2019 Archives - Page 4 of 10

2019 BMW X1 xDrive28i Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story credit: Trevor Hofmann

CarCostCanada

2019 Hyundai Veloster Turbo Tech Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Corolla Hatchback CVT XSE Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Jeep Wrangler Unlimited Sahara Road and Trail Test

Jeep redesigned its popular Wrangler 4×4 for 2018, so as is usually the case for the following model year this 2019 variant remains unchanged, although the upcoming 2020 model will get a significant powertrain upgrade that may cause some who’ve never considered it before to reconsider. Interested? Keep reading.

Jeep produced the Wrangler’s JK body style from 2007 to 2017, and it’s been one of the most successful models in the entire Chrysler/FCA group since then. Now, the new 2018 to present JL version features a bigger, bolder, broader seven-slot grille, plus new optional LED reflector headlights, an ATV-like front bumper (which looks a lot like the one used for the 2016 Wrangler 75th Anniversary Edition I covered way back then) with optional LED fog lights, a shapelier hood (although not pumped up with the Anniversary Edition’s muscular power dome and blackened vents or the Rubicon’s similarly awesome hood design), restyled front fenders with new wraparound turn signals, heavily sculpted front body panels with black engine vents, new integrated side steps, fresh new rear fender flares, new wraparound taillights with optional LEDs, a new side-swinging tailgate, and a redesigned rear bumper (that’s not as cool looking as 75th Anniversary Edition’s, but definitely more attractive than the block of metal and black plastic found on the old Sahara).

While those not following everything Jeep may want to park a new JL next to the old JK in order to see the subtler differences, such as the just-noted redesigned tailgate, it’s reasonable to surmise that most of the new Wrangler’s exterior panels have been changed in order to accommodate its longer regular and long Unlimited wheelbases. Specifically, the 2019 Unlimited on this page is 89 mm (3.5 inches) longer than the old JK model, with a 61-mm (2.4-inch) longer wheelbase, while the regular wheelbase version grows in length as well. Overall, the new Wrangler appears classic and contemporary simultaneously, and even more important, it looks good.

Also critical, the new Wrangler is considerably more refined inside, with doors that shut with a solid thunk, and pliable soft-touch composite surfaces used most everywhere above the waste. The dash top and instrument panel even use some padded and contrast-stitched leatherette that matches the leather-clad steering wheel rim, plus the leatherette shifter boot and armrests, and the genuine leather seat upholstery. All the buttons, knobs and switches used through the cabin are impressive too, specifically the big audio volume and dual-zone automatic climate control knobs on the centre stack, while Jeep has improved the general quality of most materials as well as the way everything fits together.

As good as all of these changes are, the Wrangler’s gauge cluster might generate the cabin’s biggest wow factor. First, let’s be clear that it’s not a fully digital instrument panel, which would’ve probably been easier and less expensive to create, considering how two-dimensionally flat the previous four-gauge design was, and how easy it would’ve been to merely install a 12.3-inch display, fill it with graphics (not that this is simple) and call it a day. Instead, Jeep shaped two motorcycle-style individually hooded primary dials, bookended by a large colour multi-information display (MID). It looks great, and provides most of the digital tech today’s buyers are looking for, even including army green background graphics highlighted by a WW2 (Willys) GP. The tach and speedometer dials look superb in their orange on black and white design, and everything functions well.

The outgoing 6.5-inch rectangular centre touchscreen has also been replaced, but this time with a fully digital design incorporating no buttons or knobs at either side of the display. Instead, the new 8.0-inch square touchscreen offers some quick-access analogue switchgear on a cluster of dials and buttons positioned underneath, these used mostly for controlling heating and ventilation. The big dial on the very right is for scrolling or browsing through infotainment functions, and while some might find this useful I mostly tapped, swiped and pinched the touchscreen as required (sounds more exciting than it was), only making use of external controls for heating the seats and steering wheel (although you can do this via the touchscreen too), adjusting cabin temperatures (ditto), and the audio system’s volume.

The bigger display area results in a much better backup camera, which once again uses active guidelines for slotting into parking spaces, while the ability to hook up Android Auto or Apple CarPlay is a bonus. The system incorporates most other functions available these days, like accurate navigation, easy phone setup and use, audio selection that includes satellite radio and wireless streaming, and a number of apps that come preloaded or can be downloaded. The display’s resolution is quite good, but it’s not as crisp and clear as you’ll find in the majority of premium brands, and a few new mainstream competitors like Chevrolet’s Blazer.

The car-based Blazer in mind, the new Wrangler delivers its best ride quality yet. In fact, it’s now something I’d brag about, rather than complain of while rubbing the small of back and nether regions. To be clear, the JK I tested on its initial 2005 Lake Tahoe/Rubicon Trail press launch showed major ride and handling improvements when compared to its 1997 to 2006 TJ predecessor, while that SUV was wholly more comfortable than the 1987 to 1995 YJ, and so on with respect to the many CJs (Civilian Jeeps) that came before (I used to drive a V8-powered CJ5 Renegade in the early ‘80s), but this new JL-bodied Wrangler is so much nicer to live with than any of its forebears that I’d now consider owning one, something I still wouldn’t have said about the JK. The reality is I’m aging, and therefore wouldn’t be willing to be discomforted by my daily commuter. The new Wrangler, however, completely changes everything with suspension compliancy that’s matched by much-improved cornering capability, better high-speed tracking, easier manoeuvrability around town and in tight parking lots, etc. All around, this Wrangler is a much, much better SUV to live with.

This new livability includes improved rear seating, with deeper sculpted outboard positions that offer up more lower back support, while the increased wheelbase provides more second-row legroom. Three passengers continue to fit across the rear seat, although I’m going to guess only smaller folks will truly be comfortable in the middle. Also, with only two in back the centre folding armrest, incorporating two big rubberized cupholders and a personal device holder, can be lowered for even more comfort and convenience.

This said, not hollowing out a section behind that armrest for a rear-seat pass-through was an opportunity missed by Jeep, because now you’ll need to expend money for a lockable rooftop compartment for stowing longer items such as skis and snowboards, if you want two rear passengers to enjoy as much comfort as possible. This is doable, but it’s not the best solution, although this is also true for the majority of Jeep competitors.

Another complaint is the Wrangler’s swinging rear door, which remains hinged on the wrong side for North American, and most global markets. A conventional liftgate is out of the question for two reasons, 1) the removable roof, and 2) the 4×4 requirement of a full-size spare tire on its backside. What’s not required is a set of hinges on the passenger side, which means that loading the rear cargo compartment from curbside becomes awkward at best, potentially causing you to step in traffic to do so. Me complaining about this issue won’t be anything new to regular readers or those in charge of Jeep (that are listening), but it may be important to newbies considering a Wrangler for the first time.

A more positive cargo compartment issue is increased volume, the long-wheelbase Unlimited’s dedicated luggage area now increased by 18 litres (0.6 cubic feet) to 898 litres (31.7 cu ft), while maximum capacity has grown by 70 litres (2.5 cu ft) to a new grand total of 2,050 litres (72.4 cu ft) with both seatbacks laid flat. Laid flat is probably a misrepresentation, however, as there’s now an incline from the base of the seatbacks to the front portion of the extended cargo area, although another positive is the ease in which they’re now lowered, plus new panels that hide the previously exposed seat frames and other mechanical bits when laid down. These panels stop smaller items from rolling below, but these conveniences have been taken for granted by crossover SUV owners for years. Still, it’s a serious upgrade for the Wrangler, and, in my opinion, well worth the slightly uneven load floor.

At the other end of my 2019 Wrangler Unlimited Sahara tester was FCA’s 3.6-litre Pentastar V6, conjoined to an eight-speed automatic transmission and part-time four-wheel drive. While not quite as sonorous as my old CJ5’s 304 cubic-inch V8 (that included a rather loud set of aftermarket headers), the V6 produces a nice soundtrack of its own, and provides plenty of forward energy thanks to 285 horsepower and 260 lb-ft of torque, while the automatic transmission’s shift increments are quick and smooth.

A six-speed manual comes standard, incidentally, with the eight-speed auto tacking $1,595 onto the 2019 Wrangler Unlimited Sport S’ $40,745 (plus freight and fees) price tag, while this Unlimited Sahara starts at $44,745, and the top-line Unlimited Rubicon can be had for a retail price of $47,745 (a base two-door Wrangler S starts at $33,695). Alternatively, Wrangler buyers can pay $2,590 for a 2.0-litre turbocharged four-cylinder engine featuring electric assist, which makes 15 horsepower less at 270, although 35 lb-ft of torque more at 295. This upgrade is standard with the eight-speed automatic, and is claimed to achieve much better fuel economy than the V6 (see all 2018, 2019 and 2020 Jeep Wrangler prices, including trims, packages and individual options, plus manufacturer rebates and dealer invoice pricing right here on CarCostCanada, where you can now save up to $3,500 in additional incentives on a 2020, or $4,000 on a 2019).

By the numbers, the base Wrangler Unlimited’s V6 and six-speed manual combo is rated at 13.8 L/100km city, 10.1 highway and 12.2 combined, whereas the same engine with the eight-speed auto uses a claimed 12.9 city, 10.2 highway and 11.7 combined. As for the four-cylinder turbo, its 10.9 city, 10.0 highway and 10.5 combined rating is by far the best right now, but it may only hold this title for a short duration as the upcoming 2020 Wrangler will soon offer FCA’s ultra-efficient 3.0-litre V6 turbo-diesel, while it will hardly be short on output thanks to 260 horsepower and 442 pound-feet of torque. I can imagine the Wrangler’s many dedicated 4×4 fans salivating at the prospect of this engine right now, diesels long being optimal off-road, but take note it will only be available in the long-wheelbase Unlimited body, while the more off-pavement capable regular-wheelbase Wrangler will continue to only be powered by gasoline engines.

Off-roading in mind, today’s more refined Wrangler still has few direct competitors. In fact, pickup trucks aside, the Wrangler is the only serious off-roader available in the mainstream volume-branded compact class, and will likely remain so until the all-new Ford Bronco arrives on the scene. The General’s compact pickup-based Chevy Blazer and GMC Jimmy duo was killed off in 2005, while Toyota’s Land Cruiser Prado-based FJ Cruiser hightailed it out of our market in 2014. Following suit, the very capable Nissan Xterra departed in 2015, leaving the popular Wrangler alone in its unique segment.

As is only right, I tested the Wrangler Unlimited Sahara at a favourite 4×4 haunt and it performed as ideally as you might expect. In fact, all the thick mud and big pools of standing water were easy for this capable utility to muck and wade through, making me wonder if the ultra-rugged Rubicon is more than most Wrangler buyers require. Once off-pavement I slotted the secondary low gear lever into its 4H Part Time position to tackle the semi-rough stuff, which provided quick travel over less challenging terrain.

Diving deep into the big puddles and digging into some of the more abyss-like ruts caused me to stop and engage 4L (four-low), however, which made traversing all of the truly difficult terrain a breeze as well. While a decent test track considering its close proximity to my home, I’ve driven the old JK on the Rubicon Trail and other difficult courses and enjoyed both the challenge of negotiating trails I’d likely never try on my own, and doing so in such an amazingly agile 4×4, while I can only imagine how much more enjoyable it would be to scale Cadillac Hill atop the new Wrangler’s improved suspension, let alone doing so while being pushed via a turbo-diesel V6.

If all the improvements already mentioned aren’t enough to get you into the driver’s seat of a new Wrangler, this SUV makes smart business sense too. According to ALG, the Wrangler has the highest residual value of any model in Canada, with the four-door Unlimited version only dropping by an average of 30-percent after three years of use, and the two-door model only losing 31.5 percent. What’s more, the Wrangler also earned the Canadian Black Book’s 2019 Best Retained Value Award in the Compact SUV category for the ninth year in a row, while it achieved a new retained value record of 91 percent for 2019 (Jeep’s smaller car-based Renegade placed first in its Sub-Compact Crossover segment too).

What this means for those still sitting on the fence, is that Jeep’s Wrangler no longer needs any justification. It’s about having your cake and eating it too, or in other words getting what you want and making the smartest choice simultaneously. Don’t you wish all decisions were so easy?

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Subaru Outback 3.6R Limited Road Test

Subaru has long provided a nicely balanced lineup of performance-oriented yet practical cars and crossover SUVs, with the Outback not only typifying this ideal, but together with the smaller compact Crosstrek it actually bridges the gap between family wagon and sport utility.

The Outback’s best of both world’s design means that it’s always been a strong seller for Subaru, but I think it would do even better if more mid-size crossover SUV buyers knew just how roomy it is inside. Despite its lower overall height, the Outback’s 1,005 litres (35.5 cubic feet) of dedicated cargo capacity and 2,075 litres (73.3 cubic feet) of space when the rear row is flattened is much more capable of swallowing up gear than Nissan’s Murano and Chevy’s new Blazer, while it’s on par with Ford’s Edge, Hyundai’s Santa Fe, and even Jeep’s off-road dominating Grand Cherokee.

Subaru could make it even more accommodating if they’d offer a second-row centre pass-through, mind you, or better yet 40/20/40 split-folding rear seatbacks like some premium European brands, but the Outback does include a convenient set of cargo wall-mounted levers for laying its 60/40-split seats flat automatically, while a nice retractable cargo cover and rugged available cargo mat make it a perfect companion for the majority of family hauling duties such as carting four individuals plus their ski/snowboard gear up to the slopes.

That’s when you’ll be glad for the Outback’s standard all-wheel drive, and that it’s not just any AWD system. Subaru’s Symmetrical AWD is well respected for providing an even distribution of torque to each wheel and more even weight distribution overall, not to mention a lower centre of gravity due to its lineup of horizontally opposed “boxer” engines. I’ve been test driving Outbacks since I started covering the automotive industry two decades ago, and I even spent a week in a near identical (other than colour) 2018 Outback 3.6R Limited last year, so I’ve experienced how well its AWD system works in tandem with its standard electronic traction and stability control systems to deliver go-near-anywhere capability in almost any weather condition.

Of course, the Outback is capable of climbing out of much deeper snow than the mere wisp of white surrounding our test vehicle, with many of my weeklong tests including stints up the mountain trudging through thickly blanketed snow sport parking lots and a number of trips up country to visit family, where its family of flat four- and six-cylinder engines always provided strong highway performance and enough torque to dig the car out of deep snow banks.

Back to the here and now, Subaru gave the Outback a mid-cycle update for the 2018 model year, while the Japanese brand is smack dab in the middle of launching its fully redesigned 2020 model as this review gets published, so if you decide to drive on down to your local Subie retailer you’ll probably see the latest version parked in their showroom and a smattering of new 2019s outside on the lot, the latter cars no doubt reduced in price to find homes quickly.

CarCostCanada was reporting up to $3,000 in additional incentives for 2019 Outbacks at the time of writing, while you’ll also find trim, package and option prices there, as well as rebate information and even dealer invoice pricing that could save you thousands when you sit down to negotiate, therefore you really should consider a 2019 unless you really want the updated version.

Choosing the new replacement Outback or soon to be replaced model shouldn’t solely be up to finances, unless budget limitations demand, but I still don’t see most buyers of the 2020 version sold merely on styling. After all, while they’re obviously different when seen side-by-side, the updated model is no radical departure. In fact, I’d say it’s actually less rugged looking at a time when most car-based crossover SUVs are working overtime to pretend otherwise.

Inside, it gets the mainstream volume sector’s largest centre touchscreen at 11.6 inches, positioned vertically instead of horizontal, as with this 2019 model’s still amply sized 8.0-inch touchscreen. I won’t go into too much detail about the 2020 model, being that I haven’t tested one yet, but suffice to say the new centre display could very well make moving into the latest Outback worthwhile all on its own.

Then again, I could see someone choosing a 2019 Outback just to acquire my test model’s wonderful 3.6-litre six-cylinder engine, which is sadly on its way out of the entire Subaru lineup. It has recently only been available in upper-crust Outbacks and top-tier versions of the brand’s Legacy mid-size sedan, but the advent of Subaru’s new Ascent mid-size three-row crossover SUV last year, and its lack of H6 power, initially signified an uncertain end to six-cylinder performance within blue-oval, silver star products, and now the 2020 Legacy and Outback have confirmed such.

Looking back, Subaru’s flat-six came into being as an option for the 1988–1991 XT (Alcyone VX) sports coupe, and was based on the brand’s four-cylinder of the time. It was upgraded for that model’s successor, the 1991–1996 SVX (Alcyone), a car I tested and was thoroughly impressed by way back in ’94. Next came the EZ30, which was a complete engine redesign notably nearly as compact as the EJ25 four-cylinder of the era, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more formidable 3.6-litre EZ36 available optionally for respective 2009 and 2010 models. Both versions of the EZ were used for the new Ascent’s three-row crossover SUV predecessor, incidentally, the 2006-2007 Tribeca integrating the smaller version and 2008-2014 versions using the bigger engine.

As it is, 2019 Outback engines include a base 2.5-litre four-cylinder good for 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already talked about a length, except for output figures that measure up to 256 horsepower and 247 lb-ft of torque. For 2020, the entry-level 2.5i gets a total overhaul including 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which now equal 182 horsepower and 176 lb-ft of torque, while the aforementioned Ascent’s new 2.4-litre turbocharged four-cylinder engine is optional as is its impressive 260 horsepower and 277 lb-ft of torque, which equals a small increase of 4 horsepower yet a robust 30 lb-ft of added torque over the old six-cylinder engine.

As you might expect, the updated 2020 engines are more efficient than their predecessors too, with the current 2019 Outback 2.5i achieving an estimated 9.4 L/100km city, 7.3 highway and 8.5 combined compared to 9.0, 7.1 and 8.0 for the new 2020 base engine, which is an obvious gain, while the 2019 Outback 3.6R manages a claimed 12.0 L/100km city, 8.7 highway and 10.5 combined rating compared to a much thriftier 10.1, 7.9 and 9.0 respectively for the new turbo-four. While Subaru certainly deserves credit for delivering such major gains in both efficiency and performance, I’ll miss the six-cylinder’s smooth, refined operation and throatier growl at higher revs.

The brand’s High-Torque Lineartronic CVT (continuously variable transmission) is smooth too, and thanks to its ability to shift through its eight forward “gears” just like a conventional automatic, even via steering wheel paddle shifters, it’s relatively sporty as well. Then again, when revs climb higher it’s not quite as convincing as a sport model, which meant I didn’t end up using those paddles as much as I would normally have.

Either way the Outback 3.6R is no slouch off the line and fully capable of passing slower traffic on the freeway or better yet, a winding two-lane highway, and to that end it’s a pretty good handler too, even when pushed through tight curves at high speeds, but this said it’s no WRX STI. Of course, few vehicles can keep up to Subaru’s most famous performance model, let alone tall wagons primarily designed for comforting their occupants. Its comfort-oriented attitude is why I left the Outback’s super-smooth transmission is Drive and just enjoyed the ride more often than not. Its suspension is wonderfully compliant, making it perfect for managing rough backcountry roads and trips to the ski hill, plus of course overcoming some of the worst trails anywhere, those dreaded inner-city lanes.

If I were to claim Subaru’s standard full-time symmetrical all-wheel drive as the best AWD system in the mainstream industry I wouldn’t be alone, especially when factoring in “X-MODE” that controls the engine’s output, the transmission’s shift points, the AWD system’s torque-split, plus the braking and hill descent control systems so as to overachieve when off the beaten path. Obviously the Outback won’t walk away from a Jeep Wrangler on a level 8 or 9 trail (it wouldn’t even make it five feet on a level 8 or 9 trail), but its highly advanced AWD system and better than average 220 mm (8.7 inches) of ground clearance give it an advantage over most car-based crossover competitors when the going get tough.

I’m sure you can imagine that I’m intrigued by the new 2020 Outback and want to get behind the wheel, something I’ll be doing next week. Of course, its bigger centre touchscreen will be impressive, and I’m guessing Subaru will make improvements in refinement as well. Nevertheless it’ll need to be particularly good to beat the current model’s near premium details, such as fabric-wrapped A-pillars, soft synthetic dash-top and instrument panel that’s contrast-stitched and continues all the way down each side of the centre stack, padded door uppers, inserts and armrests front to back, and its leather upholstery with contrast stitching in my near top-line Limited tester.

The Outback Limited’s leather-clad steering wheel looks and feels great, the latter thanks to ideally shaped thumb spats. The comprehensive switchgear on the 9 and 3 o’clock spokes are high-quality too, while all of the interior’s buttons, knobs and switches are good, with the audio and two-zone auto HVAC dials on the centre stack especially so.

Some of Subaru’s biggest gains in recent years have been in the electronics department, with this 2019 Outback not as mind-blowing as the 2020 model, but still on par with rivals. Both 2019 and 2020 models utilize relatively conventional primary gauge clusters sporting a circular analogue tachometer and speedometer to the sides of a tall, vertical multi-information display (MID), but the 2020 car waves goodbye to the sportier dual-binnacle motorbike-like gauge design now in use, for a much more conventional look that I find a tad disappointing when focused on base trims, but this said the 2019 model’s 5.0-inch optional MID can now be upgraded to a full 12.3-inch digital instrument cluster in the 2020 car.

What this means for those interested in the outgoing 2019 Outback, particularly in Limited and Premier trims, is a gauge cluster that’s hardly more exciting than what you’ll find in more basic 2.5i, Convenience and Touring models, but the base 3.5-inch MID gets replaced by a significantly better colour 5.0-inch version when EyeSight gets added to the mix (I’ll talk about EyeSight shortly), but turn your eyes to the centre stack and it’s a completely different story.

The most basic 2020 Outbacks start off with a 7.0-inch touchscreen, which is an upgrade from the 2019 model’s 6.5-inch centre monitor, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as noted earlier. I can understand you may have seen something even more impressive if you’ve just stepped out of the updated Outback or something premium from Germany, but my tester’s infotainment interface was still well laid out and plenty attractive due to lots of gloss black surfacing around the touchscreen so that it all blends nicely together as if it’s one oversized display, while the background graphics offer up Subaru’s trademark starlit blue night sky and bright, colourful smartphone/tablet-style candy drop buttons for choosing functions.

The backup camera is very good, helped along by active guidelines, while features include Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration. Of course, the usual AM/FM/CD/MP3/WMA audio sources can be found too, plus satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming. It all gets funneled through four speakers in lower trims and six speakers in Touring trims and above, while the latter also includes the aforementioned 1.5-inch larger touchscreen and a second USB port.

Being that you won’t be able to factory order a 2019 Outback, I won’t delve into all the trim line details, but some as yet mentioned features found in my Limited trimmed test model include 18-inch alloy wheels, auto on/off LED headlights with steering-responsive capability, fog lights, welcome and approach lights, proximity keyless access, pushbutton ignition, brushed aluminum front doorsill protectors, authentic looking matte woodgrain and silver metallic interior accents, auto-dimming side and centre mirrors, a heated steering wheel rim, three-way heatable front seats, a navigation/route guidance system, dynamic cruise control, a 10-way powered driver’s seat with power lumbar and two-way memory, a four-way power front passenger’s seat, a universal garage door opener, a great sounding 12-speaker, 576-watt Harman/Kardon audio system, a power glass sunroof, two-way heated rear outboard seats, a power rear tailgate, plus more.

Those EyeSight advanced driver assistance systems mentioned earlier include pre-collision braking, pre-collision brake assistance, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and auto high beams.

My as-tested Limited 3.6R with the EyeSight tester can be had for $41,395 plus freight and fees, which is $1,500 more than the Limited 3.6R with no EyeSight, while that model is also $3,000 more than Limited trim with the four-cylinder powerplant. A base Outback 2.5i can be purchased for just $29,295, incidentally, while additional 2019 trims include the $32,795 Touring 2.5i and $39,295 Premier 2.5i, the latter trim coming standard with EyeSight. You can upgrade Touring trim with the Eyesight package and engine upgrade, but, no-cost colour choices aside, the flat-six is the only available option with Premier trim.

The 2019 Outback’s retail price ranges from $29,295 to $42,295, but take note that up to $3,000 in additional incentives were available at the time of writing, so be sure to check out our 2019 Subaru Outback page for all the details, plus pricing, rebate, and dealer invoice pricing that could save you thousands.

As I explained when starting this review, the Outback can manage mid-size SUV-levels of cargo, so as you might expect there’s also ample space for adult passengers in both rows of seats. It’s comfortable too, the front seats ideally shaped for optimal support, particularly at the lower lumbar region, while the side bolsters also support well laterally. The rear seating area is amply large as well, particularly with respect to headroom.

Also important, the rear compartment is just as refined as the front. Along with surface treatments and other details finished nicely, a large armrest flips down from the centre position filled with well designed cupholders that actually hold drinks in place when underway thanks to rubber grips (most are nowhere near as useful), while the backside of the front centre console features a covered compartment with two USB chargers plus an auxiliary plug, as well as a set of rocker switches for the previously noted rear seat heaters and the rear HVAC vents. Rear passengers needing overhead light will appreciate the reading lamps above, while each door panel includes a big bottle holder.

It seems just about perfect to finish this Subaru Outback review on such a practical subject matter, even after factoring in the premium-like cabin, luxuriously smooth powertrain and equally plush ride. It’s a crossover wagon/SUV that’s actually better than advertised, and that makes it a truly rare commodity. Believe me, you’ll be well served whether you opt for this impressive 2019 Outback or the new 2020 version.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Dodge Durango SRT Road Test

I once had a girlfriend that hated fur. She wasn’t long out of college where she’d been influenced by well-meaning animal rights advocates, and therefore wouldn’t even consider wearing something made from the skins of little rodents. Having spent way too much time up north where humans have used animal furs to keep warm for eons, I had no such misgivings, so I took her downstairs to one of my spare bedrooms that was filled with long mink, sable, fox and yet other valuable fur coats that I was in the process of selling for a client, and proceeded to wrap her in each of them. Seeing her initial disdain immediately transform into guilty pleasure was something I’ll never forget, making me wish I had a radical environmentalist to take for a spin in the latest Dodge Durango SRT.

I can just imagine the Greta-like sneer turning into a devilish giggle before all-out laughter started mixing in fear as the big, bellowing, brutish, anti-green SUV guzzled back gas as quickly as Elizabeth May downs drinks at press gallery dinners; yes, the Durango SRT is that corruptible. Then again, it’s not as Mephistophelian as Jeep’s ridiculously fast 707 horsepower Grand Cherokee SRT Trackhawk. Instead, the Durango SRT gets motivated by the same comparatively sedate 6.4-litre (392 cubic inch) Hemi V8 that motivates the regular Grand Cherokee SRT, although tame as it may seem this 475 horsepower mill is no lightweight.

With a formidable 470 lb-ft of torque going down to all wheels, the 2,499-kilo (5,510-lb) beast launches from zero to 100 km/h in just 4.6 seconds, its SRT Torqueflite eight-speed automatic transmission delighting with quick shifts all the way from standstill to highway speeds and beyond, whether actuated by its steering wheel paddles, console-mounted shift lever, or simply left to do its own thing. What’s more, it will continue forward with a 12.9-second quarter mile time, and keeps going to a top track speed of 290 km/h (180 mph), which is equal to the Jeep Trackhawk, and in an entirely different universe when compared to other so-called “performance” SUVs.

And to think all of this go-fast goodness resides in a practical three-row family hauler that seats seven adults in total comfort while stowing their luggage in a big 487-litre (17.2 cubic-foot) dedicated rear cargo compartment, and can even tow a 3,946-kilo (8,700-lb) trailer (which is 1,500 lbs more weight than the 5.7-litre V8-powered Durango can tow, and 2,500 lbs more than the V6).

The only Durango SRT negative is fuel economy, which is more than a tad thirsty at a claimed 18.3 L/100km city, 12.2 highway, and 15.6 combined, plus slightly less off-road ability due to a bit less ground clearance, and this said who would want to ruin the SRT’s extended bodywork or 20-inch double-five-spoke black-painted alloy wheels on stumps or rocks anyway, the SUV’s three-season Pirelli Scorpion 295/45 ZRs much more suited to gripping asphalt as it is.

The SRT’s black mesh grille is turned down in a menacing frown, while its tri-vented hood, aggressive lower fascia, extended side skirts, and chrome dual tailpipe-infused rear bumper makes a strong visual statement that’s impossible to ignore. Nothing has changed since the Durango SRT arrived in 2017 as a 2018 model, and it’s been carried forward into 2019 unchanged too, plus will so again for the 2020 model year, with only the Durango’s lower trims getting small improvements.

As a backgrounder, the third-generation Durango arrived in 2010 for the 2011 model year, and along with the complete redesign were plenty of curves to help us forget the less loved, ultra-angled second-generation model, and remind us of the muscular Dakota-based SUV that brought Dodge into the mid-size SUV fold way back in 1997 (when are you bringing back the Dakota, Dodge… er Ram?).

Plenty of premium-like cabin materials were brought back as well, with each trim that I have tested being very well finished. Such is particularly true of this SRT, which receives a rich microfibre/suede-style Alcantara covering for its roofliner and A pillars, plus contrast-stitched leatherette over the entire dash top and most of the instrument panel, even down the sides of the centre stack, while both front and back door uppers are made from a padded leather-like synthetic, and armrests detailed out in contrast-stitched leatherette. As anyone familiar with this class likely expects, all surfaces from the waist downward are constructed from hard composites, but it all looks good and feels durable enough.

2019 Dodge Durango SRT2019 Dodge Durango SRT — These sizeable 20-inch rims and Brembo performance brakes are very capable. (Photo: Trevor Hofmann)

The steering wheel feels even better thanks to a combination of perforated and solid leathers, this ideally contrasted with baseball-style stitching around the inside of the rim for added grip, while each spoke features a nicely organized, well-made set of controls plus the paddle-shifters mentioned before, as well as Chrysler group’s novel audio volume control and mode switches on the backside of those spokes. The rest of this Durango’s buttons, knobs and toggles are well executed for its mainstream mission too, with the big volume, tuning and fan-speed dials on the centre stack trimmed in chrome edged in rubber for extra grip.

Just above, the infotainment touchscreen measures a very sizeable 8.4 inches in diameter, features a fairly high-resolution display and is really easy to use. I appreciate the simplicity of Chrysler group touchscreens, specifically those found in Chrysler, Dodge and Jeep models as they’re quite different than those offered by Fiat, Alfa Romeo and Maserati. The two premium Italian brands definitely provide higher definition, the Alfa Stelvio I most recently tested equipped with a very impressive (albeit smaller) display, but this Durango SRT interface is more straightforward and extremely well equipped.

Together with individual displays for audio, automatic climate controls (that include digital buttons for the heated/ventilated front seats and heatable steering wheel), navigation system (that features nicely detailed maps and accurate route guidance), phone connectivity and features, plus various apps, the SRT adds its own set of Performance Pages displaying power torque history, real-time power and torque, timers for laps (and more), as well as G-force engine and dyno gauges, separate oil temperature, oil pressure, coolant temperature and battery voltage gauges, many of which are duplicated over on the primary instrument cluster’s multi-info display, providing this SUV with a level of digital capability few rivals come close to matching.

I appreciated having somewhere close by to stow my smartphone when not in use, Dodge providing is a rubberized pad at the base of the centre stack that should be large enough for most any device. Still, I was disappointed to learn there was no wireless charger underneath the rubberized pad, but instead an old-school 12-volt charge point and aux plug resides above, plus two much more useful (for my needs) USB chargers. An additional 12-volt charger and a Blu-Ray DVD changer can be found below the centre armrest/lid, while the standard 506-watt, nine-speaker Alpine stereo is impressive, as is the even nicer 825-watt, 19-speaker, $1,995 Harman/Kardon system.

Then again, the deep, resonating sound of the Durango SRT’s Hemi V8 makes such audio equipment discussion seem a bit irrelevant, whether it’s thumping like a big Harley at idle or disrupting world order at full throttle, while its reactions to prods from the right foot are much more immediate than expected from such a big SUV. It doesn’t exactly jump off the line, but it’s hardly listless either, launching from standstill without any hesitation before distancing itself from legal speeds, all within seconds.

The upgraded eight-speed automatic does a great job of putting all that power down to the wheels, all the while providing smooth, quick shifts. I left it to its own devices more often than not, although when trying to extract as much performance as possible its paddle-actuated manual mode proved ideal, particularly when diving into deep, fast-paced curves, the big Durango SRT’s agility in the corners downright baffling.

You might actually be surprised at the Durango’s handling overall, even lesser trims plenty of fun when the road starts to wind, but rest assured the SRT takes things up a notch or three. The SRT utilizes the same fully independent front strut and rear multi-link suspension as all Durangos, but Dodge tweaks it with some “SRT-tuned” components like a Bilstein adaptive damping suspension (ADS) instead of the regular SUV’s gas-charged, twin-tube coil-over shocks, and hollow stabilizer bars in place of solid ones, the result being a flatter stance when pushed hard through tight serpentine stretches, and excellent high-speed tracking. What’s more, the Durango’s electric power steering gets special tuned while stopping performance is enhanced with a set of powerful Brembo brakes, resulting in binding power that’s almost as exciting as accelerative forces. A compliant suspension setup, good visibility all-round, and ample manoeuvrability makes for an easy driving SUV through town as well, and due to less width than most full-size SUVs, such as the Chevrolet Tahoe or Ford Expedition, the Durango is less of a problem to park.

To clarify, the Durango is 120 millimetres (4.7 inches) thinner than the Tahoe and 104 mm (4.1 in) narrower than the Expedition, but rest assured that it delivers size where it matters most. In fact, its 3,045-mm (120.0-in) wheelbase is 99 mm (3.9 in) lengthier than the Tahoe’s, and a mere 67 mm (2.6 in) shorter than the Expedition’s wheelbase, which means that can fit adults comfortably into all three rows.

Of course, this means there’s a bit less interior room from side-to-side, but it’s still plenty wide within, and should be spacious enough for full-size folks. The driver’s seat is excellent, and like the others (other than the rearmost row) gets an “SRT” logo imprinted on its backrest. My tester’s seats were coloured in attractive “Demonic Red” with white contrast stitching to match the decorative thread used elsewhere around the cabin, while the seats’ centre inserts are perforated for adequate natural and forced ventilation. The leather itself is ultra-soft and therefore feels very upscale, while the seats’ side panels even felt as if they were trimmed in the same high quality hides, albeit in black. The instrument panel and doors get attractive patterned-aluminum inlays that feel like the real deal, while additional chrome embellishment brightens other key points around the cabin. If you want a bit more bling, you can opt for the SRT Interior Appearance Group that swaps out the aluminum inlays for real carbon-fibre while upgrading the instrument panel with a luxurious leather wrap, which might be a fine way to spend $3,250.

Like the front seats, the SRT’s standard second-row captain’s chairs are really comfortable and quite supportive all-round, while Dodge has added a useful centre console in between housing a set of cupholders and a stowage bin below the armrest. Second-row occupants can also access a panel on the rear portion of the front console incorporating two USB charge points, a three-prong household-style 115-volt charge plug, and toggles for two-way seat heaters, plus overhead there’s a three-dial interface for controlling the tri-zone auto HVAC system’s third zone, plus with a separate set of dome and reading lamps.

You can acquire the 2019 Dodge Durango SRT for only $73,895 plus freight and fees, while CarCostCanada members are currently saving an average of $6,500 on all 2019 Durango trims, with up to $5,000 in available incentives alone. You’ll want to check out the 2019 Durango page right here at CarCostCanada to find out more, at which point you can see trim, package and individual option pricing, as well as money saving rebate info and dealer invoice pricing that could save you thousands.

My test model was also equipped with a $950 Technology Group that adds adaptive cruise control with stop-and-go, advanced brake assist, forward collision warning with active braking, plus lane departure warning and lane keeping assist, while a $2,150 rear Blu-Ray DVD entertainment system boasts two screens that can be flipped upward from the backside of each front headrest. Dodge includes a set of RCA plugs plus an HDMI input on the inner, upper side of each front seat, providing connection for external devices like game consoles, all capable of turning the Durango SRT into the ideal choice for a family road trip.

And there lies the beauty of this one-of-a-kind SUV. The Durango SRT is easily one of the fastest seven-passenger SUVs available, yet it’s comfortable for all, is capable of carrying a full load of passenger as well as their stuff, can tow a big trailer with ease, and do plenty more. I’d go so far to say it’s the best possible choice for fast-paced Canadian families, but you’ll need to exchange its three-season performance tires for a set of proper winters at some point in the fall (or sooner if you live on the Prairies), at which point it might be the ultimate ski resort parking lot doughnut machine.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Kia Sorento SXL Road Test

Have you ever driving a Kia? Even sat inside one? If it was way back at the turn of the millennium it might not have been the best of experiences. Even Kia doesn’t promote its past in detail, the Korean brand celebrating its twentieth anniversary in Canada with limited edition models of its impressive Soul compact crossover and Stinger mid-size four-door coupe, but hardly paying tribute to the forgettable Sephia, Spectra and Magentis.

Those cars offered nothing better than their competitors, and certainly nothing new, instead relying on low pricing to pull in new buyers. Today’s Kia, however, builds vehicles you want to own in spite of their more renowned rivals, but first you’ll need to give them a chance, and that’s exactly what I’m recommending mid-size crossover SUV buyers do with the Sorento.

I’ve driven every Sorento generation, even the first 2002 model as part of its initial Canadian press launch, a vehicle that so impressed me I recommended it to my brother who kept his for nearly a decade. The redesigned 2010 model went from body-on-frame SUV to car-based crossover and therefore improved drivability as well as refinement, not to mention styling, while the 2016 model upped all of the above to entirely new levels.

My 2016 Sorento tester wasn’t even in top-line trim, yet I found myself awestruck by its shocking supply of soft-touch interior surfaces, blown away from finding cloth-wrapped roof pillars all-round, impressed with its sizeable full-colour high-resolution touchscreen infotainment system, wowed by its diminutive yet formidable 240-horsepower 2.0-litre turbocharged four-cylinder engine, and simply satisfied by its overall goodness.

With not much changing over the past four years, plus an even more capable V6 on the options menu, one might think it would’ve remained high on my list of highly recommended mid-size crossover SUVs, and so it does except for one considerable detail, since testing this most recent 2019 Sorento I’ve also spent a week with the completely new 2020 Telluride, so I’m no longer recommending the Sorento quite as highly for seven-passenger crossover buyers.

To be clear, the seven-passenger Sorento’s price range slots in considerably further down Kia’s model hierarchy, beginning at $32,795 for the EX 2.4 and topping out with the 3.3-litre V6-powered $49,165 SXL on this page, which is hardly in the same class as the Telluride that starts at $44,995 and tops out at $53,995 for its SX Limited with Nappa. As expected, the recent arrival of the Telluride and next year’s forecast redesign of the 2021 Sorento have already resulted in a reshuffle of the mostly carryover 2020 Sorento’s trims, with today’s base LX FWD model and this top-tier SXL soon to be discontinued.

So what about that upcoming 2021 Sorento? I expect it to follow in the tracks of the recently redesigned fourth-generation Hyundai Santa Fe that utilizes the same platform that the new Sorento will ride on, the former SUV only available with two rows and a maximum of five passengers for 2019, due to Hyundai now having a version of the Telluride all its own for 2020, named Palisade. The new Palisade is actually priced lower than the Telluride at $38,499, so we can expect the future 2021 Telluride to grow its trim line down-market with an SX model to slot below today’s base Palisade so as to provide a seven-passenger crossover option for more mainstream Kia shoppers after this seven-place Sorento gets cancelled.

Previously in this review I said that little had changed since the Sorento’s 2016 redesign, but it should be noted this 2019 model underwent a fairly extensive refresh, albeit somewhat more subtle with respect to styling. The big news is a new eight-speed automatic gearbox for its available 3.3-litre V6, and sadly the elimination of the aforementioned 2.0-litre turbo-four (an odd removal, being that the majority of challengers are swapping out their optional V6s for turbocharged fours in order to improve fuel-efficiency, but I’m guessing a stopgap ahead of the next-gen Sorento).

As it is, the 2.4, which produces 185 horsepower and 178 lb-ft of torque, now gets used for LX FWD, LX and EX 2.4 models, whereas the 3.3, making a maximum of 290 horsepower and 252 lb-ft of torque, adds performance to LX V6, EX, EX Premium, SX, and SXL trims. The six-speed autobox is the sole transmission with four-cylinder powered Sorentos, while the two extra gears only benefit the six-cylinder engine. As you may have guessed already, all trims excepting the LX FWD get all-wheel drive.

As with all modern-day multi-speed automatics fuel-efficiency is the main benefactor, but they also help an engine maintain peak output thanks to shorter shift increments, therefore improving performance. Nevertheless, the upgraded Sorento’s claimed fuel economy rating of 12.5 L/100km city, 9.7 highway and 11.2 combined isn’t as efficient at speed as the outgoing six-speed automatic and V6/AWD combination that received a rating of 9.3 highway. In the city, however, where most of us spend the majority of our driving time, the old model’s 13.2 L/100km rating means the new version is much thriftier, while the new eight-speed helps V6-powered Sorentos achieve a less significant 0.2 L/100km advantage.

In case you were wondering how much better the previous 2.0-litre turbocharged four with its six-speed automatic might compare against a new Sorento with the same engine and eight-speed, the old model’s rating of 12.3 L/100km city, 9.4 highway and 11.0 combined is actually better than the new eight-speed automatic in the totally redesigned 2019 Hyundai Santa Fe, which can only manage 12.3 city, 9.8 highway and 11.2 combined. That Santa Fe, incidentally, rides on the same all-new platform architecture as the next Sorento.

With respect to the base 2.4 that’s available in the here and now, Kia claims 10.7 L/100km in the city, 8.2 on the highway and 9.5 combined with FWD, representing a big improvement in city driving over last year’s Sorento with the same powertrain, which could only manage 11.2 L/100km city, 8.3 highway and 9.9 combined despite zero changes (gear ratio mods?), while the 2019 Sorento 2.4 AWD achieves a rating of 11.2 L/100km city, 9.0 highway and 10.2 combined, compared to 11.5, 9.3 and 10.5 last year.

If you found yourself scratching your head over some of those fuel economy figures, a quick glance at the refreshed 2019 Sorento might also leave you wondering exactly what was changed stylistically. For instance, the new grille looks exactly like the old grille, as does the hood that’s supposedly changed too, but the lower front fascia is entirely new, the latter very noticeable on SX and SXL trims that previously had four larger LED fog lamps at each corner instead of the new half-sized combinations, the sections below now filled with what appear to be slatted brake vents, plus they’re now framed within taller, V-shaped chrome bezels.

The chromed door handles, chromed side window surrounds, and silver roof rails were part of my aforementioned 2016 SX tester as well, but the chromed side mouldings, 19-inch chrome alloys, and completely redesigned back bumper, which is now packed full of bright metal detailing, are all new. The updates make the Sorento classier than the pre-updated SUV’s sportier design, chrome embellishment normally having such an effect.

The 2019 refresh also provides renewed headlights and tail lamps infused with LEDs at both ends in SX and SXL trims, plus LED daytime running lights within the headlights, as well as LED fog lamps. Lower trims feature revised projector beam headlamps with LED positioning lamps, plus projector beam fog lights (on LX V6 to EX Premium trims), and conventional taillights with stylish new lenses. New colours join the usual assortment of updated alloy rims in 17-, 18- and 19-inch diameters wearing 235/65R17, 235/60R18 and 235/55R19 all-season rubber, depending on trim.

Moving inside, the 2019 Sorento gets an updated steering wheel, a new instrument cluster with bright electroluminescent analogue gauges to each side of a large digital speedometer that doubles as a comprehensive multi-information display, and a renewed centre with an updated infotainment touchscreen with Android Auto, Apple CarPlay and more. My favourite new convenience is the available wireless charging pad, although the new optional lane keeping assist and driver attention warning systems could prove even more important.

Those two safety upgrades are part of top-tier SXL trim, this model also providing forward collision-avoidance assist, a feature that’s now beginning to be included as standard equipment in competitive base models, but it’s not unusual to force an upward move to a mid-range trim for blindspot detection with rear cross-traffic alert, these two upgrades standard with the Sorento EX. The rest of the Sorento’s safety equipment is the segment’s normal standard fare, and therefore is included in all trims.

The previously noted base Sorento LX FWD starts at only $28,295 plus freight and fees, and is therefore an impressive value when put up against every other mid-size SUV, particularly when factoring in that it comes standard with 17-inch alloys, auto on/off headlights, chromed door handles, a heated and leather-clad multifunction steering wheel, Drive Mode Select with Comfort, Eco, Sport and Smart settings, three-way heatable front seats, a 7.0-inch centre display with the Apple and Android smartphone integration mentioned earlier, plus a backup camera, six-speaker audio, and plenty more.

Including all-wheel drive with the base LX model increases its window sticker by $2,300, the $30,595 trim also providing roof rails, proximity entry with pushbutton start/stop and the aforementioned wireless phone charger, while the same trim with the V6 and AWD increases the Sorento’s price by $4,500 to $35,095, while upping content to include fog lights, a sound-reducing windscreen, turn signals within the exterior mirror housings, an auto-dimming centre mirror, two-zone auto HVAC with auto-defog and separate third-row fan speed/air-conditioning adjustment, UVO Intelligence connected car services, satellite radio, an eight-way powered driver’s seat with two-way powered lumbar support, a third row for a total of seven passengers, trailer pre-wiring, and more.

At $2,300 less than the LX V6 AWD, and $2,200 more than the LX AWD, the four-cylinder-powered $32,795 EX 2.4 gets the just mentioned fog lamps, powered driver’s seat, and three-row layout of the V6-powered model, while also adding a gloss-black grille insert and leather seat surfaces, while the $38,665 EX with the V6 and AWD builds on both the LX V6 AWD and EX 2.4 models with 18-inch machined-finish alloys, a nicer Supervision LCD/TFT gauge cluster, express up and down power windows with obstacle detection all around, and a household-style 110-volt device charger, while the EX Premium starts $2,500 higher at $41,165 and adds front and rear parking sonar, power-folding outside mirrors, LED interior lights, an eight-way powered front passenger seat, a panoramic glass sunroof, rear door sunshades, and a power tailgate with smart gesture access.

Sorento buyers wanting a near-premium experience can choose SX trim that, for $45,165, $4,000 more than the EX Premium, includes most everything already mentioned as well as 19-inch alloy wheels, a chromed grille, stainless steel skid plates front and rear, a stainless exhaust tip, chrome roof rails, dynamic directionally-adaptive full LED headlamps, upgraded LED fog lights, bar type LED tail lamps, sound-reducing front side glass, illuminated stainless steel door scuff plates up front, perforated premium leather upholstery, plus a bigger 8.0-inch high-resolution infotainment touchscreen boasting rich colours and deep contrasts as well as quick reaction to tap, pinch and swipe finger inputs.

Additionally, the navigation system provides nice detailed mapping and accurate route guidance, while SX trim also includes an excellent 10-speaker Harman/Kardon premium audio system, ventilated front seats that keep backsides cool during summer heat, heated rear outboard seats that do the opposite in winter’s cold, plus more.

Finally, my as-tested Sorento SXL adds an additional $4,000 to the tally resulting in a maximum retail price of $49,165, which is considerably less than most fully equipped competitors, some that don’t offer the same level of luxury-grade features than LX trim, but this SXL is better yet thanks to even plusher Nappa leather upholstery, an electromechanical parking brake, a surround parking camera with a divided screen that includes a regular rearview camera with dynamic guidelines to the left and a 360-degree bird’s-eye view to the right, as well as high beam assist headlamps, adaptive cruise control, plus more.

All pricing was sourced right here on CarCostCanada, including trims, packages and standalone options for 2019 and 2020 model (not to mention 2018s, just in case you’re curious), while money-saving rebate info and dealer invoice pricing can add thousands to your potential savings. Actually, at the time of writing there were up to $6,000 in additional incentives available, so it’s well worth checking out.

Of course, you’ll need to check in at your local Kia dealership to drive a new Sorento, and if you choose to I’m quite certain you’ll be impressed. The V6 is very smooth, as is the new eight-speed automatic that swaps gears almost seamlessly and quickly no matter the drive mode selected. I mostly kept it in its default Comfort mode, but Eco was smooth too, and good for saving fuel, whereas Sport mode let the engine rev higher and gearbox shift quicker than it otherwise would, making the most of the powerful V6. Smart mode pays attention to your driving style, the terrain and other factors before automatically choosing the best mode for a given situation, optimizing performance, comfort or economy.

Also good, the Sorento’s fully independent suspension is blissfully smooth too, although when pushed hard through fast-paced curves it manages well for such a big crossover utility. All in all the Sorento should be considered a sportier option than most of its seven-seat SUV rivals, but it’s superb seats, luxuriously soft surface treatments, and generous supply of premium-level features make it amongst the most comfortable in its segment.

Speaking of comfort, EX trims and above include four-way powered lumbar support that ideally applied pressure to the small of my back, while the LX V6 and EX 2.4 models’ two-way lumbar can’t be adjusted as personally. Of note, four-way lumbar isn’t always provided in the lower or upper classes, with Lexus forcing its RX 350 customers to pay $63,950 for a Luxury package or $69,850 for the Executive model before receiving optimal lower back support, with none of the model’s F Sport buyers getting such comfort at all, whereas Infiniti’s QX60 clients are completely out of luck no matter how much they’re willing to pay. An additional Sorento bonus is a driver’s seat squab that extends forward to add support under the knees, while the Nappa leather is amongst the best you’ll likely find in the entire volume-branded mid-size SUV class.

The second-row of seats is plenty spacious and almost as comfortable and supportive as the two seats up front, but the Sorento’s third row is probably best left for smaller- to medium-sized children, the Telluride now a better choice when the need to carry a full load of large teens or adults.

A few particularly upscale trim details include curving black lacquered appliqués on the backside of each front seat, something that I’ve rarely seen in anything less than a Bentley or Rolls-Royce. It’s an olde British take on luxury that isn’t often used these days, although a quick glance back at a previously covered 2019 Genesis G90 (which shares underpinnings with the dearly departed—from Canada—Kia K900) helps us put a finger on where Kia came up with the concept (scroll back through the photos for the same idea in hardwood). Sorento SXL trim also includes black lacquer on the steering wheel spokes, instrument panel and lower centre console surface, plus highlighting each door panel, although as attractive as it looks when brand new, I’m concerned it’ll scratch as it ages.

Those loading longer items such as skis into the cargo hold will appreciate that Kia has split the second row in the unusually ideal 40/20/40 configuration, allowing both rear passengers to enjoy the more comfortable and visually optimal window seats, not to mention the aforementioned heatable rear seats if equipped. This is a dealmaker for me, and usually only found in pricier European SUVs. I also liked the convenience of cargo wall-mounted levers that dropped each side of the second-row down automatically, right to the point of locking safely into place, this resulting in a large, flat loading floor that measures 2,082 litres (73.5 cu ft) in the bottom two trims or 2,066 litres (73.0 cu ft) in LX V6 trim and above behind the first row, 1,099 litres (38.8 cu ft) and 1,077 litres (38.0 cu ft) respectively behind the second row, and 320 litres (11.3 cu ft) behind the third row. There’s some extra storage space below the cargo floor, which even lets you stow the retractable cargo cover securely away when not being used.

It’s such details that make the Sorento so good, Kia’s rare attitude of going above and beyond that’s so wonderfully unique in the mainstream marketplace. They don’t have the luxury of resting on their laurels, so they work harder at impressing you than most Japanese peers, and definitely more so than the Americans. I always thought their global motto, “The Power to Surprise” was kind of hokey, but it really does make sense to those experienced with to their products. The Sorento, now Canada’s best-selling (mostly) seven-passenger SUV, is really that good. As for the Telluride, it’ll blow you away.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Avalon XSE Road Test

If you’ve ever wondered how large the front grille of a car could get, you’re looking at it. It certainly doesn’t appear as if the new 2019 Avalon’s grille could get any larger, as it nearly covers the entire front fascia, but no doubt some will like this a lot more than the already gaping maw offered with the outgoing model.

The grille looks bigger in my tester’s entry-level XSE trim due to a glossy black surround in place of top-tier Limited trim’s chrome, while gloss-black mesh grille inserts appear darker and therefore more aggressive than the pricier trim’s matte-black horizontal strips. Following the XSE’s sporty theme rearward, Toyota adds glossy black door mirror caps plus a black lip spoiler on the trailing edge of the trunk, which is discreet in size albeit quite obvious when the car is painted in a lighter coating than my tester’s elegant Brownstone metallic.

Even my XSE tester’s base LED headlights look meaner than the Limited model’s enhanced triple-beam LEDs, while its previously classy tail lamps have been swapped out for a body-wide combination of angular lenses filled with LEDs, which rest overtop a sporty matte-black diffuser-style lower apron highlighted by four circular chromed exhaust pipes with the XSE, or two larger rectangular tailpipes for Limited trim. Additionally, the XSE rolls on machine-finish 10-spoke 19-inch alloy wheels with black-painted pockets for a more assertive look than the more premium looking Limited model’s silver multi-spoke 18-inch alloys.

One thing we can surmise from the Avalon’s 2019 redesign is their unwillingness to quietly watch their flagship luxury sedan get eaten alive by SUV sales, even if those utilities were RAV4s and Highlanders. A brand’s flagship needs to garner a certain amount of respect, and after decades of somewhat forgettable designs the Av’s dramatic new styling should allow it to do just that.

In my opinion, the 2005–2012 fourth-generation Avalon was the most attractive ever. It was an elegant sedan that delivered surprisingly good performance than previous iterations as well. It wouldn’t be right to call it a sport sedan, but the big Av has continued to get better as the generations and refreshes passed, and now this fifth-generation, especially in base XSE form, is the most capable off the line and around curves yet.

Before filling you in on its driving dynamics, some background info: My tester’s base XSE trim line is not the least expensive version in North America. OK, let me be more specific. If you take the U.S. base price of $35,800 USD and then convert it into Canadian dollars you’ll in fact need to pay $47,128 CAD, or $4,338 more than our base price that’s actually a much better equipped model. South of the 49th the Avalon is available in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims, which is three times as many trims as offered here in Canada. Of course, the hybrids aren’t available here, Toyota choosing to leave electrification to Lexus and its ES 300h (basically the same car as the Avalon Hybrid under the skin).

Interestingly, the pricier ES 350 and ES 300h combine for about five times as many buyers than the Avalon, but possibly even more interesting is the fact that both Lexus models are 35 times more popular in the US than in Canada, while Americans purchase the Avalon 100 times more often than Canadians, at least based on sales figures since the beginning of this year. So far, year-to-date Avalon deliveries are a paltry 212 in Canada compared to 22,453 in the US, whereas Lexus Canada’s ES sales reached 1,081 units compared to 37,896 across the line. When factoring in that the US is less than 10 times the population of Canada, it’s easy to see how much more popular these two cars are Stateside.

So either you’re American, enjoying a Canadian journalist’s point of view about your favourite car, or you’re a very, very, very rare Canadian considering a very good car that doesn’t get enough attention (you could also be an anything-car-related-junkie getting your fix on the new Av, but that’s just weird). Either way, the Avalon has exclusivity in its corner, which has an appeal of its own. Unless you’re the kind of person who likes to nod at all the folks driving Camrys as if you’ve got something special in common, you might just appreciate having Camry drivers (and everyone else) looking over at this very interesting luxury car they may have never seen. You’re unlikely to see one pulling up to the stop sign across the street, or find one parked beside you after the game, and that’s a shame as Camry XSE and XLE owners (the most obvious candidates) won’t know what they’re missing (not to mention that they can get into an Avalon for little more than they paid for their Camry).

This new generation is more likely to get noticed than any previous iteration, but everything said the current trajectory for large sedan sales is down. Even the dominant Dodge Charger and Chrysler 300 twosome that achieved 4,704 combined sales over the same three quarters endured a fairly steep 14.15 and 39.31 percent slide respectively, while General Motors’ Chevy Impala and Buick LaCrosse, which pulled in 2,075 collective sales over the same time period saw their numbers fall 16.96 and 15.13 percent apiece, which without doubt made those within GM’s inner circle feel better about their cancellation. Nissan’s 710 year-over-year Maxima sales were off by 7.07 percent, which isn’t all that bad compared to every other car in this category; Toyota’s previously noted 212 Avalon deliveries resulting in a 17.19-percent downturn. And then there’s Kia that only managed to find 19 new Cadenza owners since January 1st, resulting in the category’s harshest 54.76-percent deep-dive to near oblivion. One has to wonder why Kia hasn’t discontinued the Cadenza for the Canadian market (it recently did so with the K900), and wonder more why they’re audaciously introducing an entirely new 2020 model as I write. Brave or foolish? You be the judge.

All of the cars in this class are worthy of attention, with most having served as their various brands’ flagships. This means they’re usually well stocked with all of the features offered in lesser models, and for the most part this is true for the $42,790 base Avalon XSE. Its standard features menu includes plenty, such as the previous mentioned LED headlamps and LED taillights, as well as 235/40R19 all-season tires, proximity keyless access, pushbutton start/stop, a power tilt and telescopic steering column, a leather-clad multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch centre touchscreen with Toyota’s own Entune along with Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, decent sounding eight-speaker audio with satellite radio, Bluetooth audio streaming, a handy wireless smartphone charger, four USB charge ports, a power glass sunroof, an eight-way power-adjustable driver’s seat, a six-way power front passenger seat, breathable Softex leatherette upholstery, heated front seats, an auto-dimming centre mirror, a remote garage door opener, two-zone automatic climate control, plus more.

Entune Safety Connect is standard as well, including automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, while standard advanced driver assistance and safety systems include auto high beams, adaptive cruise control, automatic emergency braking with pedestrian detection, lane departure alert with steering assist, blindspot monitoring and rear cross-traffic warning, plus all the expected active and passive safety features including two airbags for the front occupants’ knees, etcetera.

The Avalon’s multi-information display mentioned a moment ago sits within an otherwise analogue gauge cluster, hardly anything unusual about that, but rather than just a glorified trip computer it also provides in-depth infotainment functions such as route guidance instructions exactly where needed. Atop the centre stack, the large touchscreen also shows navigation mapping in a high-resolution display, the only truly colourful application, and while Toyota’s new Entune interface is a bit drab its proprietary smartphone integration is excellent, even better than Android Auto in my opinion. You can connect to numerous functions, plus music and additional info such as traffic conditions, fuel stations, weather forecasts, stocks, etcetera via plenty of apps including Scout GPS, Yelp, Slacker, NPR One and more.

Those still needing more will want to go for the $47,790 Limited model, which includes smaller more comfort-oriented 235/45R18 all-season tires, the previously mentioned triple-beam LED headlights, more sophisticated LED tail lamps, ambient interior lighting, a 10-inch colour head-up display unit with customizable settings, a heated steering wheel, four-way power lumbar support for the driver’s seat, driver-side memory, semi-aniline leather upholstery, cooled front seats, heatable rear seats, a surround-view bird’s-eye parking camera system, navigation/route guidance, 1,200-watt 14-speaker JBL Clari-Fi surround-sound audio, Toyota Premium Audio Connected Services, a three-year subscription to Scout GPS Link, front parking sensors, autonomous rear cross-traffic braking, plus more.

The list of premium-level features above is impressive, but truly some should be standard in the base XSE I was driving. After all, the base model is getting close to $43k, so charging Canadians $5k more for a heatable steering wheel doesn’t seem right. Of course, you’ll receive a bevy of additional features with that warming wheel, but it’s hard to designate any car a “luxury” offering without this feature when so many lesser models (including Toyota’s new Corolla) offer one optionally, while some brands are even doing so as standard equipment (Kia’s $16k Forte).

As for interior refinement, the Av provides plenty soft, pliable surfaces above the waist, including the entire dash top plus both front and rear door uppers, and the middle portion of instrument panel that features an even softer padded and stitched surface treatment, while just below is a lovely textured metallic inlay and wonderfully stylish three-dimensional metallic and black horizontal section that extends into the corner vents. The lower portion of the dash, glove box lid included, gets the segment’s usual hard plastic treatment, this spreading over to the lower door panels as well, although each door’s middle section, just under the aforementioned soft composite upper, gets a soft-touch synthetic treatment of its own, plus ultrasuede and stitched leatherette.

Outdoing the previous model’s centre stack was a tall order, and I can’t say they made the new version more appealing than the old car’s metal-finished surfacing and hollowed-out hockey stick-shaped switchgear that was totally unique and quite fabulous, but the new model’s gloss-black, glass-like design is certainly more modern and up-to-date, the upper portion standing upright like a fixed tablet while melding seamlessly into the centre infotainment touchscreen, and appearing to be held up by side buttresses that allow access to a big wireless device charging pad resting under a retractable bin lid, whereas the lower section provides digital HVAC controls including a neat row of narrow aluminized buttons, plus more. This satin-silver highlighting actually frames most of the centre stack, as well as the shift lever and cupholder surrounds plus elsewhere in the cabin, while comforting stitched and padded leatherette wraps the edge of the lower console. While shared such niceties, that should also include fabric-wrapped A-pillars, with a few premium-grade shortcomings, most should be impressed with the Avalon’s refinement.

Just in case you were wondering whether or not to move up to an Avalon from the barely smaller Camry, which incidentally shares Toyota’s TNGA-K (GA-K) platform architecture with the Avalon, as well as Lexus’ previously noted ES, the namesake brand’s flagship sedan is 100 mm (4.0 in) longer from front to back, with a 50-mm (2.0-in) longer wheelbase, plus it’s 10 mm (0.4 in) wider and only slightly lower by 10 mm (0.4 in) as well. The new Av takes up more real estate than its outgoing generation too, with its length increased by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase longer by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width having grown by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and its overall height down by 20 mm (0.8 in) to 1,440 mm (56.5 in), the end product therefore looking longer, wider and lower for a more athletic stance.

Along with its dramatic new look, the updated Avalon provides more output under its hood, its sole engine being an upgraded 3.5-litre V6 that now puts out 10 additional horsepower and an increase of 17 lb-ft of torque resulting in a new maximum of 278 horsepower and 265 lb-ft of torque, while the XSE model I tested also includes an “Engine Sound Generator” that enhances the engine’s aural sensation by pumping a more entertaining (albeit artificial) exhaust note through the audio system when Sport mode gets selected. Incidentally, BMW does the same with its highly revered M models and Ford does likewise its Mustang and Ecoboost-powered F-150 pickup trucks (as no doubt do a number of others), with the end result being a more entertaining performance experience.

Better yet, Toyota has conjoined this modified V6 to a completely new eight-speed automatic gearbox (not a continually variable transmission, or CVT, like the Av’s supposed sportier Nissan Maxima), which means that its aging six-speed automatic is now history. Added to this are shift paddles on the steering wheel to make the extra gears and additional power a more hands-on affair.

Quietly hidden below the Av’s new avant-garde sheet metal is an elongated version of the more rigid, nimbler chassis that also enhanced the latest Camry, and as noted makes the new Lexus ES a lot more enjoyable to drive than any previous generation, while on top of this this XSE model’s front MacPherson struts and rear multi-link design gets some extra sport tuning and bigger 19-inch alloys to improve its handling further. All of the above makes it much more fun through fast-paced corners than its already capable predecessor, and while hardly a sport sedan, it would be a worthy opponent against any of its full-size, front-drive semi-luxury competitors.

In spite of all the just-noted go-fast goodies, the Av’s ride quality once again places comfort above performance, its smooth, compliant ride ideally suited to its primary luxury sedan role, and even that new multi-speed automatic engineered to shift slower than a performance fan would want in order to maintain a sense of decorum to the benefit of each and every occupant.

By all occupants I’m also referring to the driver, who is especially cared for by a particularly good seating position. This hasn’t always been the case for Toyota, which didn’t provide enough reach from their steering wheel columns more often than not, but the automaker is improving across its wide model range in this regard. Therefore, I was able push the Avalon’s primary seat amply rearward for ideal legroom thanks to a steering column that extends far enough in the same direction to bend the elbows while hands rested at the optimal 9 and 3 o’clock positions.

All said I was disappointed with driver seat’s two-way powered lumbar support, especially when factoring in that most competitive brands provide much better four-way power lumbar support in this price range, which does a much better job meeting up to the small of my back. This forced me to not use the powered lumbar at all, but fortunately the seats offered good support without any lower back adjustment, while the back seats are equally comfortable and surrounding area ultra-accommodating. Along the same theme, the Av’s trunk is sizeable at 456 litres (16.1 cu ft) and provides 60/40 split-folding extendibility for stowing long cargo, but a pass-through down the middle would’ve improved the car’s usability even more.

All in all, most premium sedan shoppers choosing to spend a bit of time with the new Avalon should like it. It’s a well built car, as all of us should expect from Toyota, offers expected be dependability, comes stuffed full of most features anyone could expect in a $40k-plus four-door, and delivers good comfort with unexpectedly strong performance.

Additionally, now that this 2019 model year is ending and the unchanged 2020 Avalon is about to arrive, Toyota should be quite motivated to rid themselves of all remaining stock, which is likely why you can to now save up to $2,500 in additional incentives (at the time of writing). You can learn about all the details right here at CarCostCanada, and while you’re at it learn about 2019 and 2020 model year pricing info, including trims, packages and individual options, plus make sure to check out the latest rebates and dealer invoice pricing that puts you in the driver’s seat when negotiating your new car.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Honda Fit LX CVT Road Test

The subcompact Fit is Honda’s most affordable new car, but despite its inexpensive price tag it may possibly be your best option even if you were willing to spend more.

Ok, I’d understand if someone would rather own an HR-V, being that crossovers are all the rage these days, and the little Honda SUV boasts an identically innovative second row. This rear Magic Seat provides even more cargo space in the HR-V, but the Fit can be had for only $15,590 compared to the base HR-V’s $23,300 window sticker, so it’s a smarter choice for entry-level active-lifestyle buyers trying to pinch their nickels and dimes.

The 2019 Fit used for this review was in LX trim, upgraded yet further with its optional continuously variable transmission (CVT), causing its retail window sticker to move up from $18,990 for the six-speed manual to $20,290. Upgrades to the LX CVT include all the LX manual’s features, such as a body-coloured rear rooftop spoiler, an auto-up/down driver-side window, illuminated steering wheel audio and cruise controls, a larger infotainment touchscreen with Android Auto and Apple CarPlay smartphone integration, a multi-angle rearview camera with dynamic guidelines (the base camera doesn’t include the moving guidelines), Siri Eyes Free, text message reading/responding, Wi-Fi tethering, an extra USB device connector (resulting in two), filtered air conditioning, heated front seats, a centre console with an armrest and storage bin, the HondaLink Assist automatic emergency response system, a cargo cover plus more, while it also includes standard Honda Sensing technologies, such as forward collision warning with automatic emergency braking, lane departure warning, lane keep assist, road departure mitigation, an ECON mode button, etcetera.

I should point out the LX includes the majority of base DX features as well, an abbreviated list including auto-off multi-reflector halogen headlights, LED brake lamps, heatable powered door mirrors with body-colour caps, body-coloured door handles, remote access, power locks and windows, intermittent front windshield wipers, a rear window wiper, tilt and telescopic steering, a four-speaker 160-watt AM/FM/MP3/WMA audio system, Bluetooth phone connectivity with audio streaming, and more.

The Fit hasn’t always met everyone’s design criteria, but tell me what subcompact hatchback pushes all the buttons? Possibly the Kia Rio? Nevertheless, this third-generation Fit is certainly more appealing visually than the yawn-inducing original and slightly better looking second version, or at least that’s how I see it, while this most recent version, refreshed just last year, includes more of Honda’s new sharp-edged design language for an even better look.

The 2018 mid-cycle makeover also came with even sharper looking new Sport trim that I reviewed last year, this model’s $19,990 price point placed directly in the middle of four additional trim lines including the base DX, my tester’s LX designation, a $22,290 EX model, and finally the top-tier EX-L NAVI, which starts at $24,390. As much as I prefer the Sport to the others visually, thanks to gloss-black alloys and yet more inky black trim with red highlights around its body, plus its sporty red on black interior motif, the LX might be the smarter choice for those on a budget.

The features list above proves my point, as few necessary items have been left off the menu (although I would’ve like to have also had proximity access and pushbutton start/stop). Even more important in this class are low running costs, general comfort and overall practicality, and time spent with any Fit trim line will quickly have you appreciating that it performs well in each and every category.

Once inside any Fit, old or new, or better yet having lived with one for enough time to experience how brilliantly practical it is, you’ll appreciate that styling matters a lot less than choosing the right car to accomplish the things you want to do. It’s the pragmatic minivan argument shrunken down to genuinely small proportions, yet play around awhile with its Magic Seat configurations and you’ll quickly understand that size really doesn’t matter when innovative engineering is factored in.

Those unfamiliar with the Fit’s second-row Magic Seats should pay close attention, as nothing in this class even comes close. The rear cushions rest atop hooped metal legs that can be folded upward and locked into place against the backrests, similar to those in some pickup trucks. This results in 139 litres (4.9 cubic feet) of cargo space for taller items such as bicycles or potted plants, while the 470-litre (16.6 cubic-foot) rear luggage compartment is still available for additional gear. Lay the rear seats into the floor and you’ll have 1,492 litres (52.7 cubic feet) of luggage space available, which is plenty for this class. In fact, the Fit’s total cargo capacity is 184 litres (6.5 cubic feet) more accommodating than Honda’s larger compact Civic Hatchback. Not bad for a subcompact.

It’s all about overall height and a low loading floor, which makes it ideal for driver and passengers too. The Fit’s two front seats are a bit firmer than the class average, but still very comfortable and supportive, while the tilt and telescopic steering column’s rake and reach worked very well for my long-legged and short-torso body type, and should do likewise for all sizes. Similarly the rear outboard seats provide good comfort too, plus roominess in back is excellent. Sitting directly behind the driver’s seat when set up for me, I had about five inches left over in front of my knees, ample room for my legs and feet, almost four inches over my head, and four-plus next to my hips and shoulders.

Back behind the wheel, the primary instrument cluster features a big circular speedometer at centre, its analogue outer ring filled in the middle with a useful multi-information display, while TFT displays bookended each side of the cluster with colourful graphics that made it appear more upscale than the Fit’s price point would suggest. High quality switches on the steering wheel spokes control the multi-info display and more.

Look over to the Fit’s centre stack and one of the better infotainment touchscreens will be staring back. It’s complete with intelligently organized digital tile buttons that open up well designed function panels, with the audio system interface complemented by a classic rotating power/volume knob that certainly appreciated when driving. Underneath the touchscreen is a small cluster of manually operated heating and ventilation controls featuring big dials with nice grippy knurled metal-look edges, the asymmetrical design quite attractive.

While nice on the eyes, I’m not going to try and pretend the Fit is attempting to portray anything but an entry-level car. As you might expect, the dash top is comprised of hard composite as are many other cabin surfaces, but Honda surprisingly went further than most subcompact competitors when finishing off the lower instrument panel ahead of the front passenger, which gets a lovely sculpted soft-touch bolster. Also unexpected, the opposite side of the dash includes a pop-out cupholder level to the steering wheel, perfectly placed for easy access while driving. It sits just behind the corner air vent too, which means it warms up whatever is inside when the heat is on, or cools it off when the A/C is blasting, ideal unless you want something kept at room temperature.

Another oddity in this class, previously noted Sport trim and the two models above actually include a paddle shifters on the steering wheel, which says a fair bit about the Fit’s fun-to-drive character. Behind its edgy new grille is a perky 1.5-litre four-cylinder that delivers a robust 130 horsepower and 114 lb-ft of torque when mated up to the manual transmission, or 128 horsepower and 113 lb-ft of torque when upgraded with the CVT. These numbers make it one of the most potent base subcompact models available, with just one rival making more in its entry-level trim. It results in more zip off the line than you might have guessed, particularly when at the wheel of the manual, although the CVT provides decent get-up-and-go too, along with good passing performance on the highway and even enough to power away from corners when slaloming through tight serpentine stretches.

Yes, I know this is a subcompact commuter car and not remotely close to a hot hatch, but its front MacPherson strut and rear torsion beam suspension holds its lane with ease even when pushing hard, only getting a bit unruly when asking too much from its narrow, tall design and 15-inch steel wheels on 185/60 all-seasons. The ride is good mind you, the Fit having been designed more for bushwhacking through the urban jungle than fast-paced mountainside passes.

Now that we’re talking about putting on daily miles, the 2019 Fit is estimated to get 8.1 L/100km in the city, 6.6 on the highway and 7.4 combined with its manual, and an even thriftier 7.0 city, 5.9 highway and 6.5 combined with the CVT. A few competitors provide slightly better efficiency, but nothing that offers the Fit’s superior performance, particularly when comparing automatic transmission equipped cars.

In the end, Honda’s Fit is one of the subcompact segment’s best driving cars, while it’s also extremely efficient and hands-down the most practical people/cargo hauler in its class, let alone all car categories. Factoring in its all-round comfort, impressive list of convenience and safety features, plus Honda’s excellent reputation for dependability and strong residual values, and it’s hard to argue against it. In fact, I’ve probably recommended the Fit to more new car buyers than any other model, and will likely continue to do so when the next model arrives later this year.

That’s right, the 2020 Fit will be dramatically redesigned, which means Honda will be discounting this 2019 model. So make sure to check out all the latest rebate info for this 2019 model right there on CarCostCanada. Fortunately for you, we have all the available rebates, including dealer invoice pricing, so you can prepare yourself before negotiating with your local retailer. You can save up to $1,000 in additional incentives on this 2019 model, so be sure to click here to learn more about these savings, as well as all the other trims Honda has on offer, plus available packages and individual options.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Volkswagen Passat Wolfsburg Edition Road Test

Thank you Volkswagen. You’ve made my job so much easier today. While researching the 2019 Passat for this review, I learned that it’s only available in a single, solitary, one-size-fits-all trim line for this stopgap year, the Wolfsburg Edition getting very close to last year’s top-tier Passat Highline (which replaced the Execline from 2016). This allows me to spend more time on other details such as styling, cabin quality, comfort, driving dynamics, etcetera.

The Giorgetto Giugiaro-designed Passat (originally named Dasher in our market) has been with us since 1973, initially delivering an upscale Audi-inspired look in five-door hatchback and wagon body styles, the former replaced by a regular sport/luxury sedan dubbed for its second B2 generation. The B3 redesign that arrived in 1988 finally applied the Euro nameplate to North American models, and while I really liked this third-gen Passat, particularly in its most potent VR6 trim, as well as the B4 that followed, my heart went out to the 270 hp 4.0-litre W8-powered AWD B5 version most earnestly. Earlier B5s were also the first Passats I tested as an automotive journalist newbie in the early 2000s, back when this German brand impressed me like no other.

That was a time when Volkswagen was comparable to Audi for its performance and overall refinement, the amazing Bentley-based Phaeton luxury sedan arriving the following year with a choice of 335-horsepower V8 or 420-horsepower W12 behind its unassuming grille, not to mention $96,500 and $126,790 respective prices, while not long after that the brand’s 309-hp Touareg V10 TDI was on the scene, putting out a shocking 553 lb-ft of torque. Volkswagen appeared to be vying for luxury brand status during those years, a strategy that kind of made sense in Europe where parent automaker VW AG also owned lesser brands Skoda and Seat to pull in entry-level buyers, but not here where the iconic Beetle manufacturer was known more for economy cars.

By comparison, today’s VW-branded cars and crossover SUVs still deliver some premium features not often available with every competitor, like cloth-covered roof pillars (albeit only the A pillars these days), full high-definition TFT primary gauge clusters, and the convenience of a rear seat centre pass-through for stowing long cargo (or better yet, 40/20/40 split-folding rear seats), soft pliable composite surfaces aren’t as plentiful, switches, knobs and buttons can now be less dense and therefore cheaper feeling, and rear suspension systems aren’t necessarily independent anymore (unlike most rivals that are now IRS-equipped, the latest Jetta has reverted to using a rear torsion beam setup).

I think the Passat looks good though, particularly in my tester’s attractive Tourmaline Blue Metallic. It’s one of six exterior paints for 2019, which include white, black, grey and silver, plus a beautiful Fortana Red Metallic, all no-cost options, while sporty R-Line outer trim comes standard this year too. Additional standard features include automatic on/off LED headlights with LED daytime running lamps, LED tail lights, and fabulous looking silver-painted twinned five-spoke 19-inch Salvador alloy wheels encircling 235/40 all-seasons, and that’s just on the outside.

To my eyes the cabin looks even better due to VW’s communications team choosing gorgeous Cornsilk Beige for my test car’s interior (it can be had in black or grey as well, depending on the exterior colour chosen), the creamy colour offset by a contrasting black dash top, door uppers and carpets. VW has been producing this rich light beige and black interior motif for decades, including the horizontal ribbing on the leather seat upholstery. It looks sensational, complemented by sophisticated looking textured metal, brushed aluminum, chrome and piano black lacquer elsewhere.

Standard features include proximity keyless entry with pushbutton start/stop, a leather-wrapped multifunction steering wheel rim with shift paddles, a colour multi-information display/trip computer, a leather-wrapped shift knob and handbrake lever, brushed stainless steel foot pedals, rain-sensing windshield wipers, heatable washer nozzles, two-zone automatic climate control, an auto-dimming centre mirror, a power sunroof, three-way heated front sport seats, an eight-way powered driver seat with two-way power lumbar, driver’s side memory, heatable rear seats, front and back LED reading lamps, an Easy Open trunk, 60/40-split rear seatbacks with a centre armrest and centre pass-through, plus more for $32,995.

That seems like a reasonably good deal already, but it gets better due to a $2,000 no-haggle discount that comes as a parting gift of sorts. Find out about this discount and any other rebates right here at CarCostCanada, and while you’re learning more you can also access dealer invoice pricing, which will make it as easy as possible to meet your budget requirements.

I should also go into some detail about the Passat’s infotainment system, which measures 6.33 inches and even includes proximity sensing, which means a row of digitized buttons rise up from the bottom of the touchscreen when your fingers get near. While the display is relatively small compared to most competitors’ top-line systems, it process info quickly, includes tablet-style tap, swipe and pinch gesture functions, which are especially useful when using the route guidance-system’s map, and even includes MirrorLink smartphone integration, along with the usual Apple CarPlay and Android Auto. Bluetooth is also standard, of course, with audio streaming for listening to music or podcasts from your personal device, while additional standard infotainment features include voice activation, an SD card slot, and one of the worst backup camera systems I’ve used in a long time. Why? Much of the display’s top section was cut off in a semicircular due to a wide-angle lens that was probably trying to provide more visibility, but it actually made things a lot worse, plus VW didn’t include active guidelines either.

The six-speaker Fender premium audio system is good enough for this class, however, with nice deep bass from its subwoofer, while satellite radio stations came in clearly, the inclusion of a CD player will be appreciated by many, and the single USB audio/charging port made me grateful VW wasn’t still trying to promote Apple, although I’m hoping the next-generation has a few more. Speaking of new, the I hopped into the latest 2020 GTI after giving the Passat keys back and am now hopeful that its considerably larger touchscreen, along with its superb resolution and excellent depth of contrast and colour make it into the 2020 Passat, or something similar.

Moving downward on the centre stack, past the HVAC interface that incidentally suffered from loose rotating dials, there’s a lidded compartment for stowing and charging a smartphone. It has a rubberized base, like usual, but oddly it wasn’t big enough for my average-sized phone, which kind of made me glad VW hadn’t installed a wireless charging pad. It did include the just noted USB-A port and as well as an auxiliary connection next to an old-school 12-volt plug, so you should be able to charge multiple devices at any given time (with the help of an aftermarket USB adapter).

Close by, to each side of the shift lever, is a row of “buttons”, or at least they all look like buttons. One deactivated the front and rear parking sonar, while another turned on the semi-autonomous self-parking system, but the other four were merely dummy buttons that made the car look as if it was missing some key features. I noticed it was devoid of a heatable steering wheel, something I appreciate on cold winter mornings, a problem made worse when the flat-bottom leather-wrapped sport steering wheel in question is so incredibly good. The front seats weren’t ventilated either, a function I’m getting more and more used to finding in top-line competitors’ trims.

The Passat’s standard menu of safety enhancements impresses, however, with items like automatic emergency braking, blind spot monitoring with rear cross-traffic warning, lane keeping assist, adaptive cruise control, driver assistance, park distance control and park assist adding enough high technology to the driving experience as to almost forget about those missing buttons. Better yet, the way these systems chose not to intervene until absolutely necessary had me liking the Passat even more. No one likes over-sensitive technology, especially with respect to safety equipment capable of taking over the wheel, and fortunately the Passat’s were hardly noticeable throughout my test week. It was only when I tried to exit the highway without using my turn signal that the side-assist system fixated on the white line, pulling me back into my lane. I quickly turned my blinker on and was able to move over, and no doubt could have forced it over if I’d wanted to, but VW gets high marks for making advanced driver assistance systems that are only there when absolutely necessary.

Previously in this review I mentioned that Volkswagen’s cabin materials aren’t as high in quality now as they used to be, so I should probably go into some more detail about how this affects the Passat. For the most part it’s equal to most competitors, but this makes the car seem less than ok being that it was much better than average years ago. Right up until this US-made seventh-generation model arrived nine years ago, the Passat provided a much greater percentage of premium-level soft padded surfaces than any rival, but now it’s noticeably below average. It’s as if VW AG, the parent company, didn’t want its namesake brand stealing any sales from Audi, so therefore purposely made the Passat’s interior worse than it needed to be, just to be sure. To be clear, some parts are extremely good, like the soft composites used for the dash top and door uppers, but the lower dash panels and glove box lid, plus the centre stack sides and lower door panels are made from lower grade hard plastics, and upstaged by most competitors. This leaves some areas better than average and others not quite measuring up, and depending on whether you see your glass half full or half empty, you’ll either be thrilled with all that’s good or left feeling flat about the car’s weaknesses.

I felt much the same about the Passat’s sole 2.0-litre four-cylinder engine. Its 174 horsepower and 184 lb-ft of torque comes close to matching most rivals’ base powerplants, but it’s hardly a base model despite the aforementioned discount. Last year’s 3.6-litre V6 upgrade provided an option for those wanting more, but no such luck for this year’s performance fans. Fortunately its modest torque figure feels stronger than it looks, probably due to arriving at its maximum at only 1,500 rpm, so takeoff is fairly energetic off the line and there’s ample passing power for most manoeuvres, but a model that once offered 4Motion all-wheel drive now solely gets driven by those up front, and the transmission that sends the engines output to the front wheels only has six forward speeds, which might have been a big deal fifteen years ago, but doesn’t sound all that advanced when put up against today’s eight- and nine-speed automatics.

The 2020 Passat will remedy the latter problem with an eight-speed of its own, but no AWD or manual transmission for that matter, two features enthusiasts would love to see, but the current model’s paddle shifters got everything out of the engine it had to give, just like the future one will make the most of even more available torque, resulting in a really enjoyable car to drive.

I appreciated the extra control, because this mid-size family hauler can dance with more grace than most four-door sedans in this class, even at high speeds. Of course its suspension is fully independent, with struts up front and a multi-link setup in back, plus a stabilizer bar at each end, and it’s all very well sorted for a bit more grip at the limit and better balance than the segment average. It will understeer when pushed too far, which is a good thing in this category, and its ride should keep all aboard happy, despite being slightly firmer than average.

Fuel-efficiency is quite good at 9.3 L/100km city, 6.5 highway and 8.1 combined, no doubt why Volkswagen chose the four-cylinder for this model’s sole power unit in place of the V6. Such practicality in mind, you won’t need to worry about anything that might go wrong with the Passat for a year longer than most rivals thanks to an almost comprehensive four-year or 80,000 km warranty, although it’s powertrain warranty is shorter than average by a year or 20,000 km.

Now that we’re being pragmatic, the Passat’s front seats and surrounding area is amply roomy for big folks, while the driver’s seat is comfortable, but like the suspension it’s a bit firmer than most in this class. It features two-way powered lumbar support that just so happened to ideally match up to the small of my back, while its lower cushion stretched forward enough to support nicely below the knees.

The rear seating compartment is roomier still, and plenty comfortable, while a 450-litre (15.9 cubic-foot) trunk should be more than adequate for most owners’ needs, especially when considering its 60/40 split-folding rear seatbacks have the advantage of a centre pass-through for loading in longer items like skis.

These are some of the 2019 Passat’s worthy attributes that I hope are carried forward into the new model, but in the same breath I’m also wishing Volkswagen steps up with more competitive interior quality so that it at least matches the refinement of this segment’s sales leaders. After all, it’s the slowest selling mid-size four-door sedan in Canada by a long shot, so arriving in today’s highly competitive marketplace with a lukewarm update wouldn’t be the best of ideas. Let’s hope they get it right. Until then, the 2019 Passat does some things very well and others not so much, but it’s currently priced right and the deal could be made even sweeter by finding out its dealer invoice price here on CarCostCanada before talking to your local Volkswagen retailer.

Story and photo credits: Trevor Hofmann