The 2019 Porsche 911 GT2 RS blasted past the previous Road America track record by nearly 2 seconds. (Photo: Porsche)
Only last fall the brilliant Porsche 911 GT2 RS MR set a street-legal lap record at the renowned Nürburgring Norschleife race track in Germany, which only remains bested by a modified version of the Stuttgart brand’s own 919 Hybrid EVO World Endurance Championship (WEC) racer, but now the globe’s winningest sports car manufacturer claims a new production car record-setting time on Elkhart Lake, Wisconsin’s ultra-challenging Road America track.
The GT2 RS, shown here on Road America, boosts the 911 into supercar territory. (Photo: Porsche)
The 14-turn, 6.5-km racetrack combines long high-speed straight-ways, tight turns and a bevy of undulations, making it easy taking for most any Porsche 911, although when that 911 is a 2019 GT2 RS it’s game over for any competitors. As it is, Road America has yet to become popular for attempting track records, with the current title-holder being a GT2 RS privateer that managed an ultra-quick 2:17.04 lap time last year, so Porsche was really trying to beat itself, but when competition seems so scarce what’s there left to do? How about carving 1.87 seconds off the just noted lap time for a new record of 2:15.17 minutes? Not too shabby, and it only took 24 Hours of Daytona and Le Mans class winner David Donohue two laps to do it.
The GT3 RS can rev to 9,000 rpm, therefore delivering an entirely different kind of sports car experience than the GT2 RS. (Photo: Porsche)
As if that wasn’t good enough, Porsche doubled down on its RS track time with another outing, but this time with the less formidable 911 GT3 RS. Even though engine output is 200 horsepower less convincing, Donohue managed a surprisingly quick best-of-three 2:18.57-minute charge, the high-revving flat-six engine often passing right by its lofty 8,800-rpm redline during the process. The fact that the 911 GT3 RS’ track time remained so close to the GT2 RS record is a testament to its impressive handling, especially when factoring in Road America’s long high-speed straights and plentiful sharp corners.
The 911 GT2 RS pushing hard on the even more curvaceous Road Atlanta race course. (Photo: Porsche)
Both GT2 and GT3 RS models wore road-legal Michelin Pilot Sport Cup 2 R N0 production rubber, these optional for Canadian RS owners, while it should also be noted that the Road Atlanta event’s lap times and vehicle telemetry were recorded and validated by Racelogic.
Not to be satisfied with just two racetrack lap records, Porsche took this 911 GT2 RS to Road Atlanta in Braselton, Georgia only last month, and with Randy Pobst in the driver’s seat managed another record-setting time of just 1:24.88 minutes, which incidentally trumped the outgoing record-holding Corvette ZR1 by nearly two seconds, not to mention the previously mentioned Porsche 911 GT3 RS by 1.36 seconds.
So why is Porsche taking its RS models to all of these tracks to break records? Possibly it’s due to a new 2020 911 arriving later this year, and the need to make hay while the sun shines, so to speak. This said it’s not like a redesigned GT2 RS will be available immediately upon the new 911’s arrival, which means we’ll likely see plenty of additional racetrack records smashed soon.
Until that happens, enjoy some record-breaking videos below:
Porsche 911 GT2 RS sets production car lap record at Road America – David Donohue onboard camera (2:25):
911 GT3 RS completes Road America lap in just 2:18,57 minutes (2:28):
Porsche 911 GT2 RS Record Lap at Road Atlanta – Highlight Film with Randy Pobst Onboard Camera (2:18):
Porsche 911 GT2 RS sets production car lap record at Michelin Raceway Road Atlanta (1:39):
Onboard video of the 911 GT3 RS at the Michelin Raceway Road Atlanta (1:36):
Year after year, the Honda Civic and the Toyota Corolla have been pegged against one another as top contenders in the economical sedan realm. The 2019 versions of both of these vehicles bring new features and improvements that have been noted by consumer feedback. The Civic continues to have the sedan, coupe, and hatchback body styles whereas the Corolla is only available in the sedan style.
These vehicles are both sensible choices for a wide range of drivers as they have a reputation for being reliable but an affordable choice all-around. Understanding the implications and differences that each of these vehicles has will help you narrow down the choice perfect for you. Although these vehicles are quite affordable, having dealer invoice reports will help to ensure that you get the best car deals in Canada for financing purposes. Keep reading to learn about the key differences between the Civic and Corolla and how you can get the best price on each.
What is the Difference in the Vehicle’s Exterior?
For the Honda Civic, its standard has stayed the same since 2016, getting a mild facelift for 2019. Corolla has been mostly unchanged since 2014, with mild changes a couple years back. In the sedan form, both vehicles have almost identical exterior dimensions. As mentioned before, the Civic comes in a hatchback and coupe structure as well, which adds variety to the Civic model. The Corolla does come in a hatchback body style but that is a completely different car with a different engine.
In this sense, the Civic takes the lead as there are more form options to choose from as most car models these days do not have all three choices as an option.
What is the Difference in the Vehicle’s Interior?
Overall, in regards to the design, material quality, and overall fit, the Civic has a nicer interior but the Corolla has a leading advantage that beats out any compact car: their class-leading rear legroom. This allows back-seat passengers to have enough legroom to create the feeling that it is a much bigger car. There is a significant 4 inches of more legroom in the Corolla than the Civic.
Another popular factor of the Civic is that the digital gauges in the dashboard make you feel like you are in a more expensive vehicle. The displays in the Civic, in general, are nicer to look at. Thus, the breakdown comes down to this: the additional leg room positively changes the passenger experience so if that is an important factor, the Corolla is your best bet. If the aesthetic and look of the car are more important, the Civic takes the point.
What are the Differences in terms of the Internal Mechanics?
The Honda Civic has 2 available engines whereas the Toyota Corolla has one. Both of these front-wheel-drive cars have the option for an automatic or manual transmission.
Engine 1: 1.8-liter inline four; 132 horsepower, 128 lb-ft of torque; 28 mpg in city driving and 36 mpg on the highway
Comparing the two vehicles’ internal mechanics, the Civic is a clear winner. The two engines that it has both beat the Corolla. It continues to deliver excellent performance on the road while having an eco-variant that is better than the Corolla.
What are the Differences in the Technology?
As technology continues to grow, integration with vehicles has become common. Both of these models have developed high-level safety tech to be standard on models. For the Corolla, there is the Toyota Safety Sense-P which is a pre-collision system dedicated to detecting pedestrians, dynamic radar cruise control, lane-departure alert with steering assist and automatic high beams. The Honda Sensing safety tech suite has a similar built-in functionality but does not include the automatic high beams.
Another aspect of technology that is popular is the infotainment system and both vehicles have a version of an audio and infotainment system. Bluetooth connectivity and USB ports exist in both vehicles but the Civic is the only one that has both Android Auto and Apple CarPlay. Overall, the technology aspect of both vehicles is very similar. The only step forward the Civic has is that the connectivity features are more tailored for Android and iPhone users with the pairing component integrated.
What is the Difference in Pricing for the Civic and Corolla?
As mentioned before, both of these vehicles are affordable compact vehicles, which makes them both at the lower end of the price range. The Corolla’s first trim beats the Civic on price, starting at $18,700 compared to the Civic sedan at $19,450. The Civic continues to be more expensive than the Corolla, even at the top trim ($27,300 compared to $22,880). Thus, when it comes to financial constraints and budgeting, the Corolla does take the lead.
With dealer invoice reports, you will be able to identify any rebates and rewards you qualify for and negotiate a price that is fair for you.
Conclusion
Overall, both choices are great for anyone looking for a simple compact vehicle. They both have their benefits and depending on what you value as a driver and a passenger, one may appeal more than the other to you. Contact our team today about getting a free dealer invoice report so that you can get the best price for the vehicle fit for you.
New A-Spec trim adds sportier styling to the classic MDX look for 2019. (Photo: Karen Tuggay)
What? You don’t know what an A-Spec is? It’s ok. Sometimes I forget that normal people don’t follow the auto industry as closely as car enthusiasts and journalists like me. A-Spec is Acura’s sport-oriented styling package that may or may not include real performance upgrades. With respect to the new 2019 MDX A-Spec, it’s all about the look.
That look starts with glossy black and dark-chrome detailing for the grille, headlights, window trim, and tailgate spoiler, plus a bolder front fascia design, painted front and rear lower skid plate garnishes, body-coloured outer door handles, body-colour lower side sills, larger-diameter exhaust finishers, and a near equally darkened set of 20-inch 10-spoke Shark Grey alloy wheels on lower profile 265/45 rubber. Those tires might seem like the only exterior upgrade that could potentially enhance performance, but then again it’s the same used on the MDX’ most luxuriously appointed Elite trim.
The A-Spec styling updates wrap all the way around the upgraded MDX. (Photo: Karen Tuggay)
Stepping inside means you’ll pass overtop one of four A-Spec-branded aluminum doorsill garnishes, while additional interior enhancements include a special primary gauge cluster embellished with more red on the rev and speed markers, a thicker-rimmed A-Spec-badged steering wheel featuring a dimpled leather wrap on its lower three-quarters, metal sport pedals, unique carbon-look console trim, and sport seats upholstered in “Rich Red” or in the case of my tester, black leather with perforated black suede-like Alcantara inserts plus high-contrast stitching.
I like the visual changes made inside and outside, the latter giving new life to a still handsome yet aging design, and the former also masking an SUV that’s starting to look like yesteryear’s news now that the all-new RDX has arrived. By that I’m not saying for a second that Acura should swap out the MDX’ lower console-mounted pushbutton gear selector for the bizarre contraption clinging to the RDX’ centre stack, nor for that matter the smaller SUV’s big space-robbing drive mode selector dial housed just above the gear selector switchgear, but the sizeable multi-information display (MID) within the otherwise analogue gauge cluster does a reasonably good job of modernizing the look (a fully digital design would be better) and the single fixed tablet-style infotainment display atop the RDX dash is a major improvement over the double-stacked MDX design in every way, except for its lack of touchscreen capability.
Darkened trim, LED headlamps and fog lights, 20-inch grey alloys, the new MDX A-Spec certainly looks sporty. (Photo: Karen Tuggay)
By comparison, the MDX’ MID is a thin sliver of remedial graphics and passable info, lacking the wow-factor of an Audi Virtual Cockpit that transforms into a massive map just by pressing a steering wheel-mounted button, or for that matter the new 2020 Mercedes GLE/GLS that does away with a traditional gauge binnacle altogether, instead melding two big tablet-style screens together and using the left-side for driver info and the right-side for touch-actuated infotainment. Back to Acura reality, the MDX uses the two-tiered combination of displays just noted, the top 8.0-inch monitor more of a true MID that’s controllable via a rotating dial just under the bottom display, although defaulting to the navigation system’s map/route guidance info most of the time, and multi-angle rearview camera with dynamic guidelines when in reverse; the overhead 360-degree surround camera is reserved for aforementioned Elite trim. This said, the lower 7.0-inch display is a touchscreen and quite utile, providing easy control of the audio and HVAC systems, plus more.
While some of my comments might sound as if I’m getting down on Acura and its MDX, it’s clearly not alone, as in-car digitalization is one of the most comprehensive transformations being undertaken by the auto industry today. After years of getting it wrong, some are now getting it right, while Acura is getting close with its most recent designs, and obviously requires modernization within some of its older models, like this MDX.
A revised rear bumper sports larger tailpipe finishers for yet more of a performance look. (Photo: Karen Tuggay)
This brings up an important point, the MDX will most likely be completely redesigned next year as a 2021 model, at which point we hope it takes a few cues from the aforementioned Mercedes pair, Volvo’s XC90, and some others, by integrating both a touchscreen like the current MDX, as well as a touchpad like that in the RDX, the latter for those who’d rather not reach so far. For the time being the MDX two-screen setup does the trick, but of course buyers of the latest MDX won’t go home feeling like they’ve just traded in their old Samsung Note 4 for a new Note 10 (or for you Apple fans, swapping the old iPhone 6 for the new XS Max).
Speaking of Google and iOS operating systems, the base MDX infotainment system includes Android Auto and Apple CarPlay, plus Bluetooth phone and audio streaming, Siri Eyes Free, SMS text message and email reading capability, satellite radio, and four USB charging ports, while this A-Spec model sources its navigation with voice recognition from mid-range Tech trim, which also adds an impressive sounding 10-speaker ELS Studio surround audio system, hard disk drive (HDD) media storage, and AcuraLink subscription services to the in-car electronics experience.
Most should be impressed with the MDX interior, which is upgraded nicely in A-Spec trim. (Photo: Karen Tuggay)
It’s so tempting to prattle on about features, because each trim provides such a lengthy list that the MDX’ value proposition becomes immediately clear, so suffice to say that additional items not yet covered on the $60,490 A-Spec include LED fog lights, auto-dimming power-folding side mirrors, perimeter/approach puddle lamps, keyless access buttons on the rear doors, and ventilated/cooled front seats, while other features pulled up from Tech trim include a sun position detection system for the climate control, front and rear parking sensors, plus Blind Spot Information (BSI) with rear cross traffic monitoring.
Speaking of advanced driver assistive systems, all MDX trims come standard with AcuraWatch, a comprehensive suite of safety goodies including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), Road Departure Mitigation (RDM), and Adaptive Cruise Control (ACC) with low-speed follow.
The dated MDX dash won’t be confused for anything else, but at least the quality of materials is good. (Photo: Karen Tuggay)
Lastly, a shortlist of key features from the $54,390 base MDX incorporated into the A-Spec include signature Jewel Eye LED headlights with auto high beams, LED taillights, acoustic glass, a heated windshield, remote start, proximity keyless access, pushbutton ignition, ambient lighting, memory for the steering column, side mirrors and climate control, an electromechanical parking brake, a powered moonroof, a HomeLink universal remote, an auto-dimming rearview mirror, driver recognition, a power tilt and telescopic steering column, a heated steering wheel with paddle shifters, rain-sensing wipers, tri-zone front and rear automatic climate control, Active Noise Control (ANC), Active Sound Control (ASC), heated 12-way powered front seats with four-way lumbar, a powered tailgate, a 1,588-kilo towing capacity (or 2,268 kg with the towing package), and more.
Important to you, all 2019 Acura MDX trim, package, and options prices was sourced right here on CarCostCanada, where you can also find helpful rebate information as well as dealer invoice pricing that could save you thousands, so make sure to check it out our many useful features matter which vehicle you end up purchasing.
Classic analogue dials and a relatively small TFT multi-info display makes for a utile if not modern look. (Photo: Karen Tuggay)
Along with all of the just noted features and previously mentioned A-Spec interior upgrades, the steering wheel of which is especially nice thanks to its thick textured leather rim and nicely carved thumb spats, is a tasteful assortment of satin-silver finish aluminum accents, plus high-quality soft-touch synthetics across the dash top, door uppers (the door inserts upgraded with plush ultrasuede, like the seats, in A-Spec trim), and most everywhere else including the glove box lid, with only the left portion of the panel below the driver’s knees, the sides of the lower console, and the lower half of the door panels finished in more commonplace hard plastics.
As it should, but is not always the case with some MDX rivals, the driver’s seat features previously noted four-way powered lumbar for optimal lower back support, plus all of the usual adjustments in this class, but I would’ve appreciated an extension for the lower squab to add comfort and support below the knees, even if this were manually adjustable, while some other manufacturers also include adjustable side torso bolsters. As it is, even this sporty A-Spec trim doesn’t provide all that much lateral seat support, but they should work for wider body types that sometimes find more performance-oriented seat designs uncomfortable.
The double-stacked infotainment system works quite well, but is hardly new. (Photo: Karen Tuggay)
With the driver’s seat positioned high to maximize my view, being just five-foot-eight, I found the rear seating position more than adequately spacious for legs and feet, even while wearing big winter boots. The second row slides back and forth easily, and when all the way forward I still had a few inches between my knees and the driver’s seatback, and when positioned all the way rearward I found second-row legroom quite generous with about eight inches ahead of my knees.
The MDX’ third row only works for smaller folk and children when the second row is pushed all the way back, but when slid forward I was able to sit in the very back without my knees rubbing the backrest ahead, plus those just noted winter boots fit nicely below. I wouldn’t go so far as to call the third row comfortable, but it was workable. Rearmost passengers can also see out a small set of side windows, so it’s not claustrophobic either, plus they get cupholders to each side and nice reading lights overhead. Getting out when in the very back is easy too, only requiring the push of a seatback button that automatically slides the second-row forward, but I wouldn’t say this is the easiest third row to climb in or out of, due to very little space between the folded second-row seatback and door jam.
The MDX gear selector is unusual, but after a little time becomes easy enough to use. (Photo: Karen Tuggay)
Back in the MDX’ second row of seats, Acura provides a separate climate control interface for rear passengers, with two USB device chargers underneath. Being that my tester was in A-Spec trim there were no second-row outboard seat warmers included, which is a bit of a shame for those who want all the luxury features together with this model’s sportier demeanor.
The rear hatch is powered of course, opening up to a nicely finished cargo compartment that’s dotted with chromed tie-down hooks and covered in quality carpeting all the way up the sidewalls and seatbacks, plus adorned with some attractive aluminum trim on the threshold. There’s a reasonable amount of luggage space behind the third row at 447 litres (15.8 cubic feet), plus a handy compartment under the load floor, and while easy to fold down manually there’s no powered operation for getting them back up. Likewise the second row is purely manual, and while fairly easy to drop down, a process that expands the 1,230 litres (43.4 cu ft) behind the second row seatbacks to a maximum of 2,575 litres (90.9 cu ft) when all seats are lowered, but there’s no centre pass-through for longer items like skis. This means the MDX doesn’t offer the same type of seating/cargo flexibility as the majority of European competitors.
Comfortable 12-way front seats benefit from suede-like Alcantara inserts. (Photo: Karen Tuggay)
The well-proven powertrain is a bit lacklustre too, even when compared to competitors’ base engines. Acura has been producing the same SOHC 3.5-litre V6 since 2014, making a modest 290 horsepower and 267 lb-ft of torque, and before that, in the previous 2007-2013 second-generation MDX, they used a 3.7-litre version of this engine that (believe it or not) made 10 horsepower and 3 lb-ft of torque more for a total of 300 hp and 270 lb-ft, so effectively they’ve been going backwards when it comes to performance.
Of course, introducing the highly efficient nine-speed ZF automatic with this latest third-generation MDX in 2014 made the less potent engine feel livelier, although it still suffers from a Honda family hauler pedigree when compared to the base 333-hp Audi Q7 mill, the base 335-hp BMW X5, and some others.
Second-row comfort, spaciousness and adjustability is excellent. (Photo: Karen Tuggay)
Then again, its performance is decent enough and its pricing a lot lower than those highfalutin Europeans, while the just noted standard nine-speed autobox is fairly quick shifting and very smooth, with the aforementioned standard steering wheel paddle shifters enjoyable to use, plus the standard torque-vectoring SH-AWD system is extremely well engineered and therefore performs superbly no matter the road or weather conditions.
To be clear, the MDX, even in this sportier A-Spec trim, is biased toward comfort over performance. This doesn’t mean it’s a sloth off the line, or cumbersome through corners, but instead is easily fast enough for most peoples’ needs, as proven by its reasonably strong sales numbers year after year, and handles commendably when pushed hard through tight weaving corners, yet never tries to pass itself off as a sport sedan for seven, like some of its Euro rivals do quite effectively. Instead, the MDX’ ride is pleasurable no matter the road surface beneath, its manners particularly nice around town where it sits high above the majority of surrounding traffic and provides excellent visibility through all windows, and its creature comforts plentiful.
The third row has a surprising amount of room. (Photo: Karen Tuggay)
One of those features, specific to performance, is a drive mode selector that includes Comfort, Normal, and Sport settings that remain as selected even after shutting off the engine, locking up and leaving, coming back, and restarting. Therefore, if you personally prefer driving in Sport mode, which I’m going to guess most people who purchase this sportier looking A-Spec model do, then the drivetrain is ready and waiting without any extra effort every time you climb inside.
Another MDX attribute I can attest to is its prowess over snowy roads. This thing is a beast, and with proper snow tires can overcome nearly any depth of powdery (or chunky, wet) white stuff. The latter was addressed with a set of 265/ 45R20 Michelin Latitude Alpin all-season tires, so I can only guess it would even be more formidable when shod in true winters.
Even with all three rows in use, the MDX provides about as much cargo space as an average mid-size sedan’s trunk. (Photo: Karen Tuggay)
Another positive is real-world fuel economy, which actually benefits from a one-size-fits-all V6 under the hood, especially when burdened by a three-row SUV weighing in at 1,945 kilos (4,288 lbs); the A-Spec the second heaviest trim in the MDX lineup. Thanks to direct-injection, i-VTEC, and Variable Cylinder Management (VCM) that shuts one bank of cylinders down under light loads to save fuel, plus standard engine idle stop-start to reduce consumptions yet more, not to mention emissions, and lastly the nine-speed autobox, the A-Spec is rated at 12.2 L/100km in the city, 9.5 on the highway and 11.0 combined, which is only a tad more than all other MDX trims that get a claimed rating of 12.2 L/100km city, 9.0 highway and 10.8 combined. On the subject of efficiency, I should also mention the much more interesting MDX Sport Hybrid that, thanks to a two-motor electrified drivetrain is good for 9.1 L/100km city, 9.0 highway and 9.0 combined. I’ll cover this model soon, so stay tuned.
Loads of space available with the rear rows folded flat. (Photo: Karen Tuggay)
So there you have it, an honest, straightforward review of an aging albeit still credible three-row luxury SUV, that I can still recommend you purchasing if you’re not one of the luxury sector’s usual latest-and-greatest consumer. Let’s face it. The MDX isn’t the newest kid on the block. Its powertrain is archaic compared to the turbocharged and supercharged 316-hp 2.0-litre four-cylinder in the aforementioned Volvo XC90, which can be upgraded to 400-hp plug-in hybrid specs no less, or for that matter the supercharged 3.0-litre V6 in the Audi Q7, and the list goes on, while its infotainment works well enough yet is seriously lacking in modernity, but as long as you’re ok with some aging issues the MDX provides everything families in this class need, and does so in a stylish, refined, quiet, comfortable, spacious, safe, and reasonably reliable package, all for thousands less than any of the noted competitors. That should be reason enough to keep the MDX on your radar when it comes time to trade up, and when you do I recommend checking out this sportier A-Spec trim, because the styling updates and interior details are certainly worth the extra cost.
With spring in full swing, you may be considering a new vehicle for the year. There are many options in the market whether you are looking for a convertible or a family vehicle, which means understanding the benefits of different makes and models will help to narrow your decision down. After choosing your choice of car, you have your choice of financing or leasing, which is where Car Cost Canada comes in. With free dealer reports, you are able to maximize your benefits at lowered costs.
One of the top car comparisons today is of these 2 three-row SUVs: Subaru Ascent and the Volkswagen Atlas. Although they are both similar vehicles, they each have their benefits that may resonate with some drivers more than others. Whether you are looking at their road performance or the interior make, there are specifics that may fit your needs better.
Keep reading to learn more about the two vehicles, which makes them top SUV options, and what the differences between them are:
What are the main differences between the two vehicles?
The 2019 Subaru Ascent Touring is known to be a well-damped ride, solid acceleration, with rich leather upholstery whereas the 2019 Volkswagen Atlas V6 is popular for the spacious interior with minimalist designs.
They both have a large group of the market, targeting consumers that are looking for bigger vehicles, with the need to transport mass groups of people and items. These vehicles are similar in the sense that both are three-row SUVs, assembled in the U.S. with strong engines. They each have multiple trim levels, within starting prices of one another. However, the Ascent comes with a standard all-wheel drive whereas the Atlas requires the V6 S trim to unlock that feature, pricing itself a little higher. At their top trim levels, both models have an all-wheel-drive equipped with every option, including a panoramic sunroof and tow hitch.
On-the-Road Comparison
Volkswagen has 276 horsepower and 266 lb-ft of torque, which can propel the Atlas to go at 60 mph within 8 seconds flat. On the flip side, the Ascent has 260 horsepower with a 277 lb-ft torque, allowing it to go at 60 mph within 6.5 seconds, 1.5 seconds faster than the Atlas.
The Ascent has had multiple updates and refinements to the vehicle itself and how it operates, and while it does not have a conventional automatic, it is one of the best continuously variable transmissions (CVT) in the market. It does a great job at ensuring the engine is in the thick of the torque curve. The Atlas does have an eight-speed automatic, predisposed to shifting early and often. It is a fuel-saving strategy which is great for the driver and environment but it does create more of a busy driving experience which results in it being a better fit for some drivers than others. The Atlas also has a Sport mode which assists in making that less of a hassle or you can choose to drive in manual mode, allowing you to have the autonomy for what your drive on-the-road feels like.
The Ascent scores EPA estimates of 20 mpg in the city, 26 on the highway, and 22 combined. Comparatively, the Atlas estimates about 17, 23, and 19-mpg figures, respectively. Both vehicles are great drives and not harsh rides. The Ascent also has a light and quick off-center steering when frequent corrections are required, which is less desirable for spirited driving. On the other hand, the Atlas reacts to change progressively, which changes the feel of the vehicle, instilling confidence in the driver.
The Interior
As mentioned previously, the Atlas is known for its spacious interior and minimalistic designs. It features a mild mix of complementary colours whereas the Ascent is styled with several colours from the seats to the dashboard, in a variety of chrome accents. Both are comfortable vehicles with accommodating first seats. Each row is spacious and comfortable after the first seats in the VW, providing an enjoyable ride for passengers.
To measure in regards to cargo, each vehicle has different measurements, pending on how the seats are positioned. For the trunk space, maximizing seat use, the Ascent wins with fitting 5 carry-on suitcases whereas the Atlas fits 4. However, with the rows folded down, the Atlas can fit 38 total whereas the Ascent can fit 33.
In Conclusion…
Both of these vehicles are great choices whether you are looking for a family car or one that can carry large amounts of cargo. They both have their advantages: the Ascent provides all-wheel drive without upgrading to a certain trim for that feature and there is optimal space without needing to take down seats. On the other hand, the Atlas can fit more cargo when all the seats are brought down and provides a good driving experience for fuel efficiency purposes. Depending on what you are looking for, one may fit better. Thus, you should take a look at your needs, what your vehicle will be used for, and benchmark the better option for yourself.
Whether you are looking at one of these vehicles or have your eye on another one, take advantage of Car Cost Canada’s free reports so that you can get the best purchase price going forward. Maximize your opportunity and lower your costs. Contact our team today for more information on how you can leverage a dealer report to your advantage.
The new 2019 Nissan Leaf Plus improves range by up to 50 percent, and straight-line performance by 13 percent. (Photo: Nissan)
What’s the best-selling electric car of all time? That’s actually a pretty cut and dry question, but nevertheless it gets debated more often than it should be.
Some point to Tesla that’s made massive inroads into the EV market in recent years, but while the brand has racked up plenty of overall sales, no individual model has yet come out on top. Since the first Tesla Roadster went on sale in 2012 and calendar year 2018 came to a close on December 31, the U.S. all-electric brand had sold an approximate total of 532,000 units, which far and away makes it the most successful electric car producer, but despite reportedly receiving 325,000 reservations of the Model 3 after only a week of being unveiled in 2016, and that waiting list having grown to 455,000 units by August of 2017, the car’s actual deliveries hadn’t exceeded 238,000 by April 21, 2019, which while impressive for any startup automaker, is still far behind the real EV sales leader, Nissan and its much more plentiful Leaf.
Before we receive a slew of “What about the Toyota Prius?” questions in our inbox, take note the Prius isn’t really a full electric vehicle, but rather a hybrid that still relies on a regular gasoline-powered internal combustion engine (ICE) to get where it’s going.
Unlike a full EV, the Prius’ battery and electric motor supplements the ICE’s motive power, and can only be used for 100-percent electric mobility at low speeds (under 20 km/h) and short distances (such as in public parking garages). Toyota now produces a plug-in hybrid model named Prius Prime, which provides longer distances of all-electric use at higher speeds, but it hasn’t sold very strongly so far.
Recently redesigned Leaf offers up much more appealing styling than its funky predecessor. (Photo: Nissan)
Alternatively, Nissan’s Leaf is a pure electric vehicle that totally relies on its battery and electric motor for motive power, so therefore needs to be regularly recharged from a home or public charging station, instead of refueled at a gas station like the Prius and other hybrids. Where the two iconic green cars enjoy similarities, however, is in their best-selling status, the Prius as the all-time leader amongst hybrid-electric vehicles (HEVs) and the Leaf as the undisputed electric vehicle (EV) champion. And yes, if you were wondering when we’d get to the Leaf’s total sales number, Nissan has sold and delivered more than 390,000 Leaf hatchbacks since it became available in 2010.
Making sure it maintains its leadership, Nissan now offers the 2019 Leaf with two power units, both of which are more formidable than the single battery/motor combination provided with last year’s model. As part of the 2019 model upgrade introduced halfway through 2018, Nissan gave its Leaf a new 40kWh Li-ion battery and uprated 110-kW (147-horsepower) electric motor, which was a 16kWh improvement over the old version. This meant that it could (and still can) travel up to 243 kilometres on a single charge compared to only 172 km with the previous model, a 69-km increase that made all the difference in the world. Still, not willing to rest on its laurels, the new Leaf Plus connects a 62-kWh battery to a 160 kW (214 hp) electric motor for an estimated 363-km of range.
“With the addition of LEAF PLUS, the Nissan LEAF is now available with two battery options and a choice of four trim levels – each featuring the many advanced technologies offered under the banner of Nissan Intelligent Mobility,” commented Steve Rhind, director of marketing, Nissan Canada Inc. in a press release.
Leaf Plus get a unique front fascia. (Photo: Nissan)
To be clear, starting this April the 2019 Leaf is available in four trims instead of just three, but two of its previous trims are no longer available. The new base trim is the $40,698 Leaf SV, which is now followed by the $43,998 Leaf S Plus, the $46,598 Leaf SV Plus, and finally the $49,498 Leaf SL Plus, with a $1,950 destination charge added to all models.
The new base price is therefore $3,900 more expensive than the outgoing version, but this is due to the cancellation of regular Leaf S trim, which was priced at $36,798 through the last half of 2018 and calendar year 2019 thus far. What’s more, the regular Leaf SL, which added luxury features such as two-tone black and grey perforated leather and microfibre-like Bio Suede PET cloth upholstery, an Intelligent Around View Monitor, Driver Attention Alert, seven-speaker Bose premium audio, turn signal repeaters integrated within the side mirror caps, and more for $42,698, will no longer be available for order in Canada either (they’re both still offered in the U.S.), but you may be able to locate one or the other at a Nissan retailer.
Comparing apples to apples, the price difference between the regular Nissan Leaf and new Leaf Plus in SV trim, which are mostly similar, is $5,900, but take note that along with increased performance, 120 km (or about 50-percent) or so of added range, and an enhanced recharging system (keep reading), the Leaf Plus SV also includes a slightly reworked front fascia featuring special blue highlights, an “e+” logo plate on the lower portion of the charge port lid, and new rear badging (depending on trim level), while other standard enhancements include forward collision warning, Rear Door Alert (which warns if someone or something has been left in the rear seating area), and a 1.0-inch larger 8.0-inch centre touchscreen (a 7.0-inch touchscreen is standard and the old base 5.0-inch display has been discontinued).
The top-line Leaf Plus SL provides premium levels of luxury features. (Photo: Nissan)
Also notable, the infotainment systems found in both regular Leaf SV and Leaf S Plus base models now come standard with a navigation system, Apple CarPlay and Android Auto smartphone connectivity, satellite radio, etcetera, but only SV trims provide voice recognition, NissanConnect EV (that remotely connects the car to your smartphone), six audio speakers (instead of four), and more.
Additionally, the $3,300 more affordable Leaf SV adds 17-inch alloy wheels instead of the 16-inch alloys that come standard on the Leaf S Plus, as well as fog lights, an electronic parking brake (in place of a foot-operated parking brake), an auto-dimming centre mirror, a Homelink universal garage door opener, an eight-way power driver’s seat with two-way lumbar, a tonneau cover, and a bevy of advanced driver assistance features such as autonomous emergency braking with pedestrian detection (which basically includes the SV Plus model’s forward collision warning), auto high beams, dynamic cruise control with full speed range and hold, ProPilot Assist semi-autonomous self-driving, Steering Assist, blindspot warning, lane keeping assist, rear cross-traffic alert, and more.
The menu of items just mentioned is also standard with the new Leaf SV Plus, while a shorter list of luxury features spoken of earlier in this story, when covering the now outgoing Leaf SL, is also pulled up to the new Leaf SL Plus model, albeit with a big $6,800 difference in price thanks to its performance and driving distance enhancements.
Now is probably an apropos opportunity to explain that plenty of electric vehicle owners consider range performance similarly to how conventional car buyers may be willing to ante up more for faster acceleration and better all-round handling. No matter which way you look at it, the two different Leaf models ensure “that there’s a Nissan LEAF to meet the driving needs of a wider range of customers,” as said in a press release.
The new Leaf Plus includes a standard 8-inch touchscreen. (Photo: Nissan)
Speaking of those who just want to take off a little quicker, despite weighing in at 1,737 kilograms (3,831 lbs) compared to 1,580 kg (3,483 lbs), the new Leaf Plus reduces sprint times by 13 percent over the regular Leaf, which will let its drivers “confidently pass slower-moving vehicles, exit corners faster and more seamlessly, and merge easily with fast-moving traffic,” says Nissan. Additionally, Nissan has given the new Leaf Plus and extra 10 percent more top speed, with more “comfortable cruising” capability being the target.
This being an electric vehicle, faster charging times will be an even greater reason to opt for the new Leaf Plus. Along with all the other upgrades, its new standard 100kW-capacity quick charging system allow for an 80-percent recharge within just 45 minutes (as per the Nissan Canada retail website). If the only option is a 75-kW DC quick charger it will only take another 5 minutes for a total of 50 minutes in order to reach that 80-percent goal, or alternatively 60 minutes is what’s needed when using a 50-kW DC quick charger. Of note, the regular Leaf requires approximately 40 minutes to achieve the same 80-percent charge with the 50-kW DC quick charger, but be forewarned that you can’t connect it to the 75-kW or 100-kW DC fast charging stations.
If you’ve already set up a regular 240-volt home charging station, the new Leaf Plus will require about 11.5 hours to fully charge, or approximately 3 and a half hours longer than the regular Leaf. Also, the Leaf Plus can be driven for about 35 km after about an hour on the same 240-volt charger, which is good to know if you just want to top it up while visiting the mall.
The new Leaf Plus allows multiple ways to recharge. (Photo: Nissan)
While not filling up at a traditional pump it’s always important to remember that EVs use resources, and to that end both Leaf models are ultra-efficient, with energy equivalent ratings of 1.9 Le/100km city and 2.4 highway for the regular Leaf, or 2.1 Le/100km city and 2.5 highway for the new Leaf Plus. Litres of gasoline are never part of the equation, of course, but rather the Le/100km rating system can be a helpful tool in understanding how electric vehicles’ energy consumption compares to the fuel economy of gasoline-powered vehicles, not to mention how each EV’s energy use compares to the other.
What’s more, it’s important to note that the new Leaf Plus’ battery doesn’t impinge on interior packaging at all, with both front and rear seating compartments identically sized for comfortable accommodations all-round, plus cargo volume still capable of being loading up with 668 litres (23.6 cubic feet) of gear when its rear seats are in use, and 849 litres (30.0 cubic feet) when the standard 60/40 split-folding seatbacks are lowered.
So now that you know all that’s changing with the Leaf halfway through its 2019 model year, you may want to take advantage of the savings still available if you’d rather opt for the less powerful regular model, whether choosing non-Plus versions of the base Leaf S or top-line Leaf SL, because there are still some available at Canadian Nissan retailers (depending on your area). This said, if you’d rather pay more for quicker charging, added range, and improved straight-line performance, the all-new Leaf Plus is already starting to show up at those same dealers.
To find out more about all the available 2019 Nissan Leaf and 2019 Leaf Plus trims, packages and options, including pricing for each, and/or to learn out about any of the rebates potentially available, not to mention dealer invoice pricing that might just save you thousands, be sure to visit this page right here on CarCostCanada.
As we move towards a more environmentally-friendly and carbon footprint conscious world, electric vehicles have become increasingly popular. They are just as versatile and capable as your average car but they come with benefits that help the environment. At the end of the day, our planet is here to stay but we have to do our part to assist in that cycle, and that starts with small lifestyle changes such as considering an electric vehicle for your next car purchase.
Car manufacturers nowadays are taking into consideration these factors and creating lines of electric cars to adapt to the trend. Even regular models and makes of cars have new additions that make their drive less damaging to the environment, such as eco-drive and eco-temperature options. Various car companies have offered these options, allowing consumers to pick and choose based on their niche needs. To understand the different options, we have created this car comparison for you to see the similarities and differences between vehicles so that you can choose the best option for you.
Affordable Electric Cars
Starting off with the affordable spectrum of the industry, these vehicles are ones that provide the usability and features that you expect to see along with a couple of unique factors that give it the wow factor at a low cost. The range of some of these vehicles is comparable to luxury models without the hefty price tag.
2019 Hyundai Kona Electric
This vehicle is brand new for this year and has already taken the electric vehicle industry by storm. It is a comparable vehicle to high-priced luxury models, with quality interior, rapid acceleration, and a competitive EV range of 258 miles. It comes with an SAE combo charger (for all trims) allowing the DC voltage to go directly into the large battery. It also has adjustable regenerative braking, amongst other quality features. The Kona Electric pricing starts at $37,496.
Prior to the Kona Electric, this vehicle was the only non-Tesla car to offer electric driving range around 250 miles. The company has experience working in this industry so they have advantages when it comes to effective features and long-term durability. Overall, this vehicle has an exceptional range of 238 miles and performance for its price. The Chevrolet Bolt EV starts at $37,495.
The Nissan Leaf is an exceptional choice, having been resigned last year. Significant improvements have been made to improve the vehicle. It has become quieter, more comfortable, and more rewarding a vehicle to drive. It is also a top contender as it offers plenty of range for any commute. The initial trim has an EV range of 150 miles but the Leaf Plus variant cranks that up to 226 miles. Pending on your needs and duration of your everyday drive, you have the option to upgrade to tailor to that. The starting price for the Nissan Leaf is $30, 885.
Compared to other electric vehicles in the same area in the industry, the Ioniq Electric offers all the user-friendly tech to navigate the vehicle at a lower price. It is one of the most efficient electric drivetrains on the market as the EPA’s miles per gallon shows that it uses its charge well so that you can pay less to keep the vehicle charged. The EV range is lower, at 124 miles, but it continues to offer many benefits at an appealing price of $31, 235.
Luxury Electric Vehicles
Moving towards the luxurious side of the electric car industry, these vehicles are catered towards those that want a nice looking car with all the features needed for their convenience. At a higher price, they do offer more variations and choices for the consumer. Their differences compared to the affordable options can be shown below.
2019 Tesla Model S
Perhaps the most talked about and well sought after vehicle is the Tesla Model S. It is the classic offering of the company as it presents a roomy and attractive interior with incredible driving dynamics and an EV range of 335 miles. Although it is one of the oldest Tesla models in production, it stays as a favourite classic for many. If you are looking for an electric vehicle option with the Tesla badge, the S is the best of them all. It starts at a high price point of $86,200.
The BMW i3 may not have the highest range but it offers a gas-powered range extender which provides peace of mind to those that are anxious about the EV range. Just like other BMW models and makes, this has one of the best interiors. The stylish aesthetic combined with the modern theme makes it an appealing option while maintaining a user-friendly surface. If you are looking for a sporty electric option, this is one of the best options, starting at $45, 445.
Benefits of having an Electric Vehicle
An electric car allows you to save money as electricity is cheaper than gas. Over the lifetime of the vehicle, you will be able to feel the significant change. If you have a charging station, it is simple to plug in and get your vehicle charged as you are running errands or completing your work. Electric cars also have less moving parts, thus there are fewer opportunities for internal issues of your vehicle, minimizing overall maintenance costs. Lastly, there are tax incentives available for electric vehicle owners which can be helpful with the initial expenses of the car.
Choosing the Electric Vehicle for You
The main factors are looking at when and where you would be able to charge as well as how long the drive is to get to another charging station. Alongside that, knowing the duration of your normal everyday drives will help you identify whether you need a vehicle with a longer EV range or not. Taking these factors into consideration will help you narrow down your choices. If you are debating between a luxury and affordable model, that is usually up to preference. Luxury models will always have more features to choose from alongside multiple benefits as opposed to the one or two unique factors of an affordable electric vehicle. Find out what your priorities are and compare them to each of these vehicles to make your final decision.
If you are looking to purchase a new electric vehicle, getting a car dealer’s report will help you negotiate a better price so that you can save before you even start driving. Contact our team to learn more about the process and how you can benefit.
The all-new 2019 Infiniti QX50 looks fabulous, especially in near top-line Sensory trim. (Photo: Karen Tuggay)
Hey good lookin’! Yes, Infiniti’s been slow cookin’ its redesigned QX50 recipe for years, but now that the all-new 2019 model is on the road and looking sensational, I can only see success in its future.
The proof is in the pudding, so to speak, and now with this new model’s first partial year in its rearview mirror, and YoY Canadian sales growth up 59 percent as of December 31, plus an even more impressive 113.7-percent two-month gain as of February’s final tally, it’s clear that Canada’s compact luxury crossover buyers like what they see.
These newfound QX50 buyers are no doubt falling for the entire QX50 package as much as for its inspiring styling, plus its considerably more modernized and therefore more appealing interior design, its higher quality materials, as well as its wholly improved electronics interface package, and while the original was particularly good on pavement, this second-generation redesign is no slouch off-the-line or around corners either, which is critically important in the premium sector. But does it fully measure up?
Now that the much-loved FM platform, having served 11 years in the outgoing model, is done and dusted in this category, much to the chagrin of performance-focused drivers who loved its rear-drive bias and wonderful overall balance, this small but ardent following is reluctantly forced to say hello to a totally new front-wheel drive based layout, which while standard with all-wheel drive here in Canada, provides a different feel that may cause some previous QX50 owners a moment of pause.
Stylish from all angles, the new QX50’s design is one of its best attributes. (Photo: Karen Tuggay)
Still, with most manufacturers moving away from rear-drive architectures due to interior packaging restrictions, something Audi and Acura have known for more than a decade and likely one reason their compact SUVs continually outsell most competitors, with this layout configuration also being adopted by BMW for its latest X1, it was only a matter of time that Infiniti’s second-most popular model adapted to changing times.
So what’s the result of Infiniti’s wholesale change in QX50 direction? Think QX60, only smaller. What I mean is, this latest version of Infiniti’s compact crossover provides a more comfortable ride than its predecessor, that floats more smoothly over bridge expansions and other pavement imperfections, and similarly delivers greater quietness inside (due in part to active engine mounts plus acoustic windshield and side window glass) for a more refined overall luxury experience, but it’s certainly nowhere near the performance SUV the outgoing model was.
Where the rear-drive-biased first-gen 2008–2017 (there was no 2018 model) QX50 (née EX35) felt like a performance-oriented sport sedan in a taller crossover body, which essentially it was, this new version feels more like the Nissan Altima/Murano-based front-wheel drive-derived design it’s based on, despite having all the hardware (and software) boxes checked, such as a fully independent front strut and rear multi-link suspension setup, and standard Active Trace Control that automatically adds brake pressure mid-corner to help maintain a chosen lane. Still, it’s a bit less rooted to the tarmac at high speeds, especially around bumpy corners, and also somewhat less confidence inspiring when pushed hard down the open freeway. There’s a reason the world’s best performance vehicles are based on rear-wheel drive platforms after all, and the QX50’s swap to a front-wheel drive biased architecture makes this truth clearly evident.
Infiniti has found a distinctive look that sets it apart from its rivals, in a very good way. (Photo: Karen Tuggay)
The new variable compression turbo engine is superb, however, with a lot more usable power from its diminutive displacement than most competitors’ base engines. Its 2.0-litre size is identical to the majority of rivals, yet its 268 horsepower and 280 lb-ft of torque is considerably more potent than the entry four-cylinder from the compact luxury SUV market segment’s best-selling Mercedes-Benz GLC, for example, which puts out just 241 horsepower and 273 lb-ft of torque, or the next most popular Audi Q5’s 248 hp and 273 lb-ft (or the base Porsche Macan that uses the same engine as the Q5), or for that matter the third-place BMW X3’s 248 hp and 258 lb-ft, while it’s easily more formidable than Lexus’ NX that’s only rated at 238 hp and 258 lb-ft of torque, not to mention Cadillac’s new XT4 that merely musters 237 hp and 258 lb-ft, but this said it’s a fraction off the new Acura RDX that makes 272 hp and 280 lb-ft, as well as the Alfa Romeo Stelvio that leads the segment’s base powerplants with 280 hp and 306 lb-ft of torque.
The WardsAuto 10 Best Engines-winning VC-Turbo’s technology took Infiniti’s engineering team a full four years to develop, and incorporates special connecting rods between its pistons and crankshaft that vary the compression of the fuel and air mixture, less for increasing power output when needed and more during lower loads like cruising and coasting for improving fuel efficiency.
Another 2019 QX50 differentiator that might miff previous owners, unless they’re from the left coast where pump prices are soaring sky high, is the new fuel-friendly continuously variable transmission (CVT). Before getting your back up about the QX50 losing its mostly quick-shifting seven-speed automatic, take note this isn’t any ordinary run-of-the-mill CVT, but rather an all-new shift-by-wire design that includes manual shift mode, steering wheel paddles, Downshift Rev Matching (that blips the throttle to match a given gear ratio with engine rpms), plus dual transmission fluid coolers, and I must say it’s one of the more normal feeling CVTs I’ve tested to date.
Sensory trim results in a higher grade of LED headlamps, plus these stunning 20-inch alloys. (Photo: Karen Tuggay)
It only exposes the artificial nature of its stepped gears when pressing hard on the throttle, a process that spools up power and torque quickly, albeit allows revs to hold a little too high for a bit too long, which hampers performance, refinement and fuel economy. This said it responds quite well to input from those just noted paddle shifters, and feels especially energetic in Sport mode, but I won’t go so far as to say it’s as engaging as its predecessor’s gearbox, nor as lickety-split quick as competitor’s traditional multi-speed automatics.
Then again when driven more modestly, like most of us do with our family haulers, it’s a silky smooth transmission that provides the QX50 with more than enough day-to-day performance plus much better claimed fuel economy at 10.0 L/100km in the city, 7.8 on the highway and 9.0 combined, compared to 13.7 city, 9.8 highway and 11.9 combined for the previous V6-powered model, which incidentally is a 30-percent improvement.
Back on the negative, Infiniti’s Eco mode continues to be my least favourite in the industry, due only to the Eco Pedal that annoyingly pushes back on the right foot to remind you not to press hard on the gas pedal. The problem with this intrusive-nanny solution is that people like me, who hate it, simply won’t use Eco mode at all (you can’t turn the Eco Pedal off separately), which defeats the purpose of having an Eco mode in the first place. So therefore, I only used the QX50’s Eco mode once for testing purposes, and after realizing the Eco Pedal was just as intrusive as it’s always been, immediately turned it off, whereas if I were driving a Mercedes-Benz GLC, Audi A5, BMW X3 or anything else in the class, I would have left Eco mode on more often than not in order to save fuel and reduce emissions.
LED taillights come standard. (Photo: Karen Tuggay)
Eco mode, and all driving modes are set via a nicely crafted “D-MODE” labeled metal rocker switch on the lower console, just behind the QX50’s completely new electronic shift lever, a small stub of its previous self, yet very well made from satin-silver aluminum and contrast stitched leather. Thank goodness it’s not a row of confusing buttons like some rivals, other than a small “P” for park when arriving at your destination.
Switchgear in mind, a beautifully detailed knurled metal-edged rotating infotainment controller is placed just above the shifter on a separate section of the lower console, while the door-mounted power window switches receive attractive metal adornment too. All of the cabin’s other buttons, knobs and switches are quality pieces made from densely constructed composites and metals, while they’re also well damped with tight tolerances, the new QX50 easily living up to this premium class status and beyond when it comes to these details and some of the other surface treatments too.
For instance, an assortment of satin-silver aluminum trim can be found decorating the rest of the interior, the geometrically drilled Bose speaker grilles especially rich, while gorgeous open-pore natural maple hardwood inlays (exclusive to this Sensory model) joined plush black ultrasuede (also a Sensory exclusive) across door uppers, the latter two treatments added to the instrument panel, centre stack and lower console, plus the front seat bolsters, while contrast-stitched leather was also placed next to the ultrasuede in all of the same locations for truly opulent surroundings. Infiniti even wrapped the first and second set of roof pillars, and lined the ceiling in the same soft yet durable suede-like fabric, the latter also benefiting from a large dual-panel powered panoramic glass sunroof.
The QX50 Sensory interior is ultra-luxe. (Photo: Karen Tuggay)
All in all the new QX50’s interior is one of the best in its class, with mostly pliable synthetics above the waist, including soft-touch paint used for the glove box lid. Infiniti didn’t gone so far as to finish the bottom portion of the centre console or the lower door panels in such pampering pliable plastics, or for that matter the lower portion of the dash ahead of the driver, with the compact luxury segment’s usual hard composite surfaces starting just underneath the hardwood trim on the left of the steering wheel, and below the leather padding to the right. Still, it’s an interior both Infiniti and you can be proud of, beating many of the industry leaders at their own ultra-luxe game.
As the kinesthetically-inspired trim designation implies, this $56,490 Sensory model is mostly about creature comforts, and while including all features already noted it also adds premium-grade semi-aniline leather upholstery, two-way front passenger powered lumbar support, three-way ventilated front seats, advanced climate control, extended interior ambient lighting, rear side window sunshades, a motion activated liftgate, and metallic cargo area finishers, while exterior upgrades include 20-inch dark tinted alloys on 255/45 all-season run-flat tires, plus unique cube design LED high/low beam headlamps with adaptive cornering capability.
There is one trim above Sensory, but the $57,990 Autograph won’t be to everyone’s tastes due a special blue-hued ultrasuede replacing the black found in the Sensory model, plus white surfacing used for much of the instrument panel, centre console sides, door inserts and seats, the centre inserts of the latter boasting diamond-quilted semi-aniline leather, plus blue piping between the white leather and blue ultrasuede.
The QX50’s gauge cluster is nice, but where’s the fully digital system? (Photo: Karen Tuggay)
Both Autograph and as-tested Sensory models pull plenty of equipment up from $52,990 ProActive trim, such as automatic high beams, adaptive cruise control with full speed range and hold, distance control assist, lane departure warning and prevention, blindspot intervention, rear cross-traffic alert, backup collision intervention, steering assist, ProPilot Assist semi-autonomous self-driving, Infiniti’s exclusive steer-by-wire Direct Adaptive Steering system (a first for an Infiniti SUV) that works very well (other trims use vehicle-speed-sensitive power steering), a head-up display, and a 16-speaker Bose Premium Series audio system.
Likewise, a host of features from the $48,990 Essential enhance our Sensory model too, including rain-sensing wipers, front and rear parking sensors, reverse tilting side mirrors, Infiniti’s superb 360-surround Around View parking monitor with moving object detection, navigation with detailed mapping, tri-zone automatic climate control with rear-seat switchgear (upgraded from the base model’s dual-zone auto system), a powered tilt and telescopic steering column, plus memory for that steering wheel as well as for the front seats and side mirrors.
Finally, the $44,490 base Luxe model adds LED fog lamps, LED integrated turn signals on outside mirror housings, LED taillights (it comes standard with LED low/high beam headlights too), chrome-accented exterior door handles, dual chrome exhaust tips, remote engine start, proximity-sensing keyless access with pushbutton ignition, the aforementioned drive mode selector with standard, eco, sport, and personal settings, the powered panoramic glass sunroof including a powered sunshade, a powered liftgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, and more.
No one should complain about the QX50’s new dual display infotainment system. (Photo: Karen Tuggay)
Take note that all 2019 QX50 pricing for trims, packages, and standalone options were sourced right here on CarCostCanada, and don’t forget that we can also provide you with money-saving manufacturer rebate information, plus otherwise hard to get dealer invoice pricing that could save you thousands when it comes time to negotiate your deal.
Also standard with all QX50 trims is Infiniti’s new InTouch dual-display infotainment system featuring a beautifully bright and clear high-definition 8.0-inch monitor on top and an equally impressive 7.0-inch touchscreen below that, plus InTouch safety, security and convenience services, etcetera. This is an easy system to use, with all hands-on functionality found within the bottom screen and the top monitor mostly dedicated to the navigation system and backup/surround camera system, which displays both for optimal safety.
Digitization in mind, I was a bit surprised that Infiniti stuck with its mostly analogue gauge cluster in this entirely new model, being that most competitors are now anteing up with fully digital designs in top trims. Then again the QX50 partially makes up for this shortcoming with a large colour multi-information display that’s full of useful functions, controlled by an easily sorted array of switchgear on the steering wheel spokes.
While I’m talking up the positives, I’ve got to give Infiniti kudos for removing the intrusive nosepiece from their sunglasses holder. I never understood why the previous version was too large to hold a regular set of glasses in place, but fortunately this new one is much more accommodating because it doesn’t including a nosepiece holder at all.
It’s hard to fault the new electronic shifter, but the CVT isn’t as engaging as the previous 7-speed auto. (Photo: Karen Tuggay)
Now that I’m getting down to the nitty-gritty practical stuff, the new QX50 is also much roomier, especially for rear passengers that now benefit from quite a bit more leg and headroom. In fact, Infiniti claims that its rear seat space is greater than the previously noted Audi Q5 and BMW X3, while those back seats now slide fore and aft for more cargo space or better legroom respectively.
I found the rear seat extremely comfortable, with plenty of room for my knees, at least eight inches when my seat was set up for my five-foot-eight long-legged, short-torso frame, plus adequate floor space to move around my feet when wearing boots, although not much of a gap below the driver’s seat. I could definitely feel the compact QX50’s width compromise, with not a great deal of air space next to my left knee, but at least the door armrest was padded, and there was ample room for my outboard shoulder. Your adult rear passengers may find the centre armrest a little bit low, but it should be ideal for kids, and there’s a slot for a cellphone as well as two rubberized cupholders that should hold drinks in place. The aforementioned rear climate control panel, which only includes a tiny monochromatic LCD display and colour-coded rocker switch for adjusting the temperature, is joined by a USB device charger and 12-volt socket, but strangely omits rear seat heaters that aren’t available with the QX50 at all.
This is one fabulous set of seats. (Photo: Karen Tuggay)
Yes, this is a strange omission in a market that has been experiencing colder winters over the past two years, and could potentially turn off some buyers that want their kids and/or parents to be as comfortable as possible year-round.
It’s cargo capacity won’t be a negative, however, being that it’s grown by 368 litres (13.0 cubic feet) to 895 (31.6 cu ft) behind its 60/40 split-folding rear seatbacks, even when they’re pushed all the way rearward, while sliding the back bench as far forward as possible adds another 153 litres (5.5 cu ft) of gear toting capacity for a total volume of 1,048 litres (37.0 cu ft) when both rows are occupied. Fold the second-row seats flat and cargo space expands to 1,822 litres (64.3 cu ft), and by the way, Infiniti provides handy levers on the sidewalls for doing just that. Why all this is difficult to fault, I would have appreciated a centre pass-through for loading longer items such as skis down the middle, leaving the two more comfortable window seats available when heading to the slopes. Better yet, Euro-style 40/20/40-split rear seats would allow even larger boards between rear occupants; food for future Infiniti thought.
Rear seat roominess is improved, but where are the heated rear seats? (Photo: Karen Tuggay)
The powered liftgate is programmable for height, which is a good thing if you live in a parking garage that requires such things, but not so good if you keep smacking your head into it and don’t take the time to reprogram (not Infiniti’s fault), while the cargo compartment is finished quite nicely, with an aluminum sill guard and the usual carpeting up the sidewalls and on the backside of the seats, plus the floor of course, the latter removable to expose the audio system’s amplifier and subwoofer plus a bit of space in between, and another shallow compartment just behind, for stowing smaller items.
As practical, wonderfully crafted, efficient and quick as the new QX50 is, styling will be the determining factor for most would-be buyers, at least initially. I find its front end especially attractive, with Infiniti’s double-arch grille positioned below a long, elegantly sculpted hood, and flanked by an eye-catching set of signature LED headlamps over a clean, sporty lower fascia.
Plenty of room for gear. (Photo: Karen Tuggay)
Organically shaped panels flow rearward down each side, passing by a nicely detailed chrome engine vent garnish on the upper front fenders, a metal brightwork adorned greenhouse finalizing with Infiniti’s trademark kinked rear quarter windows, and around the back where a particularly appealing rear end design features nicely shaped LED taillights, while a variety of 19- to 20-inch alloy wheels round out the design depending on trim. For me it’s a winner, but time will tell whether it manages to conquest enough new buyers away from rival brands to truly deem it an unqualified success.
Looking better than ever, we really like what Honda has done with its 2019 Pilot. (Photo: Karen Tuggay)
Other than a few unusual offerings like the Element, Crosstour, and current Civic Hatchback/R, Honda’s styling normally resides in the conservative camp, and when it comes to mid-cycle makeovers that conservatism is downright mossbacked. Still, despite mere evolutionary changes made from the 2016-2018 third-generation Pilot to the latest iteration, introduced last year for 2019, it looks a lot better than it used to.
It starts a more aggressive looking traditional SUV-type grille above a bolder front bumper and fascia, all of which are bookended by beautiful new trademark full LED headlamps in my tester’s top-tier Touring trim line. By the way, all Pilots now come with LED headlights, but those lower down the desirability scale only incorporate LEDs within their low beams and therefore appear more conventional when put side-by-side with the vertical elements inside the Touring model’s more sophisticated looking full LEDs.
When viewed from the rear, new LED taillights are standard across the entire Pilot line, plus a new rear bumper incorporates the same satin-silver-coloured skid plates as those up front, with most trims. Of note, both the base Pilot and Canada-exclusive Black Edition get black skid plates front to rear, albeit the former are matte finished and the latter glossy black. Speaking of trim highlights, the Touring model features chromed door handles and sporty new 20-inch alloy wheels, helping to make it much more upscale than other trims in the lineup, and plenty attractive when placed beside its mid-size crossover SUV peers.
Subtle changes have made a big difference. (Photo: Karen Tuggay)
Along with the refresh, Honda made some important mechanical changes to help refine Touring and Black Edition models, particularly by revising their standard auto start-stop system, making it turn off and restart the engine faster and smoother. This upgrade will hopefully cause owners to keep the start-stop system engaged, which will certainly help improve fuel economy and reduce emissions. I certainly never experienced any problems with the system throughout my weeklong test drive, in fact hardly noticing its operation at all.
Additionally, Honda reportedly refined the two top models’ standard nine-speed automatic transmission, which, like the auto start/stop system, worked perfectly throughout my test week. In fact, I’d go so far as to say it’s better than ever, providing truly smooth and effortless shifts when both driving in the city and operating at highway speeds, while also downshifting with nice, quick, snappy precision when performing passing maneuvers. Owners of lesser Pilot trims, which include the base LX plus mid-range EX and EX-L Navi models, get a very well-proven six-speed automatic transmission, which remains unchanged moving into 2019.
Unlike the Pilot’s gearbox duality, all trim levels incorporate one single 24-valve, SOHC 3.5-litre V6 engine, which despite having already served Honda well for more than a decade, other than small updates, continues to make a potent combination of 280 horsepower and 262 lb-ft of torque, thanks in part to direct-injection and i-VTEC, while its Active Control Engine Mount (ACM) system aids refinement further by reducing noise, vibration and harshness.
The Touring gets full LED headlamps and 20-inch alloys. (Photo: Karen Tuggay)
Also standard, all Canadian-spec Pilots include Honda’s Intelligent Variable Torque Management (i-VTM4) AWD, which together with the Japanese brand’s Intelligent Traction Management System, helps provide immediate grip at takeoff for smooth yet quick response. What’s more, this energetic straight-line performance was enhanced by a fully independent suspension that felt nimbler through quick corners, while its ride quality was completely comfortable all the time, only becoming slightly unsettled when I pushed it further than most owners would for testing purposes, and then only when the road below exposed crumbling, uneven pavement.
Truth be told, I don’t try to imitate Red Bull-Honda Racing F1 driver Max Verstappen all that often (but would love to have his skill), especially when piloting a large SUV, but normally apply available eco modes before keeping to a more moderate pace. Such practices are rewarding with the Pilot, thanks to the auto start/stop system mentioned before, plus the engine’s Variable Cylinder Management (VCM) system that shuts off a bank of cylinders under lighter loads to further improve fuel economy, my tester achieving a commendable 11.3 L/100km during my mostly flat city street test week, which is very close to Transport Canada’s estimated rating of 12.4 L/100km city, 9.3 highway and 11.0 combined. I haven’t driven the six-speed version since it was the only transmission offered in this SUV, prior to the third-gen redesign, so I can’t attest to its claimed rating of 13.0 L/100km city, 9.3 highway and 11.3 combined. Still, both sets of numbers are impressive when factoring in just how large this three-row SUV is.
I also didn’t test the Pilot with a trailer in tow, but Honda claims that both transmissions equal the same 1,588 kilograms (3,500 lbs) tow rating in standard guise, or 2,268 kg (5,000 lbs) with the upgraded towing package.
This nicely designed instrument panel is about average for the class when it comes to materials quality. (Photo: Karen Tuggay)
Now that I’m talking about moving gear, the Pilot has long been one of the more accommodating SUV’s in its class when it comes to luggage space. Behind the third row is a plentiful 524 litres (18.5 cubic feet), or 510 litres (18.0 cubic feet) with my Touring tester and the near identically equipped Black Edition. Lower that 60/40 split-folding third row down and cargo carrying capacity expands to 1,583 litres (55.9 cubic feet) no matter the trim level, while it available stowage space ranges from 3,072 to 3,092 litres (108.5 to 109.2 cubic feet) when all of its rear seatbacks are laid flat, but it’s important to note that a centre section of load floor is missing when equipped with second-row captain’s chairs. I like how some manufacturers attach a foldout carpeted extension to the back of one seat in order to remedy this problem, but no such luck with the Pilot. If this were mine, I’d keep a piece of plywood handy for hauling big loads.
On the positive the centre console isn’t so tall that it protrudes into the loading area, a problem with some luxury utes, but then again it’s barely raised above the floor, so will be a bit of a stretch for smaller occupants to reach when trying to use the cupholders. The good news is this console and the sliding/reclining captain’s chairs to each side aren’t standard with Touring trim (they are with the Black Edition), but instead replace a three-seat bench that ups total occupancy from seven to eight. The seating arrangement you choose will come down to the age/size of your kids or if you regularly bring adults along for the ride, because the rear captain’s chairs are definitely more comfortable than the outboard seats on the bench.
I won’t go into detail about the Black Edition in this review, but suffice to say it’s outfitted almost identically to seven-passenger Touring trim. As for my $52,690 Touring tester, it list of standard items includes the full LED headlamps noted earlier, plus power-folding and auto-dimming sideview mirrors, blue ambient interior lighting, acoustic glass for the front windows, rain-sensing windshield wipers, a pushbutton gear selector, cooled front seats, a large panoramic glass sunroof, a superb 600-watt audio system featuring 11 speakers and a sub plus 5.1 Surround, a wireless device charger, a new Honda CabinTalk in-car PA (that really works), HondaLink Subscription Services, Wi-Fi, the “How much Farther?” application, rear entertainment, an HDMI input jack, a 115-volt household-style power outlet in back, blindspot monitoring, rear cross-traffic alert, plus more.
The big TFT display within the gauge cluster makes it seem almost totally digital. (Photo: Karen Tuggay)
Features added to Touring trim from the lesser EX-L Navi model include an acoustic windshield, memory-linked side mirrors with reverse tilt-down, a heated steering wheel, a four-way power front passenger seat, a navigation system with detailed mapping, HD and satellite radio, front and rear parking sonar, heated outboard second-row seats, one-touch third-row access (that’s really easy to operate whether entering or trying to get out from the rearmost seat), second-row side window shades, a power liftgate, etcetera, while features sourced from the EX model include LED fog lamps, LED repeaters in the side mirror housings, roof rails, illuminated vanity mirrors, a Homelink universal remote, a leather-clad steering wheel, plus 10-way power and memory for the driver’s seat.
Finally, I need to also make mention of some standard LX features pulled up to Touring trim (the base Pilot LX starting at just $41,290), including remote engine start, proximity keyless entry, pushbutton start, a windshield de-icer, a conversation mirror that doubles for sunglasses storage, three-zone auto HVAC, heated front seats, HondaLink Assist Automatic Emergency Response System, etcetera (all prices are sourced right here on CarCostCanada, where you can also find all the latest rebate info as well as dealer invoice pricing that could save you thousands).
What’s more, each and ever Pilot gets a nice, big 7.0-inch TFT multi-information display within its primary gauge package, boasting attractive high-resolution colour graphics, simple operation via steering spoke-mounted switchgear, and plenty of useful functions, while over on the centre stack is an 8.0-inch fixed tablet-style touchscreen that’s even more comprehensively equipped with functionality. It gets a user-friendly multi-coloured tile design that looks as if it was inspired by Apple products, and fittingly includes Apple CarPlay, Android Auto, Bluetooth with streaming audio, a fabulous multi-angle rearview camera with dynamic guidelines, plus more.
The Pilot is comfortable no matter where you’re seated. (Photo: Karen Tuggay)
Honda also gives the Pilot a comprehensive list of standard advanced driver assistance systems (ADAS) including auto high beams, adaptive cruise control, Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning with Lane Keeping Assist, plus Road Departure Mitigation, which, when upgraded with Touring trim’s cornering low- and high-beam full LED headlamps, allows a best-possible Top Safety Pick + rating from the IIHS. Additionally, all Pilot trims earn a five-star safety rating from the NHTSA.
Just in case you’re starting to think that a team of publicity reps from Honda wrote this review, my weeklong test wasn’t wholly positive. For starters, even my top-line Pilot Touring tester wasn’t as impressively finished inside as some direct competitors, due to more hard plastic than I would have liked. Honda does cover the dash top in a soft synthetic, and adds a nice bolster across the instrument panel ahead of the front passenger, which extends above the centre touchscreen, while the front door uppers are also soft to the touch, ideal for pampering elbows, plus the door inserts and armrests are plush as well, of course, but oddly the door uppers in back aren’t as nicely finished, and Honda doesn’t wrap any roof pillars in cloth either, like some rivals do.
The seat upholstery is very upscale though, with driver’s perch particularly comfortable despite only providing two-way powered lumbar that didn’t fit the small of my back very well, and therefore remained unused by yours truly. Seats in mind, both second and third rows were very comfortable, the rearmost seating area even roomy enough for adults. I had ample legroom for my five-foot-eight frame, plus about three to four inches ahead of my knees when the second row was pulled rearward as far as it would go, and plenty of space overhead.
Third-row seating is amongst the most accommodating in this class. (Photo: Karen Tuggay)
If you thought I was done griping, take note that I have issue with a foot-operated parking brake in a vehicle that does everything else to make a person think it’s been flown here from the future. Yes, this anachronism (I don’t like foot-operated parking brakes) flies in the face of one of the more advanced looking electronic gear selectors available on planet earth (standard with the nine-speed), so where is the electronic parking brake that should be attached? I’ll be waiting for Honda to solve this problem in an upcoming redesign, and remain unimpressed that it wasn’t dealt with sooner.
All of this complaining might cause a person to believe I’m not a fan of Honda’s updated Pilot, but this couldn’t be further from the truth. Yes, I’d like to see some changes made as noted, but such hopes for improvement hardly mean that the 2019 Pilot didn’t impress on the whole. In fact, I really enjoyed my time with Honda’s largest vehicle. It was a pleasure to drive, easy to live with, and nice to look at, exactly what is needed from a three-row family hauler.
Volvo will add Polestar Engineered versions of the V60 (centre) and XC60 (right) to the already sold out S60 T8 Polestar Engineered model (left) this summer. (Photo: Volvo)
Volvo has been seriously upping its game over the past few years, with an entirely redesigned lineup of highly competitive premium models, and even an entirely new “Polestar” all-electric performance-luxury brand that’s designed to go head-to-head against Tesla.
Bridging the gap is “Polestar Engineered”, a performance division responsible for tuning Volvo’s regular crop of luxury cars. Late last year we saw the result of its engineering prowess, the S60 T8 Polestar Engineered that sold out so quickly we hardly realized it came and went, but it set the stage for two additional models we think will fare equally well, the upcoming 2020 V60 T8 Polestar Engineered and XC60 T8 Polestar Engineered.
Each new Polestar Engineered model (V60 shown) gets a glossy black grille, unique lower fascia detailing, special 19-inch forged alloys, gold-painted brake calipers, and much more. (Photo: Volvo)
“At Volvo Car Canada, we are very excited about the addition of the new Polestar Engineered products in our portfolio,” said Alexander Lvovich, Managing Director, Volvo Car Canada Ltd. “Polestar always played a special role in the Volvo business in Canada, as in the last 2 years we achieved one of the highest levels of Polestar optimized product sales in the world. We plan to fully capitalize on this upcoming opportunity to strengthen both Volvo and Polestar brands in Canada.”
Like last year’s S60 variant, the new Polestar Engineered cars once again use Volvo’s turbocharged, supercharged and electrified T8 Twin-Engine Plug-in Hybrid powertrain, which is specially tuned to produce 415 horsepower and 494 lb-ft of torque, 15 horsepower and 22 lb-ft of torque more than the regular T8 AWD power unit.
T8 Polestar Engineered models (S60 shown) are both ultra-fast and extremely efficient thanks to PHEV technology. (Photo: Volvo)
Updates to powertrain software allow torque to arrive earlier for quicker throttle response, while more of that power gets sent to the wheels in back for better all-round performance. To clarify, along with the boosted 2.0-litre four-cylinder engine, the T8 drivetrain utilizes two electric motors (one up front and one in the rear), with a battery that’s both plug-in for pure electric driving over short distances, plus gasoline-electric hybrid powered.
Together with its rear-wheel biased handling, the new Polestar Engineered models received stiffer body structures from an Öhlins-designed front strut bar that allows for “more precise and responsive control,” according to a Volvo Canada press release, while Öhlins also provided a set of adjustable dampers that utilize special dual flow valves, which respond more “quickly to road imperfections.”
A strut tower brace stiffens the body structure for better handling. (Photo: Volvo)
What’s more, six-piston Brembo calipers, painted gold in Polestar tradition, improve braking performance, while sets of lightweight 19-inch forged alloy wheels, unique to each of the three Polestar Engineered S60, V60 and XC60 models, add aggressive character while providing more air to cool those beefier brakes.
If you were hoping for aggressive aero upgrades, ducts and hood scoops plus other boy racer visual performance statements, the Polestar Engineered models take a subtler approach that should appeal to more mature clientele, with the only additional exterior modifications being high-gloss black for the grille, flared wheel arches, black chrome exhaust finishers, and small Polestar emblems front and rear.
Likewise, the new models’ cabins will receive a unique leather-wrapped sport steering wheel and shifter knob, metal mesh aluminum décor trim, gold seatbelts, special charcoal-coloured Nappa leather and “open-grid” textile seat upholstery, plus more.
The new 2020 V60 and XC60 T8 Polestar Engineered models will arrive this summer, but if you hope to own one you’ll need to contact your local Volvo dealer now, because if the S60 version is any indication to go by they’ll be snapped up quickly.
It’s easy to go down a rabbit hole when looking for a new vehicle. You start off your search with a specific make in mind and end up looking at something completely different by the end of it. For some, they have an exact vehicle in mind that they have already settled for and for others, they have a general idea but are still exploring the vast sea of vehicle options available out there. It’s important to find a car that best suits your needs and wants as typically, vehicles are something most people keep for a significant amount of time and utilize frequently.
Unsure about what vehicle best suits your needs? Here is a car comparison guide for you to help you find the ride that will go hand-in-hand with your lifestyle!
First of all, what are some popular features Canadians are looking for in a new vehicle?
It’s no shock that vehicles have evolved substantially in the years and with that being said, the options are superfluous. Most new vehicles come with a wide array of safety, functionality, and aesthetic features that can up your driving game. Common features a plethora of Canadians look for when in the market for a new vehicle are;
Added safety features – blind spot detection, lane departure warning, brake assist, etc
Functionality features – heated seats/steering, park assist, back-up camera, navigation, etc
Infotainment system
Aesthetic appeal
Seating – if you carry passengers frequently, options that provide comfort for both you and your passengers are a win
When deciding on a vehicle, there is a huge factor that many consider prior to anything else – body style. Before diving into the interior or added features, many first choose the type of vehicle they would like; sedan, SUV, coupe, hatchback, etc. Each vehicle body type has different benefits and suits various needs. With that being said, which vehicle type best suits your individual needs?
Step Into A Sedan
Sedans make up a substantial portion of the market, so much so, when people hear the word car, most think of a sedan. A majority of vehicle makers have sedan models available ,as their traditional look bodes well with consumers. Aside from aesthetic appeal, sedans boast a number of other features that may play to your interests. In regards to fuel economy, a number of sedan models contain some of the best on the market with an array of economical options that won’t cost an arm and a leg at the pump.
Most sedans follow similar dimensions; lower than SUVs meaning more headroom for taller drivers, and a decent amount of trunk space. Sedans are a great option for the everyday traveler or city-traveler. When compared to SUVs, they do not possess the same space, hence, why they are a highly considerable option for those who are not constantly moving significant cargo. If you are looking for a model you can drive day-in and day-out without breaking the bank, sedans are a great option to go with.
Scope Out An SUV
Alongside sedans, SUVs (sports utility vehicles) are one of the most popular makes among consumers. SUVs are very prevalent in Canada, as the increase in size and capabilities in bad weather make for a safer ride in the eyes of the driver. Although SUVs may cost more to fill up at the pump, the plethora of benefits may override that. SUVs have more cargo space which is great for families and/or those who carry a large amount of cargo (i.e., hockey bags, equipment) on a consistent basis. Most SUVs now come in AWD and 4×4 options, making them a great vehicle for all seasons and all types of weather. It doesn’t just stop at SUVs however, there are various styles that have the same features as regular SUVs in their own unique way including;
Crossovers: Unlike regular SUVs which are built on the same platform as a truck, a crossover is based on a car’s design which means body and frame are built as one combined piece.
Compact/Subcompact SUVs: these contain the same features of a regular SUV under a smaller roof. Their size typically falls between a hatchback and an SUV. If you are looking for an SUV, but don’t want something too big, consider a compact/subcompact SUV
Full-size SUV: opposite of compact/subcompact SUVs, full-size SUVs boast the most space in their class.
Coast In A Coupe or Convertible
Whilst some focus solely on the functionality of a vehicle, others simply want to ride in style. Coupes and convertibles are a great option for those who don’t need a lot of space but are looking for something more sporty.
Coupes are two-door vehicles with a sporty style. Whilst coupes are two-door vehicles, most do have seating in the back, however, they aren’t the most spacious. Compared to convertibles, coupes are lighter and are branded with hard-top as opposed to a soft-top. Coupes fall in between the lines of a sedan and a convertible; offering a fun, sporty feel whilst still encompassing traits of a sedan. Coupes are a viable option if you tend to drive alone or with one other person, are looking for a sporty-vehicle, and you don’t carry passengers or significant cargo frequently.
Convertibles are two-door vehicles that take the sporty vibe to the next level. The main difference between a coupe and a convertible is the roof. Coupes possess a hard top whereas convertibles possess a soft top that can be fully taken down. Albeit, convertibles aren’t exactly the poster car for wet or snowy months, they are great for those hot summer days where opening a window just doesn’t seem like enough. Convertibles are a great option if you are looking for a separate ride for the hot months and want to truly engulf yourself in the beauty of summer!
Hop Into A Hatchback
Think smaller vehicles means less cargo space? Think again! Don’t let the small exterior of a hatchback fool you, they are extremely spacious on the inside. Most hatchbacks have more cargo space when compared to sedans, which isn’t obvious at first glance. They also offer a slightly higher roofline than sedans, meaning more headroom for passengers. But what’s the benefit of the small exterior? If you live in a big city such as Toronto or Montreal, you know parking can be sparse and you are often left trying to park your vehicle in a spot that proves way too small. Hatchbacks are great for congested cities as their small exterior makes it easier to navigate through highly saturated streets and fit into even the tightest of parking spots.
Pick up a Pickup
Looking for something that is as durable as durable gets? Opt for a pick-up truck! These vehicles are made to handle the toughest of elements – whether you are driving along snow snow-blanketed streets or off-roading on dirt trails. Of course, cargo is a main plus for pickups as they possess a huge bed in the back solely dedicated to carrying cargo that wouldn’t fit in any other type of vehicle such as; heavy construction materials, furniture, and even ATVs! Pickup trucks are best suited for those who don’t carry passengers frequently but do carry heavy or large cargo on a consistent basis.
Live In Luxury
We can’t lie, riding around in a car dripping in luxury is a great feeling. Although luxury cars are not as popular as other makes, they are still adored by consumers. The major drawback of luxury vehicles is evident in the title alone; the more luxurious, the higher the cost. Albeit, the cost is backed up by the quality of these vehicles. Everything down to the stitching in the seats is carefully articulated when it comes to luxury vehicles. Similar to SUVs, there are various sub-bodies of luxury vehicles; entry-level, mid-size, and full-size luxury vehicles are all readily available on the market. If your main selling point is style, a luxury vehicle will NOT disappoint!
Evolving Into Electric
Although not so prevalent just a few years back, electric vehicles have been taking the car world by storm! Many car makers have adapted to electric, creating hybrid and fully electric models. Electric vehicles are available in many styles including sedan, SUV, luxury, and roadster (still in the works). These are copious benefits when it comes to owning an electric vehicle. The obvious being, you are doing good for the environment as electric vehicles rely on batteries, not fuel. The cost of charging is also significantly less than filling up at the pump, meaning going electric can not only be a saving factor in the environment but your wallet as well!
Once you are decided on a vehicle body-type that best suits your needs, you can then dig further into all the other features and functionalities you desire in your new vehicle. The body-type you choose makes a significant difference when it comes to your own individual driving experience.
Have your next new vehicle already mapped out? We can save you thousands on your purchase! Contact us today and save big!
