SL trim with the Platinum package includes LED headlamps, fog lights, 19-inch alloys, and much more. (Photo: Trevor Hofmann)
The SV features an attractive set of 17-inch alloys, which replace the base model’s 16-inch steel wheels with covers, plus auto on/off headlights, fog lamps, remote engine start, proximity-sensing keyless access, pushbutton ignition, high beam assist, rear parking sensors, illumination added to the vanity mirrors, a powered moonroof, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, cruise control, two more stereo speakers, dual-zone automatic climate control, rear passenger air vents, etcetera, while a bevy of new advanced driver assistance systems get added as well, such as enhanced autonomous Intelligent Emergency Braking with Pedestrian Detection, Lane Departure Warning (LDW) with Intelligent Lane Intervention, and Rear Intelligent Braking (R-IEB).
My tester’s top-line SL trim starts at $31,398, but it really comes across like a mini luxury ute thanks to standard 19-inch alloy wheels, roof rails, the electromechanical parking brake again (the only trim that mates it to the CVT), a 360-degree Intelligent Around View Monitor, navigation with detailed mapping, voice recognition, SiriusXM Traffic and Travel Link, leather upholstery, an eight-way power driver’s seat with two-way powered lumbar, and a front driver’s seatback pocket, while Intelligent Cruise Control (ICC), Moving Object Detection (MOD) to enhance the R-IEB, and ProPilot Assist semi-automated self-driving capability, which can help maintain your lane and ease driving stress while on the highway, are new to the SL’s standard features list.
Lastly, as noted earlier my tester included the $2,000 SL Platinum Package that adds LED headlights for much brighter night vision, an auto-dimming interior mirror with an integrated Homelink garage door opener, a great sounding nine-speaker Bose audio system, and NissanConnect Services, which is filled with advanced mobile apps to make life with your Qashqai easier and more productive.
The Qashqai SL interior is much more refined and feature-filled than most will expect in this class. (Photo: Trevor Hofmann)
Incidentally, all pricing for the 2019 Qashqai, including trims, packages and individual options, was sourced right here at CarCostCanada, where you can also find money saving rebate info and dealer invoice pricing that could save you thousands.
Along with an impressive load of features no matter the trim, the Qashqai provides a surprisingly refined cabin. I drove a base model last year, and it was very good for its $20k price point, but my current tester’s SL Platinum trim feels even more upscale. Features like a soft-touch dash and padded composite front door uppers are common across the Qashqai line, but as noted the lovely contrast-stitched perforated leather upholstery is unique to the SL, as is the lower console that also gets leatherette-wrapped padding with contrast stitching to each side. This protects your inside knee from chafing against what would otherwise be hard plastic, and it looks really attractive as well.
Some other notable SL details include piano black lacquer surfacing across the instrument panel, the centre stack, around the shift lever, and highlighting the door panels, this topped off with a tastefully thin strip of satin silver accenting. Nissan adds more satin silver on the steering wheel and around the shifter, and then throws splashes of chrome brightwork around the rest of the cabin to highlight key areas. Needless to say, it’s an attractive environment.
New for 2019, all Qashqai trims get this 7-inch touchscreen, seen here with optional navigation. (Photo: Trevor Hofmann)
Back to that front centre console, the transmission connected to the leather-clad lever is Nissan’s Xtronic CVT (continuously variable transmission), which joins up to a strong 2.0-litre four-cylinder engine capable of 141 horsepower and 147 lb-ft of torque. The CVT will likely be preferable to the majority of Qashqai buyers, but you may very well enjoy the six-speed manual that comes standard in base S trim. I tested it last year and came away smiling, as it’s a nicely sorted manual gearbox that adds a lot of performance back into this utility’s character, which as tested here is more about smooth, quiet, comfort.
Continuously variable transmissions get a fair bit of flack from auto scribes and enthusiasts alike, but after testing three Qashqais with this autobox and plenty of other Nissan models with a variation of the same type of CVT, I find it perfectly suitable to SUV life. Of course, it doesn’t provide the same level of performance as the manual, actually getting a bit buzzy when digging deep into the throttle due to a CVT’s inherent nature to hold onto revs longer than a conventional automatic, but Nissan includes a manual mode via the shift lever that lets you force the transmission from its high-rev zone to more audibly agreeable lower revs, a process that will eventually happen on its own, but why wait. At normal everyday speeds I found the transmission was best left to its own devices, where it’s actually quite smooth and fully capable.
Leather upholstery comes standard with the SL, but seat comfort is standard across the line. (Photo: Trevor Hofmann)
On that note, the Qashqai gets up and goes quickly enough without needing to push the engine too hard, plus it rides well for this class thanks to a version of the same fully independent suspension as the Rogue, incorporating front struts and a rear multi-link setup with stabilizer bars at both ends. It nicely balances the firmness needed for its commendable handling with ample comfort, but don’t expect it to deliver ride quality to the levels of a Rogue or Murano, as the little SUV is just not substantive enough. Its standard four-wheel disc brake setup stops quickly, however, helped along by Intelligent Engine Braking that comes standard SV and SL models.
It delivers better fuel economy than a larger SUV could too, with a claimed Transport Canada rating of 10.0 L/100km city, 8.1 highway and 9.2 combined with the FWD manual, 8.6 city, 7.2 highway and 8.0 combined with FWD and the CVT, or 9.1, 7.6 and 8.4 with the CVT and AWD.
Its fuel efficiency may differ slightly when loaded up, and believe me you can get a lot of gear in a Qashqai. Behind its standard 60/40-split rear seatbacks are 648 litres (22.9 cubic feet) of available cargo space, which puts it right near the top of its class, while the 1,730 litres (61.1 cubic feet) available when folding those seats flat is even harder to beat.
The rear seating area is very spacious and the seats quite comfortable. (Photo: Trevor Hofmann)
As for passenger room and comfort, the leather seats offer nice sculpting up front that cups the backside ideally, and the driver’s seating position was perfect for my five-foot-eight smallish frame, allowing ample adjustability matched by a tilt and telescopic steering column that was able to be pulled far enough rearward to accommodate my longer legs and shorter torso. If I can find a negative it’s the two-way “HI” and “LO” seat heater settings, because more temperature variables would inevitably be able to provide greater comfort, but it’s tough to be overly critical in this class, especially when everything else about the Qashqai is spot on.
You won’t be finding derriere warmers in back, but the rear outboard positions are comfortable enough and usable for larger sized teens and adults. As usual I set the driver’s seat for my height and still had about five inches ahead of my knees when sitting behind, plus another four over my head, which should make it ok for someone over six feet. Side-to-side room is plentiful too, optimal for two but capable of three, while my outside shoulder and hips benefited from about three to four inches of free space. As for fancy stuff, nice padded and stitched leatherette armrests on each door join a folding centre armrest with dual cupholders, while dual vents on the backside of the front centre console keep rear passengers aerated.
Qashqai cargo space is very generous. (Photo: Trevor Hofmann)
Roomy for small families, empty nesters or just active lifestyle folks and all their stuff, plus well made, filled with features and fun to drive, the Qashqai delivers much more than its paltry price suggests, while it keeps giving long after its initial purchase thanks to superb fuel economy and good expected reliability. It’s no wonder Qashqai sales have been so strong in Canada and around the world. The Qashqai truly is a smart choice in the subcompact SUV class.
As Canadians, we know what it feels like when it’s “the time of the year” with the sun in its full form and winning over those endless months of snow! Not to forget, this is the best time for all car enthusiasts to get rolling and show off your prized possessions on the road.
While summer is the best time to share and enjoy the aesthetic beauty of the car you invested in, it’s important to still consider the other factors surrounding a vehicle including safety, performance, and efficiency. To make you the best recommendation, we outlined some of the new car deals in Canada that can surely be your best bet this year.
Termed as the hotter version of the original Veloster hatchback, this car is the performance car to set your eyes on this summer. Priced at $34,999, this one comes with a 2.0L turbocharged engine tunes with the exhausts to allow crackling on overrun.
New front and rear fascia, grille, that killer LED look, interior designed for the sports fans, customized technology for automation and an exhilarating performance makes it one of the coolest hatchbacks to look out this season. Amongst all hatchbacks, this deal is worth chasing for!
The family-sized SUV for all your summer adventures is right here. The 2019 Ascent comes with a spacious interior and offering seating for up to 8 passengers. It is a complete package of convenience, sport, safety and robust performance experiences. The engine is powered by a 2.4L turbocharged boxer four connected with the all-wheel drive to improve response times and performance.
Coming in Touring, Convenience, and Limited models this summer, this is Subaru’s largest vehicle till date with pricing starting from $35,995. Needless to say, this car is envisioned and engineered for comfort for not only you, but also your family. If you are planning for a summer getaway, this is the car you must own.
Wondering what’s missing in the list? Yes, the spicy hot audacious Ford Mustang Bullitt series is back this year. If you are planning to hit the road with that brash and hard-to-ignore-sound that turns all heads around, this is your deal. This car is basically an auditory reminder for summer lovers and powered by the V8-powered GT with a price tag starting from $46,595.
There are driving modes for all your moods: from normal to comfort to sport to track driving. Interestingly, it comes with launch control and drag-strip setting to add to the thrill and one heck of a riding experience. You can customize and mix-match any of these modes in this limited edition ride by Ford that is worth the experience for all the Mustang fans out there.
With its exemplary mechanics, this Mazda cult make is back yet again with an extra 20 hp engine for better performance. Mazda entitles this one as the world’s best selling roadster and without a doubt, the MX-5 has so far been the bang for the buck ride with all the exciting new design and safety features it comes with. Along with the advanced blind spot monitoring and rear cross traffic alert, it also includes the smart city brake support and a rear view cam like never before. And you get a cherry on the top. Literally – yes. Its convertible model comes with a choice of black cherry or brown top.
A list without BMW is unfinished business. The BMW M2 amalgamates everything that BMW lovers look for. It comes with an engine upgrade – turbocharged inline-six engine, tougher suspension, stick-shift transmission, new colors, powerful braking system and much more! This powerful roadster reassures you that BMW is a beast when it comes to building an ultimate driving machine! It is definitely one of the best sports cars under $100,000 we bet you want to flaunt this summer!
Spectacular – inside out. That’s what the new Audi R8 is. With the gorgeous exterior and classy interiors, this one is eye candy for the Canadian roads this summer. Would you imagine Audi breaking the long known notion of building a sports car instead of their family and luxury cars? They have surely done a great job with this high performing beauty running up to 602 hp and promising a 0-100km/hr in just 3.3 seconds. The exclusive Michelin Pilot Sport Cup 2 tires add to the sporty look of the car. Audi does a great job continuing the legacy of R8 yet again.
With the endless range of variants in the Porsche 911 range, the GT3 RS is arguably the most eye-catchy sports car of all times. With a maximum power of 500 hp, this car is made for the race-track and is a perfect thrill catcher for the Canadian roads raising the 0-100km/h needle in just 3.4s. Its wide body, graphics and design are unbeatable this summer. Heading out for a fun road trip to the countryside? This one ‘s for you!
Make the most of this summer with CarCostCanada reports making the decision easier for you with a detailed pricing, comparisons and best dealerships outlined for you.
Ready to buy a car but don’t know what to buy and where to start? As per Deloitte’s global automotive consumer study, most consumers start researching for a potential car 3 months prior to the purchase. Definitely, car shopping is becoming more of a need than a want for new buyers in the market with only 1 in 3 buyers knowing the vehicle they want to buy. As for Canadians, it is more or less the same. To get new car deals in Canada, consumers end up physically visiting each dealership to first know what they actually need to buy.
Another study by Cox Automotive suggests that more than half of the buyers are concerned about the monthly payments as well as the total price of the vehicle.
Of course, buying a car is not a decision made overnight and the fact that this decision involves a lot of investment in terms of the promise of utility and the price a car comes for, you wouldn’t want to feel disappointed with one. Needless to say, customer satisfaction is a unique selling point in this area of purchase. A simple, hassle-free shopping experience with transparent pricing and specifications is the way to go.
But how to make the shopping experience, worth pursuing in the first place? The answer is – dealer reports. Here’s how dealer reports can save you time and money to make smarter car buying decisions – ones which you won’t regret!
Breaks Down The Financials For You
Free dealer reports provide all the information you need for the car you want to buy with the retail price and the best match dealer price for the make and the model you choose. Their accessibility and emphasis on detail make them your one stop shop for all the initial research you need. With all the information about the dealer and retail price comparisons, leasing and finance rates with special and factory rates included, you have better clarity of how much a dealer makes from the sale and how much you can end up saving – transparency at its best!
Empowers Your Negotiation Process
With dealer pricing at your disposal even before making the purchase, these reports certainly put you in a better position to negotiate for the car you need. It is probably one of the best ways of staying informed about the vehicle and assessing your best deal options based on the market scenarios. An online report is a very resourceful prerequisite to stay prepared for negotiation with proof in hand.
Simplifies Your Dealer Hunt
It’s evident that we all want the best deal/price for every investment we make. Cars are no exception! A car report makes sure that there are no hidden prices or interest rates when it comes to helping you decide the best dealership according to your budget and additional benefits preferred. It also recommends you a great dealer with better incentives to make that job easier for you – a dealer that is trusted and recommended based on car make offerings as well as our previous customer reviews and happy experiences.
Saves You All Those Pointless Visits
With car dealer reports, you can skip the long purchase processing times half of which is spent in negotiation. While dealers strive to make the dealing process shorter, reports are a digital way of accomplishing the same objective by reducing your time spent hopping from door to door at dealerships and the latter spent on bargaining for the price.
Establishes Comparable Options
When buying a car, you must keep your options open and choose what best suits your needs. A car report opens up a plethora of options for you to compare from based on your primary vehicle choice. This way you can find similar cars in the category and what each make has to offer.
Provides Access To Incentives
With a dealer report, you not only get detailed information about the already known incentives but also the ones that are non-advertised and less known to many. This is not only an add on knowledge but also helps you customize the incentives prior to making a purchase! Most reports also offer the choice of insurance that matches your purchase and will probably be the most beneficial in the long run.
A report helps you identify risks and opportunities with comparable pricing and benefits to streamline the process of buying a car – making the experience worth it!
With a CarCostCanada dealer invoice report, you get exactly what you want – from the initial research to the final call, every step in the car buying process is made super easy for you digitally. With access to a wide database of national dealerships in Canada, our report is a smart way to save money and time spent in car buying.
Check out what a sample detailed report looks like and request your FREE dealer invoice report to make the most of your next dream car purchase!
It’s hard to argue against the 2019 Jaguar XF S’ styling. (Photo: Karen Tuggay)
Let me guess, that even if you live in one of Canada’s more established neighbourhoods you don’t often lay eyes on a Jaguar XF, let alone a lot of XE or XJ sedans. While once prolific in luxury crowds, four-door cars from Coventry are becoming rare sightings indeed.
Thanks to the stunningly beautiful Mk II and extremely elegant XJ Series I, II and III that followed, not to mention the B-Type, C-Type and E-Type sports cars that were inspirational for today’s sensational F-Type, the Jaguar brand grew legendary, but this day and age it seems that luring luxury customers into anything lower to the ground than a crossover SUV is becoming much more difficult, and it’s not for a lack of styling.
When the current XJ was completely reimagined for 2009, its wholly original, beautifully proportioned design set the stage for an entirely new lineup of Jaguar sedans and crossovers, but other than the latter lineup of SUVs, which are selling fairly well, it hasn’t exactly followed that bases-loaded homerun with an encore hit.
The second-generation mid-size E-segment XF being reviewed here arrived in 2015 as a 2016 model, and is beautifully sculpted too. Like the XJ and almost every Jaguar vehicle it’s formed from aluminum panels and composites, but only the XF can claim the brand’s best-ever drag coefficient of 0.26.
Gorgeous from all angles. (Photo: Karen Tuggay)
So it’s beautiful, lightweight and hails from an iconic brand, but that still doesn’t make it popular. It almost seems as if you need to be a curator of curious collectibles before stepping up and taking ownership of a car like the XF, but then again exclusivity has its privileges. It’s not like you’ll see one driving down the neighbourhood lane every day, or every other week for that matter. Crowd pleasers won’t like this one whit, but those who choose to be unique in order to stand out from that crowd will find the XF’s rarity a bonus. After all, while the XF is scarce, it’s hardly unusual in the way it goes about pleasing driver and occupants, combining a high level of old school charm with strong performance and plenty of highly advanced tech gear.
Jaguar actually improved the XF’s technology for this 2019 model, so that all XF trims now incorporate the brand’s updated 10.0-inch InControl Touch Pro infotainment touchscreen, which provides a larger display area to appreciate its completely new and wholly simpler graphics package (the classic red British telephone box ahead of a pastoral background and other scenes are now gone), easier visibility of the rearview camera, greater detail of the navigation mapping, plus plenty of other enhancements. If the more minimalist, arguably more sophisticated digital interface is not up to your standards, Apple CarPlay and Android Auto smartphone integration provide a new look when attached to your device, plus add proprietary features. Being that I’ve been an Android convert for the past few years (after getting fed up with lame iPhone batteries) I chose to use Jaguar’s stock system that’s much more appealing to look at. Incidentally, features like navigation and voice recognition are available in the XF’s second-rung Prestige trim and above.
Sharp lines, stunning curves, LED headlights, 20-inch alloys, the XF S has it all. (Photo: Karen Tuggay)
Moving from tech to luxury, Jaguar’s super-soft Suedecloth is now standard on all XF roof pillars and headliners, as are aluminum treadplates with illuminated Jaguar branding, plus premium carpeted floor mats, metal foot pedals, chromed power seat switchgear, and a classy looking frameless auto-dimming rearview mirror.
Speaking of standard, the base 2019 XF is the $59,100 Premium, while other trims include the $64,500 Prestige, and $67,800 R-Sport when opting for the 247 horsepower 2.0-litre direct-injection turbo four-cylinder; the $67,000 Prestige, $70,300 R-Sport, $72,300 300 SPORT and $79,100 Portfolio when choosing the 296 horsepower version of the same gasoline-powered mill; the $66,500 Prestige and $69,800 R-Sport when hooked up to the 180 horsepower 2.0-litre four-cylinder diesel; and finally $75,300 for my tester’s 380 horsepower 3.5-litre supercharged V6-powered model’s sole S trim. These prices and trims, incidentally, plus packages and standalone options can be found right here at CarCostCanada, where you can also choose to save thousands by learning about available rebates and otherwise difficult to access dealer invoice pricing.
The diversity of available XF engines is actually quite amazing and rare, but all of these engines focus their energies on one tried and tested eight-speed automatic gearbox, no matter the trim. The quick yet smooth transmission boasts an innovative rotating gear selector that automatically powers upwards after startup from an otherwise flush placement on the lower console between the front seats, this system requiring standard paddle shifters for utilizing the Jaguar Sequential Shift manual mode, while all-wheel drive is also standard.
The LED taillight design is tastefully discrete. (Photo: Karen Tuggay)
Further improving control no matter the driving situation, all XF trims come fitted with Jaguar Drive Control featuring Standard, Eco, Dynamic (sport), and Rain/Ice/Snow driving modes, each making a considerable difference to comfort, performance and all of the above, while Torque Vectoring by Braking (TVBB), and hill launch assist further aid drivers in mastering most road conditions.
Specific to my XF S tester, Adaptive Surface Response (AdSR) plus Configurable Dynamics and Adaptive Dynamics allow the choice of personal engine, suspension, steering, and transmission settings. All made a big difference to how this Jaguar responded to inputs, from being a comfortable, relaxed luxury car one moment, to a seriously responsive sports sedan the next.
Together with all items already noted, the top-tier XF S shown on this page receives beefier 350-mm front brake rotors and red calipers all around, as well as 20-inch alloy wheels, the latter upgrade improving performance and styling measurably.
The XF S interior wins on design and most materials, but comes up a bit short due to hard plastic surfaces. (Photo: Karen Tuggay)
Staying on the styling theme, the XF S also receives a unique “S” body kit that dresses up the car with a sportier front bumper, glossy black side sills and a gloss-black rear valance, plus a subtle rear deck spoiler. When stepping inside you’ll bypass special metal treadplates finished with unique “S” branding, while great looking Dark Hex aluminum inlays improve the instrument panel, rich Luxtec leatherette covers the dash top, and superbly comfortable, ultra-supportive “S” embossed 18-way powered sports seats ensconce driver and front passenger.
On top of everything already mentioned, the XF S also includes proximity keyless entry, pushbutton start/stop, an acoustic layer windshield, auto on/off headlamps, rain-sensing wipers, an electronic parking brake, a powered tilt and telescopic steering wheel, auto-dimming, power-folding, heated side mirrors with approach lamps and puddle lights, memory for those mirrors as well as the front seats, front seat warmers, mood lighting, a universal garage door opener, a backup camera, navigation, InControl Apps, Pro Services, Bluetooth phone and audio streaming, a USB port, two-zone auto HVAC, front and rear parking sonar, and more.
Additionally, along with the segment’s usual active and passive safety systems, the XF S arrives standard with autonomous emergency braking, lane keeping assist, blindspot monitoring, closing vehicle sensing, reverse traffic monitoring, driver condition monitoring, etcetera.
The cockpit and dash certainly looks good, and the driver setup is excellent. (Photo: Karen Tuggay)
Over and above the standard XF S items already listed, my test car was upgraded to include a stunning Rossello Red paint job for $670; beautiful glossy black twinned five-spoke alloy wheels for $770; a special Black package featuring a glossy black mesh grille insert and surround, glossy black side vents, and the same inky treatment for the trunk garnish for $460; a Comfort and Convenience package for $2,200 that adds a overly excitable gesture-control system for the trunk’s powered lid (I’ll explain this in a moment); plus soft closing doors, three-way active cooled/ventilated front seats, and heated rear seats; a Technology package for $1,030 featuring a 12.3-inch digital gauge cluster, Pro Services, and a CD/DVD changer; a Driver Assistance package for $3,680 incorporating an overhead surround camera system, a forward-facing camera, 360-degree Park Distance Control, Park Assist semi-autonomous self-parking, dynamic cruise control with Queue Assist, blindspot assist, and traffic sign recognition with an intelligent speed limiter; a $1,330 head-up display system; a $410 heated windshield and heated washer jets package; plus $210 satellite and HD radio.
Only the $2,230 Premium Interior Upgrade package was missing or my XF S would be deemed fully loaded, the improvement otherwise adding four-zone auto HVAC with an air quality sensor and auto air re-circulation, plus a cooled glove box, side window sunshades, a powered rear sunshade, and configurable mood lighting; plus I might have enjoyed one of the optional interior décor trims more too, particularly the carbon fibre; yet even the way Jaguar provided it, the XF S was sensational and its asking price of $85,850 quite reasonable, this $10,550 more than the base XF S.
The fully digital gauge package is very well done. (Photo: Karen Tuggay)
All of the features just noted are fastened to a lightweight and extremely rigid bonded and riveted aluminum body shell that I happen find extremely attractive, while the interior is very well made from some of the industry’s nicest leathers, woods and metals. My test car featured an Ebony (aka black) leather and Light Oyster (grey) contrast-stitched cabin that also boasted gorgeous Grey Figured Ebony veneers throughout. While impressive, especially when compared to Jaguar’s smaller XE sedan, I won’t go so far as to claim that the XF leads its class when it comes to fit, finish, materials quality, digital interface supremacy, feature superiority, ultimate roominess, or any other superlative. Still, it gets a good grade for all noted categories, while its completely unique look, feel, and overall impressive performance warrants your undivided attention.
Just like the more compact XE and full-size XJ, the XF actually drives like a smaller, lighter and more engaging car than its long, mid-size dimensions suggest, and most competitors can offer. Its previously noted 380 horsepower V6 responds with immediate energy that’s easily attributed to its sizeable displacement and aforementioned supercharger, which helps all 332 lb-ft of torque hit the ground running from launch, while its standard all-wheel drive makes wheel spin yesterday’s news in snow, rain or dry conditions, and the aforementioned ZF eight-speed clicks through its cogs with speed and precision.
Jaguar updated its centre stack with this standard 10-inch touchscreen for 2019, complete with a new graphic interface. (Photo: Karen Tuggay)
The XF’s performance is its key calling card, from its steady, formidable (albeit exhaust-muted) 5.3-second zero-to-100km/h straight-line acceleration, to its sublime handling and excellent ride that’s brought about by a lightweight double-wishbone front suspension and integral link rear setup, the combination perfect for pushing the envelope through hard-pressed switchbacks at unmentionable speeds, or alternatively hauling down the highway or taxiing through town at more relaxed paces. The XF S is a sport-luxury sedan that can do it all.
This said I had a few issues with my test car, particularly the fact that my top-tier model didn’t even include remote engine start on the otherwise fancy key fob. It’s available as part of the InControl Remote App you can download onto your smartphone, but there were plenty of disgruntled iTunes and Play Store owners who said it only worked 25-30 percent of the time, and being that I only tested it for a week and was never even informed of the app prior to the test so I could download it, wasn’t able to pre-warm the interior in winter (or hypothetically pre-chill the cabin in summer).
Temperature settings in mind, I didn’t appreciate not having an auto mode for the heatable seats and steering wheel. Each needed to be switched on upon startup, and Jaguar only includes one ultra-hot setting for the steering wheel rim, forcing me to turn it on and off throughout my drive.
The XF is roomy and comfortable. (Photo: Karen Tuggay)
Another quibble focuses on the overhead sunglasses holder that doesn’t even properly fit smallish wire rim glasses like my Ray-Ban aviators. I had to turn them upside down in order to stuff them inside and shut it closed, which meant their lenses were left rubbing against the harder side of the lid.
On a more positive note, the dash corner vents whisk open in wonderful silence, which is equally cool to how the gear selector rises into place, but all the hard plastic found on the glove box lid, lower dash surfacing, console, and lower door panels didn’t impress anywhere near as well.
Finally I get to that trunk lid I mentioned earlier in the review. Hyperactive might be a better term than overly excitable, but either way it was a convenience feature gone wrong. Let me explain: Basically it opens up whenever anyone with the key fob in purse or pocket walks past. Other carmakers that use this type of hands-free trunk opener, such as Hyundai and its Genesis luxury division, cause you to stand next to the back bumper for at least three seconds before it activates the automatic trunk lid, but my XF tester’s trunk kept popping open immediately upon sensing the key fob. Once, after pulling up at a shopping centre, the trunk sprang open as I walked past on my way toward the mall. Unfortunately this gave a nice preview of my valuables to any miscreant eyes nearby, which is certainly a security risk. Another time I kept the engine running (for less than a minute) while delivering something to an office I have regular business with (don’t worry, their parking lot/entrance is totally private), and voila, while walking past the XF’s backside the trunk lid popped open once again. It performed the annoying ritual while pumping gas too, and on other occasions.
You can really stretch out in the comfortable back seats. (Photo: Karen Tuggay)
Fuel in mind, the XF achieves a Transport Canada rating of 12.0 L/100km city, 8.4 highway and 10.4 combined, which is actually pretty decent for such an enthusiastic drivetrain strapped to such as generously proportioned luxury sedan, although I must point out that buyers willing to forgo some accelerative force for thriftier economy can choose the aforementioned turbo-diesel that gets a superb 7.8 city, 5.8 highway and 6.9 combined rating. Diesel is often significantly cheaper than gasoline too, and allows you to drive greater distances per tankful.
While that trunk kept popping open I was continually reminded just how large it is. It measures a generous 541 litres (19.1 cubic feet), and better yet provides ultra-convenient 40/20/40 split-folding rear seats that let you lay longer items like skis down the middle while outboard rear passengers enjoy the more comfortable, warmer window seats.
The XF is spacious for front and rear occupants as well, this due to a wheelbase that was lengthened considerably when the second-gen car arrived. By the numbers you’ll have 1,055 mm of legroom in front while your rear passengers will benefit from 957 mm, so you shouldn’t hear complaints from tagalongs when it comes to roominess.
That’s one big trunk. (Photo: Karen Tuggay)
At the end of my weeklong test I wouldn’t say I was in love with the 2019 XF S, but certainly grew to appreciate its many qualities despite its few quirks. Yes, it’s nowhere near perfect, but its larger touchscreen and other improvements make it better than ever, while its performance was excellent for all but those (like me) that have experienced this car with a supercharged V8. That in mind, I’d consider the XF even more seriously with one of its four-cylinder alternatives, for its economical and environmental benefits. Either way, Jaguar has most bases covered with the XF, making it a credible choice in this highly competitive mid-size luxury category.
Ever asked a Tesla owner what it feels like to own one? Being insanely happy and satisfied with their car is what a true Tesla aficionado would say.
To own a brand like Tesla gives some people a sense of thrill and for others is an eco-friendly option coupled with a sense of luxury and accomplishment. Canadians are no different! Tesla as a brand has managed to generate high levels of awareness and consideration amongst Canadian car enthusiasts. And, it is interesting to see how the excitement unravels for electric cars like these in the market with time.
Which brings us to good news for all Tesla fans. Buying electric cars is now going to be cheaper, thanks to the Canadian Government for the decision to boost electric vehicles on the road by covering them under incentive programs. This program includes a range of electric vehicles and not to forget – the Tesla Model 3. If you are eyeing the Model 3 for long and researching the new car deals in Canada, now is the time to invest in one.
Why are electric vehicles incentivized in Canada?
The plan to incentivize is a result of the governments’ aim to encourage Canadians to support practical, affordable, and eco-friendly solutions to face the issues associated with climate change effectively. It is an important milestone for the Government to initiate a solution in this direction that will help to reduce the amount of greenhouse gas emissions due to transportation
With this program, consumers will be entitled to a number of buying/leasing incentives depending on the eligible car make. And amongst the list of electric vehicles and plug-in hybrids, Tesla Model 3 is one of them.
What does it mean for current and potential Tesla owners?
According to the electric vehicle category, individuals purchasing an EV with a base MSRP under $45,000 will be entitled to receive a $5,000 rebate. Towards this, the following Model 3 configurations qualify for this federal incentive:
2019 Model 3 Standard Range with the qualifying MSRP before centre fees and EV savings: $44,999
2019 Model Standard Range Plus with the qualifying MSRP before centre fees and EV savings: $53,700
These incentives come in addition to the current $8,000 and $5,000 incentives offered in Quebec and British Columbia, respectively.
So, if you are planning to buy an electric car this summer, now is the best time to catch hold of the Tesla Model 3. Not only does it comes with the government-backed benefits now but this in-demand vehicle comes with all the features every Tesla lover would desire with the addition of a lower price tag.
How will a Tesla customer receive this incentive?
Such purchase incentives will be exclusively applied at point-of-sale – dealerships or online for one purchased or leased after May 1, 2019. For this, the dealership will be responsible for ensuring that the documentation is in place for you in order to obtain the benefit.
What makes Tesla so attractive to buyers?
The first and foremost reason why Tesla is the car everyone longs for is due to the embodiment of modern design and aesthetics backed with high technology features that can be updated via a simple software update just like a smartphone.
Tesla models have shifted focus to affordability and this will continue over the years to come.
They are one of the simplest cars to operate with almost no noise
They can reach high speeds in a matter of a few seconds, making them a head-on competitor for most luxury sports cars in the market.
Buying an electronic vehicle, such as a Tesla can be a very tough decision to make. The initial price may sway people, however, it’s an investment you will get your money’s worth from. Finding the right dealer, the best price, and the add-on incentives is essential to the buying process.
Car Dealer Invoice Reports: Finding You The Best Tesla Deals
Buying a Tesla is itself an experience worth participating in. To add on to this, a dealer invoice report breaks down the essentials you need to know before opting in for this experience and ensures that it is a memorable one by:
Choosing the best deal for you through a granular price comparison between different makes and similar electric vehicles
Breaking down the financials and leasing options that will best suit your requirements
Providing information related to the advertised as well as non-advertised incentives that you might be eligible for
Recommending you a partner Tesla store provider in order to deliver the promise of high quality and maintenance services
Get the best buying advice, pricing guidance and know more about the special incentives for your next Tesla Model 3 with a CarCostCanada report.
Hyundai debuted it’s new Kona at the 2019 Canadian International Auto Show.
At the end of April, the Government of Canada announced that they will be providing an incentive to consumers for Zero-Emission Vehicles, or ZEVs starting May 1st 2019. With the growing popularity of ZEVs, it is understandable that many people want to reduce fuel emissions and think about the possibility of purchasing an electric vehicle. If you are wondering what classifies a vehicle to be ZEV, it means that the vehicle has to be either: battery-electric, plug-in hybrid electric, or hydrogen fuel cell. Over the years, something like a Tesla seemed unattainable to consumers. Even a model such as the Nissan Leaf is priced at the lower end of the $40,000’s. But, as the growing demand and popularity for ZEVs continue, manufacturers want to sell as many of these vehicles as possible, and it starts with the price of them.
The Government of Canada knows that offering incentives of up to $5000 for a new ZEV, will be attractive to potential customers and in the end, having more ZEVs on the road, reduces fuel emissions and will positively influence the economy.
So, there are two levels of incentives with regards to what the Government of Canada is offering.
Battery-electric, hydrogen fuel cell, and longer range plug-in hybrid vehicles are eligible for an incentive of $5,000. (i.e. Chevrolet Volt, Chrysler Pacifica Hybrid, Ford Focus Electric etc.)
Shorter range plug-in hybrid electric vehicles are eligible for an incentive of $2,500 (i.e. Audi A3 Sportback e-tron, Ford Fusion Energi, Hyundai Ioniq PHEV etc.)
To view the full list on the Government of Canada’s website, please click here.
Tesla still leads the way for electric vehicles. But other brands are starting to catch up.
This government offered incentive is a step in the right direction as Canada strives to meet its carbon emission reduction targets. As of September 2018, EV sales in Canada reached a high of almost 35,000 sales, up from 19,236 in 2017. (ref. Fleetcarma, 2018). Even though this is a huge jump, EV adoption in Canada continues to trail other industrialized countries around the world. In a country, such as the Netherlands (with a population of about 17 million vs. 37 million in Canada) sales of new electric vehicles are significantly higher. This could be attributed to the fact that their Electric Vehicle market has been supported by the Dutch Government. They offer consumers and businesses incentives to purchase Electric Vehicles. These incentives often resulted in tax savings of several thousand Euros on the purchase of a new electric vehicle. In 2018 alone, there were almost 146,000 EV sales in The Netherlands, and it is expected to grow to 200,000 sales by the year 2020. When the Dutch government first introduced these incentives, they were only available to businesses. However, the government knew that it was important to offer incentives to regular consumers if they wanted to grow the EV market in their country.
The Hyundai Ioniq is another popular electric vehicle that is available in Canada.
Canada seems to be following suit with other countries that are very supportive of the EV market. The great thing about this incentive, which became available May 1st 2019, is that it gives more people the opportunity to purchase a vehicle that was at one point way to expensive for the average consumer. We will just have to wait and see how much the sales will jump in the next few months after the Government of Canada offers this incentive.
Before you leave, please take a moment to participate in our survey on which Electric Vehicles (offered in Canada) that you might be inclined to buy. Click here.
CBC “The National” Story on Electric Vehicle Market in Canada:
Last year’s WRX updates made an already great looking sport sedan look even better, and it even look more aggressively stylish in Sport-tech RS trim. (Photo: Karen Tuggay)
Can a non-price-related case be made for someone actually choosing to purchase the regular WRX over a WRX STI? After a week with the 2019 WRX Sport-tech RS I say yes, and I wasn’t even driving the automatic.
That last point is a clear differentiator between regular WRX and STI, being that the latter can only be had with a six-speed manual gearbox. Therefore, anyone using their WRX as a daily driver, who wants more convenience and relaxation during their commutes, along with the usual high level of performance the WRX has become legendary for, whether blasting up circuitous backcountry roads during weekend road trips or just pushing Gs around freeway cloverleaves on their way to work, can pay a mere $1,300 more to do so with any one of the regular WRX trims, except this particular WRX Sport-tech RS that can only be had with a manual.
To be clear, the WRX Sport-tech can be optioned out with the autobox, but you’ll need to replace the RS suffix from its trim designation with EyeSight. This won’t provide an identical model with different transmissions, but the similarities between the two should be close enough for those seeking a compromise between all-out performance and everyday ease.
Before delving into those similarities and differences, not to mention itemizing features available with the other WRX trims, I wanted to touch on a few details of this very Sport-tech RS tester being reviewed. First off, I was delighted with its coat of World Rally Blue Pearl exterior paint, which while the same as the near identical Sport-tech RS I tested last year, remains a personal favourite colour thanks to its vibrant blue hue and its historical motorsport significance as the base livery of Subaru’s World Rally Championship winning glory years.
While the Sport-tech RS model’s rear deck lid spoiler is discreet, its diffuser-style bumper cap and quad of tailpipes looks anything but. (Photo: Karen Tuggay)
All good and well, but why would Subaru give me a seemingly identical WRX test car within a given year? As I have learned, the company has updated the 2019 WRX infotainment system; the centre-mounted display now becoming one of the most important features in any new vehicle. The first improvement I noticed was the completely redesigned graphic interface, which is much more attractive and now in line with other updated models across the Subaru lineup (new 2020 Outback and Legacy aside). It’s highlighted by colourful smartphone/tablet-style circular candy drop digital buttons surrounded by squarish floating tiles on a star-speckled night sky-like deep blue 3D background, an attractive image for sure, while Apple CarPlay and Android Auto phone integration are now part of both the base and top-tier systems.
Our tester comes standard with the latter, the touchscreen still measuring 7.0 inches diagonally for a half-inch gain over the base display, and once again getting touch-sensitive quick access buttons down each side, which include Home, Map and Apps to the left and Info just above two sets of track seeking arrows on the right. The system also includes near-field communication (NFC) for faster phone connectivity (if your smartphone offers it), a Micro SD card slot, HD radio, new glossy black topped audio knobs, navigation mapping and routing, a rearview camera with dynamic guidelines, plus more. I find this new interface much easier to use, while the display’s clarity and depth of colour is excellent, easily matching the best in the mainstream business, and surpassing many.
As for the rest of this WRX Sport-tech RS and its non-STI compatriots, they remain unchanged for 2019, meaning this model still features last year’s extensive styling updates, chassis improvements, and other refinements, not to mention the a safety feature. Let me go into more detail.
The WRX looks especially attractive when digging into the details. (Photo: Karen Tuggay)
Regarding styling, Subaru reworked the WRX front grille and bumper design for 2018, as well as the door trim inside, while a new electroluminescent primary gauge cluster boasting a really attractive high-resolution colour TFT centre display was added too. Additionally, the 5.9-inch colour multi-information dash-top display received new graphics that look fabulous. This sporty interface, which pays homage to the secondary ancillary turbo, temp and oil pressure analogue gauges of past performance cars in both its placement and functionality within, is also completely unique in this class, adding that special custom allure to the WRX that’s missing from many rivals.
What’s more, rear passengers continue to benefit from last year’s new fold-down centre armrest with integrated cupholders, while all occupants can now enjoy easier conversations thanks to better insulation and other refinements that result in reduced noise, vibration and harshness levels, plus an improved ride from a retuned suspension setup, and lastly the car is made better overall from a stronger battery.
While all of the above are obvious improvements, I personally really like the new grille design too, especially its blackened borders and black mesh insert, plus the racing-spec-style multi-component lower front fascia with its matte black centre vent looks menacingly intimidating, just like a formidable sport sedan should, as do the larger, squarer matte black fog lamp bezels. Lastly, this Sport-tech RS model’s twinned five-spoke gunmetal grey-painted cast aluminum alloys on 245/40 Dunlop SP Sport Maxx RT performance tires framing red brake calipers look superb—base and Sport models come fitted with grey 15-spoke 17-inch alloys on the same tires measuring 235/45.
Gotta love the dark-grey alloy wheels under swollen fenders with integrated rear venting. (Photo: Karen Tuggay)
All of the above, combined with everything else upgraded last year, like the massive hood scoop, redesign headlamps, and race-inspired matte black rear diffuser with quad chromed tailpipes, plus everything that appears to mostly be pulled forward from the 2015 through 2017 version, such as the coke-bottle fenders with integrated engine vents bearing chromed “WRX” appliques, subtle rear deck lid spoiler (that I like much more than the STI’s gigantic wing—the smaller lip spoiler can be had with the STI too), etcetera, look fabulous.
Also carryover (but who’s complaining), non-STI WRX variants once again include Subaru’s brilliant 2.0-litre direct-injection twin-scroll turbocharged boxer four, making a healthy 268-horsepower and 258 lb-ft of torque. That’s getting pretty close to the STI’s 310 horsepower and 290 lb-ft of torque, and considering you can get into the former for just $29,995 plus freight and fees, or $38,995 as tested, which is much more affordable than the latter model’s $41,995 base price, or the more comparable $47,295 STI with its Sport-tech package, the regular WRX starts to look like a very smart choice. Then factor in that most of its similarly priced challengers don’t measure up with respect to performance, while also not offering Subaru’s standard Symmetrical-AWD (or any AWD at the WRX’ price point), and it makes a sound case to Canadian performance enthusiasts.
As noted, connecting engine to driveline is a standard as-tested six-speed manual, but many are not aware that the optional automatic is actually a continuously variable transmission (CVT), the bane of gearheads everywhere. This said, CVTs have come a long way in recent years, and Subaru’s Sport Lineartronic design is quite impressive thanks to quick-shifting steering wheel paddles that prod both six- and eight-speed manual modes, plus the benefit of Subaru Intelligent Drive (SI-DRIVE). I know, it’s difficult to hear the words WRX and CVT being used in the same sentence, let alone learn they’re being incorporated into the same car, but after testing one in 2017 I was positively surprised. This doesn’t mean I’d opt for one if my personal money was on the line, but I certainly wouldn’t criticize anyone for choosing to.
Here’s a close-up of the diffuser-style bumper cap, and one set of the twinned exhaust system. (Photo: Karen Tuggay)
More importantly to WRX purists, the manual gearbox I tested received a new shift lever along with improved shifter and clutch feel as part of last year’s redesign, and the former remains as wonderfully smooth and accurate as last year’s update made it, while clutch weight is ideal and take-up more responsive without being grabby.
As you may have guessed, there’s no change in straight-line acceleration from the identically powered 2018 model, with the manual still good for a claimed zero to 100km/h run of 5.4 seconds, and the CVT capable of achieving the same feat in a respectable 5.9 seconds. Neither time is the stuff of legend, of course, but I can’t see many driving enthusiasts being underwhelmed with the regular WRX’ off-the-line performance, while those that opt for the CVT will surprisingly own bragging rights to the fastest top speed specs, the autobox adding 8 km/h to the manual’s terminal velocity with a nice round total of 240 km/h compared to 232.
As I said last year, most modifications were about refinement, and included improved steering feel and a more compliant ride that doesn’t compromise at-the-edge handling. Being that my aging body appreciates having a bit more comfort now than when younger, as is the case for many WRX owners, this friendlier suspension setup is a very good thing. It was during regular errand runs around town that I most appreciated the improvements, yet when opportunity provided an empty lane on a winding rural road the new WRX’ firmly damped fully independent suspension remained as resolute to pavement as it’s always been, especially over broken and uneven tarmac that didn’t unsettle the chassis one iota.
While WRX performance is commendable, those seeking out a four-cylinder compact model for fuel-efficiency can only take a modicum of solace in a Transport Canada rating that’s only better than the STI’s 14.3 L/100km city, 10.7 highway and 12.7 combined rating, because with a claimed rating of 12.6 L/100km city, 9.6 highway and 11.2 combined when mated to its standard manual gearbox, or 11.3, 8.5 and 10.0 respectively with the CVT, it’s not exactly the thriftiest sport model in its compact class. In fact, plenty of more powerful alternatives deliver much better economy, yet fortunately for Subaru this is hardly the priority of most WRX buyers.
The Sport-tech RS gets these superb leather and microsuede covered Recaro seats. (Photo: Karen Tuggay)
Now that we’re talking practicalities, the WRX remains a pragmatist’s sports car. It’s capable of seating four to five in comfort, plus houses plenty of life’s gear in its 340-litre (12-cubic-foot) trunk, plus more when expanding its 60/40 split-folding rear seatbacks. Also, a trunk provides a great deal more security than available to the WRX’ hot hatch competitors that are more susceptible to break and entry crime.
I was once again impressed by the WRX’ interior quality too. For instance, its instrument panel is wholly formed from premium soft-touch synthetic, across the very top of the dash and all the way down to the halfway point of the centre stack, while the door uppers are comfortably pliable from front and back as well, plus filled with cushion-backed leather-like inserts and padded armrests, that were all stitched in red no less.
Red in mind, I like that Subaru took the tasteful route when highlighting the WRX interior, unlike some of its less experienced rivals that look as if their red embellishments were smeared on by a tweenager over-applying rouge and lip gloss (Civic Type R, I’m talking to you). The WRX Sport-tech RS model’s just noted red stitching also covers the door inserts, steering wheel rim, shifter boot, and bolsters of the seats that are also emblazoned with a thick strip of red leather, which is a nice contrast to the black leather and microsuede material found elsewhere. Lastly, a stylish circle of red piping wraps around the centre of the seat like a frame for the white embroidered “RECARO” logo, this nicely matching the red piping around the headrest just above. The interior’s finishing touch is a splash of carbon-fibre style trim across the dash.
Most of what I’ve just described is specific to the Sport-tech RS as noted, which incidentally was new last year, but keep in mind there are plenty of other WRX trims worth investigating. Along with the sub-$30k base model and $39,095 Sport-tech EyeSight already mentioned, Subaru offers $33,195 Sport trim and a Sport-tech without the $2,300 RS upgrade for $36,495.
The WRX gets a sporty cockpit, with a flat-bottom leather-wrapped steering wheel, metal pedals, and plenty of other stylish details. (Photo: Karen Tuggay)
Additionally, a special $40,995 雷雨 Raiu Edition was added for 2019, featuring one really attractive exclusive Cool Grey Khaki colour. It adds a number of STI-style exterior details such as a sharper front lip spoiler, extended side skirts and a much larger rear wing spoiler, plus big 19-inch alloys encircling the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled rotors. Some additional 雷雨 Raiu Edition features include the Subaru Rear/Side Vehicle Detection System (SRVD) that incorporates blindspot monitoring with rear cross-traffic alert and lane change assist, plus it also gets a powered moonroof, a 10-way powered driver’s seat including lumbar, the same ultrasuede-enhanced sport seats as in the RS, plus red seatbelts.
Incidentally, all 2019 WRX trim, package and option prices were sourced right here on CarCostCanada, where you can also find important info on manufacturer rebate programs and otherwise hard to find dealer invoice pricing that could actually save you thousands of dollars. Make sure to check this out thoroughly before you buy.
Specific to the WRX Sport-tech RS tested here, a set of uprated Jurid brake pads clamp down on a standard set of 316 mm front and 286 mm rear rotors via the red brake calipers noted earlier, while the cabin features the luxurious black and red partial-leather/ultrasuede upholstery also mentioned before (ad nauseum), while the driver’s seat is downgraded from 10-way power to just eight adjustments due to the much more inherently supportive Recaro sport seats that my backside happened to love.
On top of this, my tester’s Sport-tech RS trim added proximity-sensing keyless access with pushbutton ignition, the larger 7.0-inch centre touchscreen filled with the updated system graphics noted earlier, plus Subaru’s StarLink app, additional apps such as Yelp, Best Parking, Glympse, SiriusXM Traffic and Travel Link with weather, sports and stock market info, and a 320-watt nine-speaker Harman/Kardon audio system that sounded awesome, plus two USB ports.
The top multi-information display was updated last year and looks great, while the lower touchscreen is totally revised for 2019, and is a major improvement. (Photo: Karen Tuggay)
Items pulled up from Sport trim include wiper-integrated automatic LED headlights with new steering-responsive cornering, LED fog lamps, LED turn signals integrated within the side mirror housings, welcome lighting, a tastefully discreet rear deck lid spoiler, plus the aforementioned powered glass sunroof and SRVD blindspot safety upgrade.
Lastly, base model features pulled up to Sport-tech RS trim include a quad-tipped high-performance exhaust, integrated roof rack brackets, a windshield wiper de-icer, a well-designed leather-wrapped and red-stitched multifunction flat-bottom sport steering wheel, single-zone automatic climate control, heatable front seats, StarLink smartphone integration (including Aha radio), a backup camera, AM/FM/CD/MP3/WMA audio, satellite radio, Bluetooth phone connectivity with audio streaming, aux and USB ports, voice activation, and more.
While Sport-tech RS trim doesn’t come standard with Subaru’s EyeSight suite of advanced driver assistive systems, I need to mention exactly what this is just in case you want your WRX with as much active safety and convenience as possible. As noted, you can upgrade the WRX Sport-tech with EyeSight, and when you do it becomes one of the most technologically forward-thinking cars in its class, thanks to automatic high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist.
So equipped the WRX earns a best-possible IIHS Top Safety Pick + rating, the “+” rather hard to get in the small car class and only shared with three other brands, none of which compete directly with the WRX. Even more impressive, Subaru has four models that can be equipped to meet this high grade of advanced safety, more than any other automaker in the small car segment.
Most sports cars don’t offer a comfortable, accommodating rear seat, but the WRX is not like most sports cars. (Photo: Karen Tuggay)
Even better, Subaru has more IIHS Top Safety Pick + rated vehicles than any other mainstream volume manufacturer, including more mid-size models with the coveted safety rating, and the same status for every vehicle it produces other than the Toyota co-designed/built BRZ, for a total of eight models. No other brand even comes close, with Toyota only elevating two of its models to this rarified height, Honda just one, and Nissan with none. This, when combined with the extra all-weather safety provided by these models’ standard Symmetrical all-wheel drive, is as good as it gets.
So while the WRX isn’t exactly a leader in fuel-efficiency, it’s ahead of the pack in almost every other way, and makes a strong case for itself when compared to its key performance-focused competitors as well as when put up against the pricier STI. If money were no object my choice would be the latter, but I can totally understand why someone might feel compelled to choose a regular WRX, especially when it’s as nicely equipped as this Sport-tech RS.
