It’s easy to go down a rabbit hole when looking for a new vehicle. You start off your search with a specific make in mind and end up looking at something completely different by the end of it. For some, they have an exact vehicle in mind that they have already settled for and for others, they have a general idea but are still exploring the vast sea of vehicle options available out there. It’s important to find a car that best suits your needs and wants as typically, vehicles are something most people keep for a significant amount of time and utilize frequently.
Unsure about what vehicle best suits your needs? Here is a car comparison guide for you to help you find the ride that will go hand-in-hand with your lifestyle!
First of all, what are some popular features Canadians are looking for in a new vehicle?
It’s no shock that vehicles have evolved substantially in the years and with that being said, the options are superfluous. Most new vehicles come with a wide array of safety, functionality, and aesthetic features that can up your driving game. Common features a plethora of Canadians look for when in the market for a new vehicle are;
Added safety features – blind spot detection, lane departure warning, brake assist, etc
Functionality features – heated seats/steering, park assist, back-up camera, navigation, etc
Infotainment system
Aesthetic appeal
Seating – if you carry passengers frequently, options that provide comfort for both you and your passengers are a win
When deciding on a vehicle, there is a huge factor that many consider prior to anything else – body style. Before diving into the interior or added features, many first choose the type of vehicle they would like; sedan, SUV, coupe, hatchback, etc. Each vehicle body type has different benefits and suits various needs. With that being said, which vehicle type best suits your individual needs?
Step Into A Sedan
Sedans make up a substantial portion of the market, so much so, when people hear the word car, most think of a sedan. A majority of vehicle makers have sedan models available ,as their traditional look bodes well with consumers. Aside from aesthetic appeal, sedans boast a number of other features that may play to your interests. In regards to fuel economy, a number of sedan models contain some of the best on the market with an array of economical options that won’t cost an arm and a leg at the pump.
Most sedans follow similar dimensions; lower than SUVs meaning more headroom for taller drivers, and a decent amount of trunk space. Sedans are a great option for the everyday traveler or city-traveler. When compared to SUVs, they do not possess the same space, hence, why they are a highly considerable option for those who are not constantly moving significant cargo. If you are looking for a model you can drive day-in and day-out without breaking the bank, sedans are a great option to go with.
Scope Out An SUV
Alongside sedans, SUVs (sports utility vehicles) are one of the most popular makes among consumers. SUVs are very prevalent in Canada, as the increase in size and capabilities in bad weather make for a safer ride in the eyes of the driver. Although SUVs may cost more to fill up at the pump, the plethora of benefits may override that. SUVs have more cargo space which is great for families and/or those who carry a large amount of cargo (i.e., hockey bags, equipment) on a consistent basis. Most SUVs now come in AWD and 4×4 options, making them a great vehicle for all seasons and all types of weather. It doesn’t just stop at SUVs however, there are various styles that have the same features as regular SUVs in their own unique way including;
Crossovers: Unlike regular SUVs which are built on the same platform as a truck, a crossover is based on a car’s design which means body and frame are built as one combined piece.
Compact/Subcompact SUVs: these contain the same features of a regular SUV under a smaller roof. Their size typically falls between a hatchback and an SUV. If you are looking for an SUV, but don’t want something too big, consider a compact/subcompact SUV
Full-size SUV: opposite of compact/subcompact SUVs, full-size SUVs boast the most space in their class.
Coast In A Coupe or Convertible
Whilst some focus solely on the functionality of a vehicle, others simply want to ride in style. Coupes and convertibles are a great option for those who don’t need a lot of space but are looking for something more sporty.
Coupes are two-door vehicles with a sporty style. Whilst coupes are two-door vehicles, most do have seating in the back, however, they aren’t the most spacious. Compared to convertibles, coupes are lighter and are branded with hard-top as opposed to a soft-top. Coupes fall in between the lines of a sedan and a convertible; offering a fun, sporty feel whilst still encompassing traits of a sedan. Coupes are a viable option if you tend to drive alone or with one other person, are looking for a sporty-vehicle, and you don’t carry passengers or significant cargo frequently.
Convertibles are two-door vehicles that take the sporty vibe to the next level. The main difference between a coupe and a convertible is the roof. Coupes possess a hard top whereas convertibles possess a soft top that can be fully taken down. Albeit, convertibles aren’t exactly the poster car for wet or snowy months, they are great for those hot summer days where opening a window just doesn’t seem like enough. Convertibles are a great option if you are looking for a separate ride for the hot months and want to truly engulf yourself in the beauty of summer!
Hop Into A Hatchback
Think smaller vehicles means less cargo space? Think again! Don’t let the small exterior of a hatchback fool you, they are extremely spacious on the inside. Most hatchbacks have more cargo space when compared to sedans, which isn’t obvious at first glance. They also offer a slightly higher roofline than sedans, meaning more headroom for passengers. But what’s the benefit of the small exterior? If you live in a big city such as Toronto or Montreal, you know parking can be sparse and you are often left trying to park your vehicle in a spot that proves way too small. Hatchbacks are great for congested cities as their small exterior makes it easier to navigate through highly saturated streets and fit into even the tightest of parking spots.
Pick up a Pickup
Looking for something that is as durable as durable gets? Opt for a pick-up truck! These vehicles are made to handle the toughest of elements – whether you are driving along snow snow-blanketed streets or off-roading on dirt trails. Of course, cargo is a main plus for pickups as they possess a huge bed in the back solely dedicated to carrying cargo that wouldn’t fit in any other type of vehicle such as; heavy construction materials, furniture, and even ATVs! Pickup trucks are best suited for those who don’t carry passengers frequently but do carry heavy or large cargo on a consistent basis.
Live In Luxury
We can’t lie, riding around in a car dripping in luxury is a great feeling. Although luxury cars are not as popular as other makes, they are still adored by consumers. The major drawback of luxury vehicles is evident in the title alone; the more luxurious, the higher the cost. Albeit, the cost is backed up by the quality of these vehicles. Everything down to the stitching in the seats is carefully articulated when it comes to luxury vehicles. Similar to SUVs, there are various sub-bodies of luxury vehicles; entry-level, mid-size, and full-size luxury vehicles are all readily available on the market. If your main selling point is style, a luxury vehicle will NOT disappoint!
Evolving Into Electric
Although not so prevalent just a few years back, electric vehicles have been taking the car world by storm! Many car makers have adapted to electric, creating hybrid and fully electric models. Electric vehicles are available in many styles including sedan, SUV, luxury, and roadster (still in the works). These are copious benefits when it comes to owning an electric vehicle. The obvious being, you are doing good for the environment as electric vehicles rely on batteries, not fuel. The cost of charging is also significantly less than filling up at the pump, meaning going electric can not only be a saving factor in the environment but your wallet as well!
Once you are decided on a vehicle body-type that best suits your needs, you can then dig further into all the other features and functionalities you desire in your new vehicle. The body-type you choose makes a significant difference when it comes to your own individual driving experience.
Have your next new vehicle already mapped out? We can save you thousands on your purchase! Contact us today and save big!
The age-old question when it comes to purchasing a vehicle. While there is no right or wrong answer as it comes down to every individual’s unique situation and needs, a vehicle is one of the largest assets one purchases, ergo, vast research is required prior to setting your heart on a car. While used vehicles boast lower initial costs, new vehicles come with various benefits that can actually save you money in the long run. Whether you are in the market for your very first car or looking to ditch your current vehicle for something new, buying a new vehicle can benefit you in more ways than one. Although new vehicles are more expensive initially, they provide a great payoff for your driving needs and with our Dealer Invoice Report, you can save big on the cost of a brand new vehicle!
With that being said, what are the perks of buying a brand new vehicle?
No hidden issues, all new parts
When purchasing a new vehicle, you are the first owner meaning that no wear and tear has been done to the interior or exterior of the vehicle prior to you driving it. All the parts are brand new and thoroughly inspected by the manufacturer and the dealer, in sum, what you see is exactly what you get. Whilst most used vehicles pass safety standards and are in relatively good condition, there can be hidden issues that a previous driver didn’t disclose which could lead to issues soon down the road.
Being the first driver of a vehicle gives you peace of mind knowing that there are no hidden issues in regards to the performance and quality of the vehicle and all of its parts.
More bang for your buck?
When comparing new vehicles to used vehicles, it’s appropriate to assume that purchasing a used vehicle is the cheaper route, however, that is not the case in every situation. Piggybacking on the aforementioned point, new vehicles = new parts which means that the chances of issues arising are less than that of a vehicle with older, used parts. How does that translate to fewer costs? Simple – fewer trips to the mechanics.
Another way a new vehicle can actually incur fewer costs over time is in relevance to fuel economy. Over time, a vehicles fuel economy will decrease. You may notice that after a few years, your tank isn’t getting you quite as far as it used to. With that being said, a new vehicle will boast it’s optimal fuel economy, whereas a used vehicle may have dropped a few percentiles from its initial fuel abilities.
Still on the topic of costs, insurance is another key component to note and an extremely important one as everyone is required, by law, to possess auto insurance. Your insurance costs are contingent on a number of factors including; age, location, license class, current safety of vehicle model, and driver/accident history. A vehicle that has been involved in a motor vehicle accident previously may impact your premiums if you plan on purchasing it, regardless of the fact that the accident had no correlation to you. As the first owner of a new vehicle, you can rightly assume that there were no prior accidents that could cause your monthly rates to soar!
Out with the old, in with the new
There comes a time where we may have to make a decision to part ways with our beloved vehicle and while the thought of purchasing a new vehicle thereafter is exciting, there is one thing you have to deal with first – the old car. Whilst some keep their current vehicles, utilizing them as certain season vehicles or perhaps handing them down to a relative, others want to allocate funds from said vehicle towards the purchase of a new vehicle. It’s no secret that vehicles depreciate over time, even those that are well-maintained. With that being said, it’s important to keep in mind how long you plan on having your vehicle. If you purchase a 2019 vehicle and plan to sell it in 5 years, you will get a significantly higher offer or trade-in value than that of a car 5 years it’s senior. Whilst most people aren’t thinking about their next vehicle while in the process of purchasing a new vehicle, it’s important to keep in mind the value of the vehicle down the road, should you want to sell or trade-in.
Features, features, features
Infotainment system, back-up camera, heated seats, heated steering, navigation, park assist, lane departure warning – the list of features available in new vehicles goes on and on! Albeit, these features come down to personal preference; some prefer a simpler vehicle whilst others want all the features included. Most new vehicles come equipt with an array of features, even the base models. These features are included in the cost of the vehicle.
Whilst there are older vehicles that have some of the aforementioned features, such as heated seats, they typically do not possess the more technically advanced features. Should you purchase a used vehicle and decide down the road you do want these features, adding them on can be costly! If you want a vehicle loaded with features, a new car is the best route to take.
Choosing between a new or used vehicle comes down to the factors listed and personal preference/needs. Although new vehicles boast a plethora of benefits in a majority of situations, used cars can be a great option if;
You are a first-time driver, not 100% confident in your driving abilities
You are looking for a classic/specific model/make
You are looking to heavily modify the vehicle (a fixer-upper)
It’s important to do a good level of research prior to making a purchase to ensure you get the right vehicle for your individual needs.
Ready to get behind the wheel of a brand new vehicle? Contact us today and we will help you save thousands on your new ride!
Stylish enough for you? Volvo is now one of the more attractive brands, no matter the segment it competes in. (Photo: Karen Tuggay)
Let’s face it. If a given compact luxury car isn’t stamped with a three-pointed star, a set of four intertwined rings, or a blue and white roundel it’s going to have a difficult time getting noticed anywhere in Canada. Mercedes-Benz’ C-Class, Audi’s A4 and A5, plus BMW’s 3 and 4 Series pretty much own this highly contested market segment, which therefore leaves a slew of bit players squabbling over leftovers, but then again the models just noted are no longer the premium sector powerhouse combination they once were.
Now the majority in this class are beleaguered by their own compact luxury crossover SUV brilliance, or more specifically, despite year-over-year sales of the BMW X3, for instance, being up a sizeable 48.6-percent from calendar year 2017 to 2018, deliveries of the once bellwether 3 Series were down 19.5 percent last year, and the significantly lower volume 4 Series off by 5.4 percent during the same 12 months.
Not every D-segment car bled red ink, mind you, with the just noted C-Class up by 6.5 percent, the Infiniti Q50 gaining 6.8 percent of additional ground, and Audi’s A5 improving its sales by an astonishing 25 percent, albeit after a complete overhaul relieved pent-up demand. As you may imagine, some other some rivals experienced a great deal more contraction than the BMW 3 Series during 2018, including the Lexus RC that saw its sales plummet by a shocking 37.9 percent, plus the Jaguar XE which fell by 27.8 percent, the Cadillac ATS that was off some 25.4 percent, the Acura TLX that dropped 25.2 percent, the Infiniti Q60 which was under water by 24.2 percent, and the Audi A4 having slipped backward by a surprising 20.3-percent.
It’s sleek styling does more than just look good, it provides excellent aerodynamics too. (Photo: Karen Tuggay)
Such massive losses make the two Volvo 60 series models’ slight downturn of 5.1 percent appear much less significant, and to shed yet more light on why they dropped in year-over-year popularity, the V60 sport wagon experienced such amazing growth from 2016 through 2017 (the old S60 sedan was part of these numbers as well) at 99.7 percent, dipping slightly the following year was inevitable.
Still, measuring success in this segment has less to do with modest gains in sales percentages as it does with sales volume, and to that end both 60-series Volvos were only able to lure in 1,245 Canadian buyers collectively through all of 2018, which pales in comparison to the 11,556 C-Class sedans, coupes, convertibles and wagons sold into this country, or the 10,173 Audi A4 sedans and crossover wagons, that number also including A5 convertibles plus two- and four-door coupes, and lastly the 9,733 BMW 3 Series sedans and wagons, and 4 Series’ convertibles plus two- and four-door coupes.
All others were a far cry less popular, with Infiniti’s two models combining for 3,424 units, the duo of Lexus cars (excluding the ES) managing to attract just 3,163 takers, the Acura TLX earning only 2,397 deliveries, and the soon to be discontinued Cadillac ATS luring in 1,615 new buyers, while far below the Volvo 60 series cars was the new Genesis G70 that found 967 new owners, the Jaguar XE with 571 out the showroom door, and finally the Alfa Romeo Giulia with just 510 units down the road.
R-Design trim includes plenty of unique exterior styling upgrades, including this modified grille. (Photo: Karen Tuggay)
Such talk might possibly cause you to forget about any other D-segment brands than Mercedes, BMW and Audi, but I recommend taking a step back and considering some of the others on offer, because just being popular doesn’t necessarily translate into better. In fact, you may find the new 2019 Volvo S60 matches your personal taste and fulfills your lifestyle to a much greater degree.
There was once a time that Volvo was respected first and foremost for safety, followed by stalwart durability, and while such worthy traits are still high on the luxury brand’s list of attributes, the former most recently verified by IIHS Top Safety Pick and Top Safety Pick Plus ratings for two of its more recently redesigned models, as well as its host of standard advanced driver assistance features such as Driver Alert Control, automatic front collision warning, full low- and high-speed autonomous emergency braking, steering support, Run-Off Road Mitigation, lane keeping assist, and Oncoming Lane Mitigation, plus all the expected active and passive safety items, even including a driver’s knee airbag, front whiplash protection, and pyrotechnical seatbelt pretensioners in all seating positions, there’s a lot more to the brand’s desirability now than ever before.
Before getting into that, I wanted to point out what Oncoming Lane Mitigation is referring to. If the new S60 sedan’s sensors detect a head-on collision, the new oncoming braking system will automatically activate full braking force a mere two-tenths of a second before impact, resulting in vehicle speed reduction of 10 km/h before impact, says Volvo, which could potentially save lives, or at least minimize injuries.
Fashionable LED headlights, sharp lower fascia trim, and these optional 19-inch alloys helped my tester stand out. (Photo: Karen Tuggay)
On top of the S60’s list of non-safety and durability attributes is styling, but this said I’m not going to delve into design very much this time around, because the new model’s full LED “Thor’s Hammer” headlamps have been discussed ad nauseum in all of my recent Volvo road tests and news stories, as have the “hook” or C-shaped LED tail lamps now framing the backside of Volvo’s two new sedans. My personal preference with respect to overall styling leans more toward the sportier S60 when put up against the previously reviewed S90, but I think both Volvo four-door models look great, measuring up to, and in some ways surpassing their aforementioned rivals.
So how does the new S60 fit into its D-segment dimensionally? It’s been given a dose of steroids compared to the second-generation 2010–2018 model it replaces, now measuring 133 millimetres (5.2 inches) longer from front to back at 4,761 millimetres (187.4 inches), while its wheelbase has been lengthened by 96 mm (3.8 in) to 2,872 mm (113.1 in). This said the new car’s width is down some 15 mm (0.6 in) to just 1,850 mm (72.8 in), plus its roofline has been lowered by 53 mm (2.1 in).
Rear legroom is the direct benefactor of the longer wheelbase, resulting in a back seating area that’s much more spacious than it was before, with room to move around and wonderfully comfortable outboard seats boasting superb lumbar support. The comfort quotient is even more pronounced up front, where my R-Design trimmed tester was fitted with six-way power contoured sport seats featuring four-way power-adjustable lumbar that easily found my lower back’s sweet spot. What’s more, the driver’s seat includes a power-activated extendable squab that ideally cupped under my knees for even more support and comfort. Standard two-way memory made it easy to get back to a previously chosen seat setting, but one of my favourite R-Design seat features was the Fine Nappa leather covering all positions from front to back, highlighted by sporty contrast stitching that matched yet more off-white thread throughout the rest of the cabin.
No rival has LED taillights that look like these. (Photo: Karen Tuggay)
As sharp as the seats look I don’t think they’ll be first to grab your attention when sitting behind the wheel, because the S60 R-Design interior is so impressive you’ll be more likely to get distracted by its contemporary yet classically luxurious take on design, not to mention all the brilliantly detailed metal accents and plush surfaces.
Unique to the R-Design is a three-spoke leather-wrapped sport steering wheel, metal sport pedals, R-Design branded floor mats, and R-Design etched metal door sills, while additional interior highlights include a black headliner, a large 12.3-inch TFT gauge package, a sizeable vertically-positioned centre touchscreen featuring Apple CarPlay, Android Auto, navigation, and more, plus four-zone automatic climate control with nicely sorted rear controls, and the list goes on. I really like the R-Design’s unique Metal Mesh accents, and some of that switchgear mentioned earlier is downright jewel-like, particularly the sparkling ignition dial and rotating drive mode selector cylinder, the latter of which let’s you choose between Comfort, Eco and Dynamic settings. Truly, the eye-arresting opulence found in the new 2019 S60, which mirrors most new Volvo models, will be sure to wow anyone moving up from their old S60, let alone one of the cars it competes against.
As mentioned in my V6 sport wagon review, I was fortunate enough to have it in my possession for three weeks over the Christmas holidays. It was kitted out in top-tier Inscription guise, which while a bit pricier than this R-Design, whether we’re talking that V60 or this S60, doesn’t get many more features. Inscription trim is simply a more luxuriously styled version of any Volvo model, whereas the R-Design designation reveals sport themed styling and performance, which leaves the Momentum as the base entry-level model, albeit very nice just the same.
The S60 R-Design provides one of the nicest interiors in its class. (Photo: Karen Tuggay)
I expect Volvo will make its T8 AWD Polestar performance trim available for the S60 sometime soon as well, which in other models includes a plug-in hybrid powertrain that’s good for 400 horsepower and 400 lb-ft of torque thanks to its internal combustion engine being this S60 R-Design’s turbocharged and supercharged 2.0-litre four-cylinder.
Both R-Design and Inscription models come standard with this top-line T6 AWD powertrain, while this potent combination is made optional with Momentum trim, which otherwise comes with Volvo’s standard T5 FWD powertrain in base guise. The lesser engine features the same 2.0-litre four-cylinder engine sans the supercharger, resulting in 250 horsepower and 258 lb-ft of torque, whereas the T6 AWD provides a more robust 316 horsepower and 295 lb-ft of torque.
Each powertrain is made standard with automatic idle start/stop, a technology that helps minimize tailpipe emissions while reducing fuel consumption by temporarily killing the engine while the car is standing still idling. Together with a number of other efficiency features it helps the T5 FWD model receive a rating of 9.9 L/100km in the city, 6.6 on the highway and 8.4 combined, while this T6 AWD version is capable of 11.1 in the city, 7.3 on the highway and 9.4 combined.
Beautiful design and high quality materials come standard. (Photo: Karen Tuggay)
I don’t know about you, but I was a lot more interested in how the S60 R-Design drove than how little fuel I could get away with using, despite what seem like never-ending fuel price increases in my part of the world. Rest assured that it’s a lot more fun to pilot down a twisting two-lane country back road than my V60 Inscription tester was, not that the stylish sport wagon was a slouch by any sense of the imagination. Still, the S60 felt quicker in a straight line, thanks to fast-reacting all-wheel drive making the most of its sticky optional 235/40R19 Pirelli all-season rubber. Those meaty tires immediately found grip, allowing the potent little 2.0-litre powerplant to ramp up speed quickly, its eight-speed automatic gearbox an ideal compatriot, especially with Dynamic sport mode engaged. Despite its quick-shifting capability, the transmission was wonderfully smooth, while its steering wheel paddle shifters provided enough go-fast connectivity to keep my fingers in play. Adding to the fun, the S60 R-Design’s exhaust creates sonorous notes from behind when the throttle is pegged, yet is otherwise silent like the car’s well-insulated cabin. Truly, the S60 R-Design does a nice balancing act between sport and luxury.
Likewise, the S60 R-Design does a commendable job straightening curves, due partially to lowered sport suspension that includes firmer shocks for stiffer, flatter handling through quick corners, resulting in a stable, predictable sport sedan even when hurled nonchalantly into hairpin curves, some of these corners off-camber and surfaced with uneven tarmac. I’ve taken some of the S60’s challengers through these sections and not all proved as agile, the S60 R-Design not getting unglued when flung back and forth through continual left, right, and left turns either.
The R-Design’s standard gauge cluster is a TFT panel that measures 12.3 inches. (Photo: Karen Tuggay)
If you weren’t aware, the new S60 sits on Volvo’s SPA, a.k.a. it’s Scalable Product Architecture, which underscores the brand’s S90 luxury flagship sedan as well as the majority of its new models. SPA features aluminum double wishbones up front and a unique integral link design in back, the latter incorporating a transverse lightweight composite leaf spring. Additionally, the S60 includes driver-selectable low, medium and high personal power steering settings to aid feel, while the car’s brakes are a good match to its handling prowess and accelerative force, providing good binding power when stomped upon, as well as smooth progression no matter how hard, or soft, the centre pedal is pressed. Still, as capable as the S60 R-Design was at heightening my senses when extracting its full performance potential, it always kept its luxury sedan roots intact due to impressive ride quality and the superbly comfortable driver’s seat noted earlier.
Ride and handling in mind, the S60 R-Design, priced at $52,400 plus freight and fees, normally rolls on 18-inch alloy wheels, while yet unmentioned features pulled up from its $42,400 base Momentum T5 FWD trim include rain-sensing wipers, Road Sign Information (RSI), an auto-dimming centre mirror, a powered panoramic sunroof, a Clean Zone Air Quality system, a humidity sensor, rear parking sensors, a backup camera with active guidelines, voice recognition, two USB ports, Bluetooth connectivity with streaming audio, Volvo On-Call featuring remote start and vehicle tracking, a 170-watt 10-speaker audio system, Sirius/XM satellite radio, heatable front seats with aforementioned driver’s side memory, a 120-volt three-pronged household-style power outlet in the rear console, power-folding rear seat headrests, plus more on the inside, while the exterior features dual chromed tailpipes across the entire line, plus this model gets a special R-Design front grille, auto high beams and active bending for the LED headlamps, fog lamps with active bending, glossy black exterior trim (including the side mirror housings), puddle lamps under the door handles, proximity keyless entry, etcetera.
Awesome surround camera was really helpful. (Photo: Karen Tuggay)
I particularly liked my test car’s beautiful coat of Fusion Red Metallic paint, an option well worth the extra $900. It’s one of five available colours and a single no-cost standard Black Stone hue, while all R-Design trimmed cars receive a Charcoal black interior theme. If you were to choose the base Momentum, the exterior paint selection grows to seven colours and available interior themes widen as well, while the Inscription upgrade gives you a choice of eight outer colours yet fewer cabin combinations, but take note the Momentum model’s upgradable upholstery options don’t cost anything at all when moving up to Inscription trim.
The previously lauded 19-inch alloys were a $1,000 improvement by the way, while my tester’s additional options included a graphical head-up display that projected key info, such as route guidance directions, onto the windscreen for just $1,150; while its Bowers & Wilkins stereo came with 15 sensational speakers and 1,100 watts of over-lording power, making it a great way to spend $3,750.
Additional extras included a Climate Package with heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats for $1,250; a Convenience Package sporting Volvo’s superb Pilot Assist semi-autonomous drive system, Adaptive Cruise Control, and a Homelink garage door opener plus compass integrated into the centre mirror for $1,500; and lastly a Vision Package incorporating a wonderfully useful 360-degree surround parking camera, easy-to-operate Park Assist Pilot semi-autonomous self parking, always appreciated front parking sensors, even more welcome auto-dimming power-retracting side mirrors, plus blindspot monitoring with rear cross traffic alert for $1,800.
Love these Nappa leather-covered sport seats. (Photo: Karen Tuggay)
Those curious about the S60 Inscription should note that it includes almost all of the R-Design model’s features for just $53,900, except for the sporting items spoken of earlier in this review. Unique to this model is an elegant chrome waterfall-style front grille, bright metal window surrounds, special 10-spoke 18-inch alloys, gorgeous matte Driftwood Décor interior trim, a tailored dash top and instrument panel featuring more stitched soft padded surfaces than other models, whereas the seats are upholstered in rich perforated Nappa leather, and come ventilated up front.
By the way, all pricing was pulled from right here at CarCostCanada, where you can also source individual trim, package, and standalone option pricing, plus rebate information and money-saving dealer invoice pricing that’s otherwise hard to get.
Speaking of hard, the new S60 made it difficult to find anything to gripe about, but I would’ve appreciated somewhere to stow my sunglasses, and there wasn’t enough room on the lower console to rest my Samsung S9, which was likely part of this company’s safety-first plan from the onset, so I probably shouldn’t complain. I nevertheless placed it in one of the S60’s two cupholders, which are otherwise covered under a beautifully detailed retractable lid, with the other cupholder was amply large to securely hold a sizeable water bottle that almost never leaves my side.
The rear seating area is more accommodating than its predecessor. (Photo: Karen Tuggay)
I should also note that the trunk, which at 391 litres (13.8 cubic feet) is average for this segment, was big enough for all of my daily gear, but its 60/40 split-folding rear seatbacks only included a centre pass-through instead of a more accommodating 40/20/40 opening, so while I could probably fit a couple of sets of skinny skis through I wouldn’t be able to squeeze in a duo of fat powder boards or enough skis for four passengers. Still, even this narrow pass-through is a big improvement over most of its Japanese challengers that simply provide 60/40-split seatbacks with nary a centre slot to be seen at all.
In summary, if you’re contemplating a car in the compact luxury D-segment you should seriously consider this all-new Volvo, as the S60 is now a commendable contender that provides attractive styling, serious performance, leading-edge technology, impressive safety, and a level of comfort that really needs to be experience to be appreciated.
I would’ve preferred a full 40/20/40 split instead of a centre pass-through. (Photo: Karen Tuggay)
What’s more, the new S60 is totally unique in this class, which has to account for something, right? After all, who wants to be seen in a car that everyone else drives? I certainly appreciated not witnessing exact duplicates of my ride passing by day in and day out, and enjoyed the quick head-turns and positive smiles my S60 R-Design tester received throughout my test week. Truly, if I were in this market, I’d have a hard time turning this wonderful car down, but alas, like most everyone else these days I’m trying to decide between SUVs. What can I say? I’m a product of the times. If instead you’re into something more exclusive, check out this all-new Volvo S60. I highly recommend it.
Whether you are purchasing your first vehicle or looking to make a well-deserved upgrade, the thought of a new vehicle can meet you with much elation. When purchasing a new vehicle, there are a plethora of factors to consider: make, model, colour, add-ons, packages, and the one factor many people look at first – price. Most people have a vehicle in mind, but more often than not, the price is the determining factor when deciding whether or not to go ahead with their purchase. Some will try their best to negotiate with the dealership, but doing so can be tricky, time-consuming, and produce lackluster results.
The price the dealer shows you is the MSRP (manufacturers suggested retail price) of the vehicle, which, as the name suggests, is the recommended price a dealer should charge a consumer for the vehicle. There are ways, however, to lower this cost whether you plan to lease, finance or purchase a vehicle outright. The Dealer Invoice Report can help you save a significant amount of money on your new vehicle purchase without having to practice your best negotiating skills for hours on end.
What is a dealer invoice?
A dealer invoice, also referred to as the “dealers cost”, is the price the dealer pays the manufacturer for the vehicle. This price is often lower than the MSRP to allow room for maximum profit for the dealer. For example, the dealer cost of a vehicle could be $30,000; in which the dealer pays said amount to the manufacturer. The dealer will then work with the automakers to determine the MSRP – or “sticker value” – of the vehicle which more often than not, is higher than the dealers cost. The car could then be put on the market for $35,000 for example, which is the price the consumer would pay for the vehicle.
How can a dealer invoice report help me save money on my vehicle?
A dealer invoice report gives you a detailed breakdown of the dealer cost of the vehicle as well as various incentives that can help you save on your new vehicle purchase. For example, if you are looking to finance a new 2019 vehicle, the dealer invoice report will breakdown the monthly payments in accordance with the dealer price of the vehicle. The report also contains discounts, such as dealer cash incentives, that the dealer may not tell you.
How do I fill out a dealer invoice report?
Filling out a dealer invoice report is a simple process that can be done online (no need to head to the dealer to do this!).
Log in to your account (or create one easily via email or Facebook)
Pick your desired car make
Pick your desired model under the make. It’s important to pick the EXACT make you would like. For example, if you are looking for a new Mazda GT, the model comes in both FWD (front-wheel-drive) and AWD (all-wheel-drive); both possessing different price tags. Ensure you pick the exact model you would like.
Review your report + savings
Bring the report to the dealer to obtain the savings outlined in your report
What information can I find on my Dealer Invoice Report?
Your dealer invoice report will give you a vast amount of information pertaining to your vehicle of interested. Including, but not limited to:
Invoice Price (dealer cost) of the vehicle
Pricing Guidance; how to calculate the best deal for your vehicle of choice based on the invoice price plus any incentives you may be eligible for
Factory Incentives; discounts made available via the manufacturer (eligibility may vary)
Leaseand finance rates
Recommended Dealership; recognized dealerships within an appropriate distance that work with CarCostCanada members to help them save the most money possible
Vehicle Pricing and Options Details; a detailed breakdown of the costs pertaining to the vehicle in relevance to the base and/or any features/add-ons
Comparable Vehicles; vehicles that boast similar features and pricing in accordance with the subject vehicle
Standard Features; a detailed breakdown of the subject vehicle
How much money can a Dealer Invoice Report actually save me?
The savings depend on the make, model, and year of the vehicle, as well as any current incentives offered by the manufacturer and the original cost. Typically, members report savings in the thousands. For example, a 2019 Honda CR-V EX-L AWD has an MSRP of $38,285 and a dealer invoice price of $35,659; savings of over $2,500! Some makes and models will have fewer savings, whilst others may boast even more.
Another key component when it comes to saving money with your dealer invoice report is the incentives. The report outlines any incentives that are made available through the manufacturer. These could amount to significant savings on top of the savings from the dealer cost. It’s important to note that a majority of incentives require eligibility which should be discussed with the dealer at the time of the purchase.
What is the cost of a Dealer Invoice Report?
The first Dealer Invoice Report is free for Car Cost Canada members!
Will the dealer accept my Dealer Invoice Report?
We work with a surfeit of dealers who are more than happy to help you save money on your purchase so you can walk away happy. Within the report, we provide a recommended dealership that works in harmony with CCC to provide you with exceptional service and pricing. Should you choose another dealer, no issues should arise. Most dealers are happy to work with you and your report as the sale of a vehicle is beneficial for them as well. Some dealers, however, may push back and try to negotiate on the MSRP with you, despite your possession of the dealer cost. If a dealer is unwilling to accept your report, which is a rare feat, don’t despair; there are many dealers willing to help you save your hard-earned money.
What are my vehicle exceptions when it comes to my Dealer Invoice Report?
We work with several automakers, so your choices are plenty! The automakers we partner up with provide deals on the newest models available on the market; last, current, and upcoming year. Our report can help you save money on the most recent models your make of choice has to offer. Here is a list of automakers we work with!
Buying a new vehicle is a rewarding milestone; whether you have finally saved up for your first vehicle or you are ready to take the leap and put yourself in something more luxurious. Purchasing a vehicle is a huge step and the ability to save money on your new vehicle makes the process that much more rewarding.
Ready to get behind the wheel of a new ride? Contact us today and save your hard earned money on the car of your dreams!
A vehicle is one of the largest purchases one makes, ergo, a significant amount of research should go into every aspect. From the make/model you have your heart set on to interior features to the total price of the vehicle; there are many factors that contribute to building, pricing, and purchasing the best vehicle for your needs. Because vehicles are a large investment, dealers, and banks alike, offer various payment options to suit your lifestyle. Leasing, financing, or purchasing a vehicle outright are the methods offered by the dealers when it comes to payment. Figuring out how you want to proceed with pricing will help you get that much further in purchasing your desired vehicle. Our Dealer Invoice Report can also help you ensure that, no matter what payment method you choose, you are getting the best deal on a new vehicle that Canada has to offer!
What are the differences between leasing, financing, and purchasing a vehicle outright?
All of these methods vary significantly to help suit the needs of as many individuals as possible. The key differences pertain to ownership of the vehicle and term payments.
Financing; albeit, the most popular means of paying for a vehicle, financing offers a good level of flexibility. Financing encompasses paying for the total price of the vehicle in denominations over a selected term. By the end of the financing term, you have complete ownership of the vehicle.
Leasing; leasing is a popular option for those who like to upgrade their vehicles frequently and aren’t doing copious amounts of driving. Similar to financing, leasing requires weekly, bi-weekly or monthly payments owing to the balance of the total lease. The main difference between financing and leasing is ownership; when leasing, you do not own the vehicle.
Buying outright; buying a vehicle outright is not as common as leasing or financing and is typically done when the cost or age of the vehicle does not meet the requirements of leasing/financing (more specifically, used vehicles). Although purchasing a brand new vehicle outright is not done as much as financing or leasing, it is the easiest method of payment as a surfeit of background checks (credit, employment, etc) are usually not required.
Is it a good idea to buy a car on finance?
As mentioned previously, financing is the most popular method of purchasing a vehicle. Financing a vehicle possesses the best attributes of leasing and buying outright, simultaneously; owning the vehicle whilst being able to pay in smaller sums. If you are planning on keeping your vehicle long-term, do a significant amount of driving, and don’t have the cash to pay in full (or the desire to part with such a hefty amount of money in one shot), financing is a viable option for you. Financing a vehicle also allows for more leeway when adding features to your vehicle. For example, if you wanted to add a sunroof to your vehicle, it could run you anywhere from $500-$2,000, however, when financing, you can discuss adding this feature to your vehicle at the time of purchase and break apart the cost. Instead of paying thousands outright, the cost of the upgrade is spread across your term, ergo, your sunroof will cost you a few extra bucks a month.
It’s important to note that financing comes with an interest rate contingent on your credit score, thus, you will be paying more for the vehicle that you would if you were buying outright. If you have excellent credit, expect interest rates to be on the lower, however, if you have poor or no credit, you could be paying upwards of 30%. It’s important to review your score to see what interest rate category you fall into. Our Dealer Invoice Report also aids with financing to help you get the lowest interest rate possible for your individual situation.
How does financing work? Financing can be a relatively easy process provided you have all the key information you need. The dealer will show you various payment terms based on the vehicle of your choice; the longer the term, the lower the weekly, bi-weekly, or monthly payments and vice versa. A typical term is 5 years or 60 months, but can be shorter or longer depending on your financial state and the year/make of the vehicle. The dealer will then require your financial information (credit score, credit history, letter of employment) and determine your interest rate based on these factors. Once the term, payments, and interest rates are worked out, you can opt to add any upgrades. When you obtain the vehicle, you are required to make your payments until the term is over, however, at any point, you can contribute money to lessen the term period or monthly payments. Giving a down payment can also lessen the monthly payments.
Pros
Payment terms and prices are flexible; you can opt for a longer term with cheaper payments or a shorter term with higher payments depending on your preference
Allows you to get a higher priced vehicle, if desired, without having to fork out a lump sum of cash
Upgrades can be added for low monthly payments
Cons
You are locked into a contract and failure to pay could lead to the loss of your vehicle
Loans typically come from the bank, meaning you are taking on a debt
The interest rate is added onto the full cost of the vehicle, depending on your credit score, it could amount to a significant increase in cost
Is it a good idea to lease a car?
Leasing is not as popular as financing a vehicle, but it does pose a lot of benefits. Similar to financing, leasing requires weekly, bi-weekly, or monthly payment for a fixed term, however, you are not the owner of the vehicle. You will be required to turn over the vehicle at the end of the lease or in some cases, the dealer may offer incentives for purchasing it post-lease. Leasing is a viable option for those who like to upgrade vehicles frequently as you are not fully committed to the vehicle. Most people lease for a 1-3 year period and upgrade thereafter.
If you are a city dweller and don’t typically do a lot of driving, leasing is a good option to consider. When leasing a vehicle, you are given a set amount of kilometres per year (extra charges apply should you go over) – if you do a small amount of driving, this shouldn’t be an issue. If there are any problems with the vehicle, they are typically covered by the dealer leasing you the vehicle (restrictions apply).
How does leasing work? Just like financing, the dealer works with you to find a term and payment plan based on your financial state and your desired vehicle. The cost is calculated based on the time frame and predictive depreciation of the vehicle; for example, if your lease term is 3 years and the car is expected to depreciate by 30% over the next 3 years, you will be paying for 70% of the vehicles total cost. Once your lease is over, you can opt to lease another vehicle or work with the dealer to purchase the vehicle you have been leasing at a lower cost.
Pros
You can upgrade your vehicle regularly without having to purchase in full
The rates are typically cheaper than those pertaining to financing
You don’t have to worry about selling/trading a vehicle when you are done with it
Cons
You do not own the vehicle, meaning you have to be especially cautious
You are given a fixed amount of KMs and if you go over them, the costs are high
Most leases aren’t offered past 3 years, meaning you have to commit to upgrading or purchase a vehicle thereafter
Is it a good idea to buy a vehicle outright?
Purchasing a vehicle outright is the most straightforward and easiest process out of the three, however, the issue with this is evident – if you don’t have the cash, you cannot buy the vehicle. Buying a vehicle outright minimizes the need for extensive paperwork (obtaining employment information, credit history, etc). Because you are not borrowing the money, the dealer is under the assumption that you accept the responsibility for the full payment, thus, credit history and other financial information is not required.
Purchasing a vehicle outright allows you to forego interest payments which will save you money in the long run. Our Dealer Invoice Report also contains cash incentives that can lower the price of the vehicle even more. Most dealers will accept our cash incentives with no issues because they are guaranteed to be paid on the sale. If you have the means to pay for a vehicle outright and don’t want to be locked into a debt/contract, consider doing so.
How does purchasing a vehicle outright work? This is the simplest of the methods and doesn’t require much. Discuss the model/make of the vehicle you want and bring forth any cash incentives you are eligible for. The dealer will then work out the best possible price, factoring your Dealer Invoice Report, incentives, desired add-ons, warranty, and taxes. Once you sign and make the payment, the vehicle is yours!
Pros
You are not locked into a contract nor do you acquire a debt
You forego the interest rates that come with financing
You fully own the vehicle; there is no worry about not being able to make the payments as there are none associated with the physical cost of the vehicle
Cons
Most new vehicles cost tens of thousands of dollars which can be difficult to pay all at once. You have to ensure you, not only have the funds to pay the full cost but doing so will also not leave you with nothing
If you want any add-ons or upgrades, these will have to be paid in full as well, either at the time of purchase thereafter
You are responsible for selling or trading the vehicle if/when you decide to do so
Deciding how you want to go about paying for your vehicle is contingent on your desire to own, your current financial state and how much you drive. Regardless of whether you want to lease, finance, or purchase outright, our Dealer Invoice Report can help you save thousands on your new vehicle!
Have you found the vehicle of your dreams? Contact us today and save big on the car YOU want!
The Rogue has maintained its styling since its 2017 mid-cycle makeover, but it still looks good. (Photo: Trevor Hofmann, Canadian Auto Press)
It’s déjà vu all over again, or at least that’s how I felt when picking up my 2019 Nissan Rogue SL Platinum AWD tester. I’d spent a week with an identical model less than a year prior; even down to its top-line trim level and most popular Pearl White paint.
Then I got inside, however, and was reminded of a near identical model I test drove the year prior in lovely Scarlet Ember livery, and therefore also remembered that last year’s SL Platinum wasn’t fully loaded, missing this SUV’s $500 SL Platinum Reserve Interior Package that includes a stylish stitched leatherette dash pad and replaces the regular Charcoal black or Almond beige leather upholstery with special quilted leather in an even richer looking Premium Tan hue, which comes across more like caramel or saddle brown. Either way it looks great, and ideally complements the white exterior paint, although the upgrade package is no longer available with the special metallic red exterior paint, or for that matter Nissan’s beautiful Caspian Blue. A shame.
Not to start this review out on a negative, because there’s very little to fault this popular compact crossover SUV on. As noted, the Rogue is Nissan Canada’s most popular model, and one look should make it easy to understand why. It was refreshed for the 2017 model year with Nissan’s wider, more U-shaped Vmotion 2.0 grille that I happen to like a lot more than the original V, while its then-new quad-beam headlamps with LED daytime running lights, and its updated LED brake lights added premium-level sophistication to the design.
Looking right at home in nature, the little crossover SUV makes a good companion for summer camping trips and winter getaways. (Photo: Trevor Hofmann, Canadian Auto Press)
That face-lifted 2017 model included additional styling tweaks on the outside plus updates within, a personal favourite being its flat-bottom steering wheel that still makes a sporty statement in the otherwise elegantly appointed top-line 2019 Rogue SL Platinum Reserve model. So equipped, that steering wheel is leather-wrapped with a heatable rim, a much appreciated mid-winter feature, as are the Quick Comfort heated front seats that come standard across the entire Rogue line, albeit the Platinum’s perforated leather upholstery is exclusive to this model.
There’s actually more to the SL Platinum Reserve Interior’s seat design than quilting and the caramel colour change. The quilting is only used for the centre inserts, with perforated leather added to the inner bolsters and contrast-stitched black leather on top of those bolsters for a little more of a sport look mixed in with the luxury. The seats’ upholstery is complemented by the same Premium Tan on the door armrests, centre armrest, padded knee protectors on each side of the lower centre console, and even the aforementioned dash facing, which incorporates a similarly classy looking stitched leatherette pad ahead of the front passenger.
Icing on the proverbial cake comes in the form of Piano Black interior door inlays surrounding the usual chromed door handles, which match up nicely next to the same glossy black treatment rimming the dash vents, centre console, gear lever surround and otherwise leather-wrapped shift knob.
Large machine-finished 19-inch alloys are exclusive to SL Platinum trim. (Photo: Trevor Hofmann, Canadian Auto Press)
As you may have guessed, the latest Rogue SL Platinum Reserve doesn’t just look like a premium crossover SUV, but in addition its standard feature set is replete with top-drawer gear that one-ups plenty of luxury brands. For instance, the official name given to this trim level is Rogue SL Platinum with ProPilot Assist, the latter technology standard with all SL Platinum models and really quite impressive. It’s a semi-autonomous “hands-on-wheel” driving system, which means it has the ability to completely drive itself, but due to safety concerns only lets you remove your hands from the steering wheel for about eight seconds at a time—it warns you to put your hands back on the wheel after that. Still, it’ll impress your friends and might be useful to those who find highway driving intimidating, as it helps keep the Rogue centered within its lane and, along with its Lane Departure Warning (LDW) and Intelligent Lane Intervention systems, may even help avoid an accident.
These latter two advanced driver assistance systems get pulled up to the SL Platinum from mid-range SV trim, as does Intelligent emergency braking with pedestrian detection, and adaptive cruise control, while high beam assist, rear parking sensors, Moving Object Detection (MOD), backup collision intervention and rear autonomous emergency braking join ProPilot Assist as options with the SV and standard equipment with the top-line SL Platinum model.
The optional SL Platinum Reserve package replaces the usual black or beige interior colour scheme with this saddle brown motif. (Photo: Trevor Hofmann, Canadian Auto Press)
Along with all the usual active and passive safety features, some advanced tech incorporated into upper trims from the base Rogue S include Tire Pressure Monitoring System (TPMS) with a display showing individual tire pressures and an Easy-Fill Tire Alert, Intelligent Forward Collision Warning (FCW), Intelligent Emergency Braking (IEB), plus two features normally relegated to top-line trims, Blind Spot Warning (BSW) with Rear Cross Traffic Alert (RCTA), while Rear Door Alert is an oddly named albeit very welcome feature that actually warns against leaving something or someone in the back seat unattended after turning off the engine, by remembering that you opened a rear door before setting off on your drive. Now that’s smart.
As cool as some of this tech is, especially watching the Rogue drive itself, applying hands to said wheel while on the highway, and then winding through some twisting backroads after tooling through town is my usual course of action. As always the Rogue didn’t disappoint, but let me insert a caveat here, I’ve never set my performance expectations too high. This is an SUV built primarily for comfort rather than all-out speed, and to that end it delivers in spades, with a nice compliant ride, smooth, progressive acceleration, and an easy, controlled demeanor on the open freeway. It can manage curves too, and provides strong braking when needed, but if you’re looking for performance there are sportier SUVs in this class, yet few are smoother than the Rogue, such refinement its specialty.
Navigation comes standard in SL Platinum trim. (Photo: Trevor Hofmann, Canadian Auto Press)
Behind that V-motion grille is the Nissan’s dependable 2.5-litre four-cylinder engine, which continues to make a totally acceptable if not breathtaking 170 horsepower and 175 lb-ft of torque, while its standard continuously variable transmission (CVT) is one of the reasons behind that just noted smooth factor. It’s also partially responsible for the Rogue’s commendable Transport Canada fuel economy rating that comes in at 9.6 L/100km in the city, 7.5 on the highway and 8.7 combined with its as-tested all-wheel drivetrain, or 9.1 city, 7.1 highway and 8.2 combined when opting for front-wheel drive.
As is mostly the case in this class, all-wheel drive is more about tackling slippery pavement than anything off-road, although traveling to campsites over logging roads or light-duty trails can benefit from AWD, as well as its various electronic all-weather features, such as Vehicle Dynamic Control (VDC) with Traction Control System (TCS). This said others in the class are starting to broaden their appeal, with the latest RAV4 Trail featuring some real 4×4-like go-anywhere technologies, and the Subaru Forester long offering its X-Mode for extracting itself from rougher situations.
Like the majority of Nissans, the Rogue uses a smooth operating CVT for “shifting gears”. (Photo: Trevor Hofmann, Canadian Auto Press)
Back to earth, or rather asphalt, the Rogue is ideal for slogging through Canadian winters, hitting the slopes, or alternatively heading out on that summer camping vacation. It can tow a small camp trailer or lightweight boat weighing up to 500 kilos (1,100 lbs), plus it can carry plenty of gear in back, up to 1,112 litres (39.3 cubic feet) in the dedicated cargo area and 1,982 litres (70.0 cubic feet) when its 60/40-split rear seatbacks are folded flat. That rear bench is made more passenger and cargo friendly via a centre pass-through that doubles as a centre armrest with cupholders, which allows longer items like skis to be stuffed down the middle while rear passengers enjoy the benefit of the window seats, although take note they might be grumbling on the way back from the ski hill due to a surprising lack of available rear seat heaters.
Along with all of the features already mentioned, the $37,398 top-line SL Platinum gets a lot of premium-level upgrades that really make a difference when it comes to performance, safety, convenience and luxury, such as AWD, 19-inch alloy wheels, LED headlamps, an electromechanical parking brake, an auto-dimming rearview mirror, a heated leather steering wheel rim and leather-wrapped shift knob, memory for the six-way powered driver’s seat and side mirrors, a four-way powered front passenger’s seat, a powered panoramic sunroof, dual-zone automatic climate control, navigation, a surround parking monitor, great sounding Bose audio with nine speakers including two subs, Radio Data System (RDS) and speed-sensitive volume control, a gesture activated liftgate, and more.
Rear seating and storage is accommodating. (Photo: Trevor Hofmann, Canadian Auto Press)
I won’t tire you by scrolling through lists of everything that gets pulled up to SL Platinum trim from the other two grades, but some highlights from both include remote engine start, proximity-sensing access with pushbutton ignition, auto on/off headlights, fog lamps, LED turn signals within the side mirror caps, roof rails, the aforementioned six-way powered driver’s seat with power lumbar, a retractable cargo cover and more with the $29,098 SV, plus variable intermittent wipers, overhead LED map lights and sunglasses storage, a colour multi-information display, a 7.0-inch centre touchscreen, NissanConnect featuring Apple CarPlay and Android Auto, SiriusXM Traffic, hands-free text messaging assistant, Bluetooth, mood lighting, and more with the $26,798 base Rogue S. Incidentally, all pricing was sourced right here on CarCostCanada, where all the trims, packages and individual features are itemized, plus otherwise hard to find rebate info and dealer invoice pricing is provided.
For the most part our 2019 Rogue SL Platinum Reserve was well equipped, especially when it came to advanced driver assistance systems, plus it provided more than enough performance, a smooth, quiet ride, great fuel economy, and a fairly luxurious and comfortable cabin, while it was extremely accommodating for driver, passengers and cargo. I like the way it looks, especially as my tester was kitted out, which, along with all of the above, is likely why it’s such a strong seller, and also why it’s easy to recommend.
Tell me that the Jaguar F-Type Coupe SVR isn’t gorgeous. (Photo: Trevor Hofmann)
I’m not going to lie to you. As curious as I am to spend a given week with seriously important big market cars like the recently redesigned Toyota Corolla, and as interested as I am to find out how far I can go on a single charge with Kia’s latest Soul EV, nothing gets me out of my editor’s chair as quickly or as enthusiastically as a hopped up muscle car, a high-revving super-exotic, or something along the lines of Jaguar’s F-Type SVR, which might be the perfect combination of both.
Regular readers will remember that I spent a blissful week with this very same car last year in its more eye-arresting Ultra Blue paintwork, so having this 2019 model gifted to me for yet another seven heavenly days was a welcome surprise made better due to its stealth Santorini Black bodywork that thankfully doesn’t attract quite as much attention.
It’s not that I was embarrassed to be seen in it, quite the opposite of course, but rather that this car coaxes my most juvenile impulses from their hardly deep recesses all too easily, which can quickly get a person deep into trouble.
What can we say? Simply stunning. (Photo: Trevor Hofmann)
How quickly? Well that depends on whether you’re thrown into a stupor or moved into action when first laying eyes on the F-Type SVR, as well as which sense moves you most. If you’re visually stimulated first and foremost, you might be stopped dead in your tracks as soon as it comes into view, but then again if your receptors respond more to an auditory trigger you’ll move right past first sight to initial startup, resulting in the rasp of one of the more sensational exhaust notes in autodom, which will either send you to the moon in a momentary daze or turn you toward the street to put some of that wound up energy to good use.
I’m jaded, or maybe it’s just that experience tells me not to waste a moment gawking inanely at something I can relive later in pictures. Certainly one can recall memories of moments well spent, but the more one collects such moments makes recalling them a helluvalot easier. A quick glance of appreciation, out of respect, immediately followed by a quicker descent into a familiar body hug, the SVR’s performance seats are as wholly enveloping as they’re sinfully comfortable. Foot on brake pedal, finger on start button, mechanical machinations ignited and ahhh… glory hallelujah! What a sound!
We’re loving the finely crafted details. (Photo: Trevor Hofmann)
Nothing roadworthy this side of an XJR-15 sounds as brutally raw, as purely visceral as an F-Type SVR being brought to life, that is until you’ve given the throttle a few more blips after opening up its two-mode titanium and Inconel active exhaust system via a wee little console-mounted button that makes a great big noise. Any sort of right foot twitch capable of spinning the crank above 4,000 revolutions per minute lets loose a cacophony of crackling barks and blats, the kind of song that’ll have gearheads singing along in dissonant unity, and zero emissions folks sneering.
Allowing spent gases to exit more freely isn’t exactly the Tesla mantra, and to think the minds behind this wondrous high-test glutton are the very crew responsible for the Model X-beating I-Pace (well, it beats the entry-level Tesla crossover, at least). We’ve all got to love the bizarre dichotomy running rampant in today’s automotive market, where the cars we all lust after are paying for the ones that government mandates are forcing down our throats.
Of course, thanks to companies like Jaguar and Tesla we’re all beginning to realize that going electric isn’t the end of motorized fun, but potentially a new beginning. Could there be an electrified F-Type in our future? Likely, and it’ll be the quickest Jaguar sports car ever. Still, the good folks at Castle Bromwich will need to expend terahertz levels of energy in their artificial sound lab to recreate the auditory ecstasy this SVR composes. Let’s hope they succeed, because we all know that as sensational as this 5.0-litre supercharged V8 sounds, and as fabulously fast as this Jaguar becomes when powered by it, the still impressive yet nevertheless 23-year-old AJ-8 power unit’s days are numbered.
Richly attired and it fits like a glove, the F-Type SVR delivers big in performance luxury. (Photo: Karen Tuggay)
As it is, this 575 horsepower beast catapults from naught to 100km/h in just 3.7 seconds before attaining the seemingly unattainable terminal velocity of 322 km/h (200 mph)—that’s 1.1 seconds quicker and 122 km/h (75.8 mph) faster than the I-Pace, in case you were wondering. Certainly a driver’s license would be unobtainable for the remainder of my sorry life if I were so foolish as to attempt the former speed on public roads, and being that no such track is long enough within close proximity of my home we’ll all just need to take Jaguar’s word for it. Suffice to say that zero to all other cars at the stoplight looking like tiny coloured dots happens all of a shockingly sudden, so you’d better gather your stunned thoughts, get into the game and prepare for upcoming corners or you’ll fast be shuffled off this mortal coil.
Fortunately the F-Type SVR manages all roads serpentine as easily as it’s guided down the straight and narrow, its brilliantly quick-shifting eight-speed automatic as ideally suited to flicking up through the gears as for rev-matched downshifts. Remember when I mentioned muscle car credentials earlier? That was strictly referencing the engine, its prowess over undulating, curving backroads the stuff of mid-engine exotica. Just look at the meaty 305-section Pirelli P-Zero rubber at back and plentiful 265/35s up front, both ends supported by the lightweight aluminum chassis and riveted, bonded body shell noted earlier, and then factor in that suspension’s Adaptive Dynamics system, the electronic active rear differential, and the brake-sourced torque vectoring. Tap the carbon ceramic brakes to load up the front tires, enter the apex, add throttle and enjoy as the SVR’s backside locks into place while catapulting this leather-lined beast toward the next bend, a process I repeated over and over, as often as opportunity would allow.
All F-Types get a new 10-inch touchscreen for 2019. (Photo: Karen Tuggay)
All said, you’d think something as fabulously fast as the F-Type SVR would be a handful around town, but that’s where its exotic nature ends and more upright practicality enters. It’s actually a very comfortable coupe to spend time in, while visibility is quite good considering its sleek greenhouse and thick C pillars. The 12-way powered driver’s seat and steering column fit my long-legged, short torso five-foot-eight frame well, and due to much more movement in all directions should provide good adjustability for all sorts of body types, and I certainly had no complaints from my various co-drivers.
On the practicality question, Jaguar provides a large hatch opening for loading in all kinds of gear, with up to 408 litres (14.4 cubic feet) in total and about half that below the removable hard cargo cover. It’s beautifully finished, as one would expect in this class, but remember that unlike the old XK the F-Type is strictly a two-seater with no rear seats to fold, so there’s no way you’ll be able to fit skis or any other long items aboard, unless you slot them down the middle between driver and front passenger.
I remember stuffing my significant other and kids into an XKR coupe years ago, and while its 2+2 grand touring profile wasn’t carried forward into the F-Type’s design, the interior’s fine workmanship and beautiful attention to detail continues. In fact, I’d say this SVR’s cabin is even better, with rich red stitching and piping providing colour to the otherwise black Suedecloth and quilted leather surfaces, while its electronic interfaces are beyond comparison.
The 8-speed auto provides ultra-quick shifts, while paddles make doing so easier. (Photo: Karen Tuggay)
Classic analogue dials flank a large 5.0-inch colour TFT multi-information display at centre, unchanged from past years, albeit the Touch Pro infotainment touchscreen on the centre stack is all new for 2019, growing from 8.0 to 10.0 inches in diameter and now flush-mounted without buttons down each side. It’s properly outfitted with navigation, a backup camera with active guidelines, Pro Services, InControl Apps, 770-watt 12- speaker Meridian surround audio, satellite and HD radio, and the list goes on, while Jaguar also added Apple CarPlay and Android Auto for $300.
You can get into a 2019 F-Type Coupe SVR for just $140,500, or go topless for an extra $3,000, either of which is a bargain when compared to the Porsche 911 Turbo that will set you back $43,700 more for the hardtop or an additional $54,700 for the drop-top. That easily pays for the aforementioned $13,260 Carbon Ceramic Brake Pack with plenty left over, which includes 398 millimetre rotors up front and 380 mm discs at back, plus massive yellow calipers encircled by a stunning set of 10-spoke 20-inch diamond-turned alloys. Plenty of options were included with my test car and a yet more, like LED headlights, a heated steering wheel, rain-sensing wipers, auto-dimming centre and side mirrors, auto climate control, front and rear parking sensors, autonomous emergency braking, and lane keeping assist, comes standard, so make sure to check out all the 2019 F-Type trims, packages and options at CarCostCanada, not to mention rebate info and dealer invoice pricing that could save you thousands.
Gotta love the SVR’s sport seats. (Photo: Karen Tuggay)
It’s difficult not to write an epic for such a phenomenal sports car, but instead of running on at the mouth I recommend you head to your local Jaguar retailer and ask them to start one up in the showroom or on the lot, turn on the switchable active exhaust, rev the throttle and then listen to the snap, crackle and pop of the exhaust. If you’re not raring to go for a drive after that, you might be better off moseying down the road to the Lexus store for a smooth, comfortable ride in ES 300 hybrid.
The ultra-inexpensive base Micra actually looks quite sporty. (Photo: Karen Tuggay, Canadian Auto Press)
It’s not too often that the cheapest and stingiest choice ends up being the most enjoyable, but such is the case with Nissan’s Micra.
Cheap? How does $10,488 sound? If you were in the market for this little city car last year it probably sounds $500 too high, because the Micra was one of Canada’s only new sub-$10k cars for its entire four-year existence (except for the $9,995 Chevy Spark and Mitsubishi Mirage when it went on sale to clear out end-of-year stock), but thanks to a new standard 7.0-inch centre touchscreen featuring an integrated backup camera and some other updates, it’s a bit pricier this year. You can see all of the trims and check out previous years’ pricing right here at CarCostCanada, where you’ll also find manufacturer rebate info and dealer invoice pricing.
Its new list price still beats inflation (according to the Bank of Canada inflation calculator), as well as the Mirage by $510, and now that I think of it the Micra also beats the Mirage by 31 horsepower, 33 lb-ft of torque, 400 cubic centimetres of engine displacement, one cylinder, one rear suspension stabilizer bar, one-inch of standard wheel diameter, 20 millimetres of standard tire width, 32 litres of additional passenger volume, 41 mm of front headroom, 29 mm of rear headroom, 0.5 inches of standard centre touchscreen, six litres of fuel tank volume, and the list goes on.
The Micra’s design comes across quite retro, despite not referencing any specific car from Nissan’s past. (Photo: Karen Tuggay, Canadian Auto Press)
All said it would be unfair not to mention that, while the Mirage is about as sporty as a Kenmore dryer on spin cycle, its claimed fuel usage nears hybrid levels of efficiency at 6.5 L/100km combined city/highway in manual form and just 6.2 with its optional continuously variable transmission (CVT), compared to 7.9 L/100km for the Micra’s five-speed manual and 8.0 for its available four-speed automatic.
The Mirage beats the Micra in a number of other notable ways too, such as standard auto off headlamps, LED taillights, body-colour mirror caps, exterior door handles and liftgate handle, a chrome rear garnish, standard power door locks with remote access, power-adjustable side mirrors, powered front windows, air conditioning, Apple CarPlay and Android Auto smartphone integration, two more standard stereo speakers, a driver’s knee airbag, 79 additional litres of cargo capacity behind the rear seats, 511 more litres of cargo space with the seats folded, two more years or 40,000 more kilometres of basic warranty, five more years or 60,000 more km of powertrain warranty, etcetera, while year-over-year sales of the Mirage were off by just six percent compared to 39 percent for the Micra.
That last point might make it look as if more people like the Mitsubishi, but just 2,351 Canadians took a Mirage home last year compared to 5,372 that opted for the Micra. It’s easy to see they didn’t make their choice by comparing standard features and fuel economy, because the Mirage clearly comes out on top in these categories, so why all the Micra love?
Steel wheels and hubcaps? Why not? The Micra S costs barely more than $10k. (Photo: Karen Tuggay, Canadian Auto Press)
Take both cars for a drive and you’ll immediately understand. The Micra is so much fun you’ll be wondering why everyone’s making such a fuss about SUVs, whereas the Mirage feels best when idling in bumper-to-bumper traffic. If the latter describes your commute and you never plan on driving up to Whistler or Kelowna via the Coquihalla for a weekend getaway, by all means go all in on the Mitsu, but if you want a car that has the power to keep up with traffic while climbing steep grades, let alone is sporty enough in stock trim to compete in its own spec racing series, choose the Micra, and while you’re at it watch a few segments of the highly entertaining Micra Cup (see below for Race 1 of the 2018 season).
Rather than applying lipstick to a pig and trying to pass it off as the prom queen, Nissan invested its Micra money into a formidable direct-injection 1.6-litre four-cylinder engine good for 109 horsepower and 107 lb-ft of torque, compared to 78 and 74 respectively for the Mirage, plus a sporty feeling five-speed manual transmission with nice, progressive clutch take-up, wonderful steering feel, a front strut, rear torsion beam suspension with stabilizer bars at both ends, 15-inch wheels on 185/60 all-season tires, and overall driving feel that punches way above its 1,044-kilo welter curb weight.
Not sure what the swirly indentations on the roof do, but they look kind of cool from above. (Photo: Karen Tuggay, Canadian Auto Press)
Of course, how a city car takes to the corners may not matter as much to some folks as others, but let me know how you feel about that after you’ve just managed to avoid an accident thanks to the fleet footedness of your much more agile Micra. Due to such well-engineered suspension systems, I’m thankfully able to share a number of near misses that could have been bent metal at best, so handling is as much of a safety issue as braking performance, which I must say is pretty good on both cars despite their front disc, rear drum setups.
I know, many buying into this class will likely care more about colour choices and styling than performance and safety, and when it comes to visual appeal I think the Micra has an edge in this respect too. While both are quite seasoned, this generation of Mirage Hatchback having arrived on the scene in 2012 and the current Micra in 2011, albeit in Canada during the spring of 2014 as a 2015 model, the little Nissan looks well proportioned and actually quite sporty from all angles.
We love the classic taillight design. (Photo: Karen Tuggay, Canadian Auto Press)
Inside my base S trimmed tester, the word spartan comes to mind. Maybe minimalism might be kinder, because it does brighten things up with silver metal-like accents in key areas, and a nice, sizeable 7.0-inch centre touchscreen filled with a colourful interface, this especially true when placing the shifter in reverse and enjoying the big new backup camera on the display, while Bluetooth audio, Siri Eyes Free, and plenty of other functions provide a fully up-to-date user experience, but the black cloth seats come up a bit short on creativity, and the three-dial HVAC system is, while perfectly functional, easy to use, and adorned with blue and red highlights on the temperature knob and some backlit orange elements elsewhere, hardly exciting.
The steering wheel is new, and in its most basic form gets a fresh set of metallic silver audio system and Bluetooth phone switchgear on its leftmost spoke, but the two-dial gauge cluster hasn’t changed for as long as I’ve been testing this car, my first review being a 2015 version of this very Micra S, with its only option being a sparkling coat of Metallic Blue paint. This 2019 tester’s $135 worth of Magnetic Gray paint aside (the price of optional paint hasn’t gone up one cent), the gauge package is large and easy to read in any light, while the little LCD gear selector, odometer, fuel gauge, and trip computer display, capable of showing current and average fuel economy plus distance to empty) is kind of cool in a retro Seiko digital watch sort of way.
Open up and climb in… there’s plenty of room. (Photo: Karen Tuggay, Canadian Auto Press)
I reviewed 2016 and 2017 examples of the top-line Micra SR too, the former in a beautiful blue-green Caspian Sea hue (that’s still available), and the second in a less playful Gun Metallic grey (that’s been replaced by this car’s aforementioned Magnetic Gray—Metallic Blue is now only available in upper trims, incidentally), but Charcoal Cloth (black) is the only interior colour choice, albeit upper trims get some patterned colour woven into the seat inserts that’s a big move up in visual stimulation.
What else do you get with the base Micra? The new infotainment system and steering wheel switches aside, the Micra S comes with thoughtful little luxuries like rubberized knobs for the manual winding windows, cool little toggles for manually adjusting the side mirrors (although you’ll need to stretch across the car or ask for help to set up the one on the passenger’s side), carpeted floor mats front to back, and did I mention the genuine cloth seats? Of course, I’m poking a little fun at the expectations of our first world life, because very few cars available on the Canadian market have wind-up windows these days, let alone require a key to get into each front door as well as the rear hatch. Seriously there’s not even an interior latch to remotely release it, but once it’s unlocked you have the luxury of opening and closing it at will.
The cabin is a bit spartan, but comfortable and highly functional. (Photo: Karen Tuggay, Canadian Auto Press)
Standard features of note that have not yet been mentioned include tilt steering, micro-filtered ventilation, variable intermittent wipers, an intermittent rear wiper, two-speaker AM/FM/CD/MP3/WMA audio with Radio Data System (RDS) and speed-sensitive volume control, a USB port and aux-in jack, a four-way manual driver’s seat, 60/40 split-folding rear seatbacks, and more.
If you want air conditioning and/or cruise control, not to mention an upgraded steering wheel featuring switchgear on its right spoke, simply opt for the Micra S with its available automatic and these features come standard. That upmarket move requires a surprisingly hefty $3,810 resulting in a new total of $14,298 before freight and fees, which, once again to be fair to the Mitsubishi, is $2,100 more than the Mirage CVT that already includes the autobox-infused Micra upgrades as standard. The thing is, you’ll be hard pressed to get up a steep hill in the Mitsubishi, while you’ll be hard charging in the Micra.
Gotta love the wind-up windows. (Photo: Karen Tuggay, Canadian Auto Press)
The fancier cloth isn’t all you get when moving up from the Micra’s base S trim to its $15,598 mid-range SV or $17,598 top-tier SR grade, with the former trim’s standard features list swelling to include the automatic transmission, body-coloured mirror caps and door handles, power locks with auto-locking, powered windows, heated power-adjustable side mirrors, chrome interior door handles, cruise control, air conditioning, four-speaker audio, a six-way manual driver’s seat with a folding armrest, etcetera, while factory options for this trim include a $400 SV Style Package with 15-inch alloy wheels and a rear spoiler.
The top-line Micra SR gets the same rooftop spoiler and its own set of aluminum wheels, although its standard machine-finished rims grow to 16 inches and ride on 185/55 all-season rubber, while the rest of its standard features list includes upgraded sport headlights and taillights, front fog lamps, side sill spoilers, chrome exterior accents, a chrome exhaust tip, a leather-wrapped steering wheel, a leather-wrapped shift lever with the manual transmission (which once again comes standard), even nicer Sport cloth upholstery, and more.
The gauge cluster is serviceable and therefore does the job. (Photo: Karen Tuggay, Canadian Auto Press)
Paint colours aside there aren’t any factory options for the Micra’s two upper grades, but Nissan provides plenty of dealer-installed accessories no matter the trim, and some really celebrate the car’s sporty nature. For instance, there are Colour Studio packages that include contrasting coloured mirror covers and sport stripes available across the line for $219, or alternatively you can swap out the body-colour door handles on SV and SR models with the same contrasting colour from the aforementioned City Package by choosing the $461 Trend Package, while the $599 Intensity Package ups the ante with a contrasting coloured rear hatch finisher and a custom “Premium Package” emblem.
Alternatively you can get all of the above individually, as well as colour centre wheel caps, a rear rooftop spoiler (for S and SV trims), a chrome exhaust tip (ditto), etcetera, plus a whole host of more conventional accessories like all-season floor mats, a cargo mat, bicycle and ski/snowboard/wakeboard carriers, and more.
The biggest improvement for 2019 is this 7.0-inch touchscreen, that provides a much larger backup camera. (Photo: Karen Tuggay, Canadian Auto Press)
I should mention that the Micra and Mirage aren’t the only hatchbacks vying for your attention in this class. As noted earlier, Chevy’s little Spark is also a credible competitor for about $500 less than the Micra, while it bridges the gap (more like a chasm) when it comes to performance thanks to 98 horsepower and 94 lb-ft of torque (still 11 hp and 13 lb-ft less than the Micra), and fuel economy that’s rated at 7.2 L/100km combined, plus it offers an identically sized 7.0-inch touchscreen with standard CarPlay and Android smartphone integration, etcetera. It was redesigned for 2019, which spurred the strongest year-over-year growth within Canada’s entire small car sector (including larger subcompact and compact models) at 24.2 percent, resulting in 4,945 units and second place in the city car segment.
At the other end of the positivity spectrum Fiat’s much pricier $22,495 500 lost even more ground than the Micra at -68 percent and just 269 units down the road during the same 12 months—year-over-year Micra sales were down 39 percent, incidentally. The Smart Fortwo, which doesn’t really face off directly against any of these five-place competitors due to having just two seats, now being solely electric and thus starting at $29,050 and wearing a new EQ badge, saw its sales shrink by 13.9 percent to 317 units last year, while the entire city car segment has been contracting in recent years due to the cancellation of the all-electric Mitsubishi i-MiEV last year and the Scion iQ the year before.
There’s no shortage of headroom in the Micra’s tall cabin. (Photo: Karen Tuggay, Canadian Auto Press)
Glancing back at that list of rivals and it’s not too unreasonable to surmise some future cancellations. Truly, if it weren’t for Daimler’s brilliantly innovative Car2Go sharing program (it was first) it’s highly unlikely the Smart brand would exist anymore, at least in our part of the world, while both Fiat, which is repositioning itself as a boutique premium brand like Mini, and Mitsubishi, that’s only having any notable success with Outlander compact SUV that saw growth of nearly 50-percent last year due to a plug-in hybrid version, may not make it through the next inevitable recession.
I mean, if Fiat only managed to sell 596 vehicles brand-wide up until October of 2018, which is a 73 percent drop from the year prior, and then conveniently forgot to mention the brand in its monthly and yearly totals in November and December, there’s a pretty good chance they’re about to say arrivederci to the North American markets sooner than later. We sourced the information from Automotive News Canada that reported 645 calendar 2018 sales for a 72.4 percent downturn compared to the 2,339 units sold in 2017, but that’s still got to be beyond challenging for the Italian brand’s 55 independent retailers.
Rear seating space is decent too. (Photo: Karen Tuggay, Canadian Auto Press)
I’ve driven all of the above so therefore it’s easy for me to understand why the Micra is Canada’s best-selling city car, not to mention more popular than plenty of other small cars including the Mini Cooper at 4,466 units, the Honda Fit at 3,520 (although a flood at its Mexican assembly plant was the cause of its 29.9 percent downfall), Chevrolet Sonic at 2,836 (which will soon be discontinued), Volkswagen Beetle at 2,077, Ford Fiesta 1,323 (also cancelled), and Hyundai Veloster at 1,077 units (but it’s more of a niche sport model). I’m not saying this final list of cars aren’t more appealing than the Micra overall, but when value is factored into the mix, only the Honda Fit measures up.
Plenty of room for cargo. (Photo: Karen Tuggay, Canadian Auto Press)
While we most likely won’t see a redesign of our Canadian-exclusive Micra anytime soon (most other markets received an all-new Micra in 2017), because it’s not available in the U.S. and therefore may not warrant the investment, it’s possible that a change in market conditions could see it quickly become even more popular than it already is with price- and interest rate-sensitive first-time and fixed-income buyers. Still, as much as I’d like to get my hands on the more up-to-date version, the current Micra offers so much value for its asking price and provides so much fun at the wheel that it’s impossible to beat, and now that Nissan has given this base model new life with a fresh infotainment touchscreen it’s even better than ever, putting the new 2019 Micra S high on my budget conscious shoppers recommendations list.
Story credits: Trevor Hofmann, Canadian Auto Press
The new Jaguar F-Type P300 is nearly $10,000 more affordable than the base F-Type in 2017. (Photo: Trevor Hofmann, Canadian Auto Press)
Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value.
Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either.
Still drop-dead gorgeous after all these years. (Photo: Trevor Hofmann, Canadian Auto Press)
Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more.
The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.
The LED headlights are standard, but the 20-inch glossy black alloys are optional. (Photo: Trevor Hofmann, Canadian Auto Press)
If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience.
The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time.
The classic styling of a soft-top suits the F-Type ideally, and this roof’s quality is impressive. (Photo: Trevor Hofmann, Canadian Auto Press)
My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is.
I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout.
The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering.
Fit, finish and Jaguar’s choice of materials set the F-Pace apart from many competitors. (Photo: Karen Tuggay, Canadian Auto Press)
Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed.
Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance.
The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice).
The mostly analogue gauge cluster gets this particularly well designed multi-information display at centre. (Photo: Karen Tuggay, Canadian Auto Press)
The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside.
The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300.
The new standard 10-inch infotainment display makes the backup camera better than ever. (Photo: Karen Tuggay, Canadian Auto Press)
Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260.
Incidentally, all prices were sourced right here at CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal.
At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX.
We recommend spending a little more on these performance seats. (Photo: Karen Tuggay, Canadian Auto Press)
Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively.
Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid.
Story credits: Trevor Hofmann, Canadian Auto Press
The new TLX looks good in Tech trim, which doesn’t add any exterior upgrades to the base model. (Photo: Karen Tuggay, Canadian Auto Press)
Acura does well in almost every Canadian market segment it competes in. As calendar year 2018 ended the RDX sat within the top three of 15 compact luxury SUV competitors, while the MDX was fifth out of 21 mid-size premium crossovers and number one amongst dedicated three-row rivals. What about cars? The ILX was mid-pack in its entry-level luxury segment, and surprisingly the top-line RLX Sport Hybrid mid-size four-door was just one of two cars to show positive sales growth in a sector that’s been getting hammered by the aforementioned SUVs, although its actual final sales tally placed it second to last out of 17 competitors. Truly, Acura’s best sales success in Canada’s car sector is summed up in the TLX.
A total of 17 models compete in the compact luxury car D-segment, led by such notable names as the Mercedes-Benz C-Class, Tesla Model 3 (if you can trust their sales numbers that seem very suspect), BMW 3 Series, and Audi A4, which makes the TLX’ eighth position quite credible, albeit not as good as its previous best-of-the-rest status. Despite a thorough facelift last year, some of the shine has come off this car in recent years, or at least the Lexus IS and Infiniti Q50 have now passed by on the sales charts. The latter Japanese sport-luxury sedan is one of a handful that grew sales last year, the other direct four-door competitor being the C-Class, which means other than the Jaguar XE that slid rearward by 27.8 percent, the TLX’s loss of 25.2 percent made for the worst backward move in its four-door compact luxury segment. Yikes!
If you remember, I started this review by claiming that Acura does well in almost every Canadian market segment it competes in, not all. And to be honest, I thought this was going to be a positive story that would look good on the car and brand, because in previous years the TLX always held a solid fourth place behind the C-Class or 3 Series (depending on which one came first) and the A4, but to see it slide to sixth amongst its four-door sedan rivals was a shocker. Rather than analyze possible reasons why, I’ll steer away from that rabbit hole and instead talk about my experience with the car at hand, at which point maybe you’ll understand why I’m perplexed at its shaky sales results.
Long and lean, the TLX Tech provides a lot of style for the money. (Photo: Karen Tuggay, Canadian Auto Press)
The TLX has only been with us since 2014 when it arrived as a 2015 model. It came about by combining the smaller TSX with the larger TL, in spirit at least, resulting in a just-right-sized D-segment sedan. What I mean by that is it’s still a bit larger than most competitors, measuring 61 millimetres (2.4 inches) longer than its nearest challenger at 4,844 mm (190.7 in), albeit coming up 74 mm (2.9 in) short in wheelbase length when compared to that Q50, which was the longest next to the fractionally (0.1 mm) longer wheelbase of the C-Class. Its 1,854-mm (73.0-in) width (without mirrors) is widest in its class by 12 mm (0.5 in), while its 1,447 mm (57.0 in) height is tallest by a hair, or rather 4 mm (0.15 in). So if you want more luxury car for similar money, or more precisely quite a bit less money, the TLX should be high on your list.
The 2019 TLX starts at just $34,890 plus freight and fees, which is closer to the entry-level models of all brands just mentioned than anything sized and equipped like this Acura. Some quick comparisons have the segment’s next most affordable Cadillac ATS starting at $37,845, the Audi A4 at $39,800, the Lexus IS at $41,050, the Volvo S60 at $42,400, the Jaguar XE at $43,900, the Infiniti Q50 at $44,995, the Genesis G70 at $45,500, the Mercedes-Benz C-Class at $46,100, and the BMW 3 Series at $49,000, or in other words the TLX has every competitor beaten on price by a long shot.
By the way, all pricing was sourced right here at CarCostCanada, which not only provides all trims, packages and standalone options, but also lets you know about available rebates that might help you save money when it comes time to make a deal, plus even better, you can access dealer invoice pricing that could save you thousands.
The base 17-inch alloys look good, but you can’t upgrade the TLX tech with larger rims unless opting for A-Spec trim. (Photo: Karen Tuggay, Canadian Auto Press)
Just in case you’re thinking that Acura’s most basic D-segment entry must shortchange its owner something awful for under $35k, the base TLX gets full LED headlamps with automatic high beams, remote engine start, proximity access, pushbutton ignition, an electromechanical parking brake, a colour TFT multi-info display, Adaptive Cruise Control (ACC) with Low Speed Follow, an auto-dimming rearview mirror, an excellent multi-angle rearview camera with dynamic guidelines, dual-zone automatic climate control, a leather-wrapped steering wheel, a 10-way power driver’s seat with two-way powered lumbar, remote-linked two-way memory for the driver’s seat, side mirrors and climate control, a four-way powered front passenger’s seat, heated front seats, an 8.0-inch On Demand Multi-use Display (ODMD) above a 7.0-inch capacitive touchscreen with Apple CarPlay and Android Auto smartphone integration, seven-speaker audio, satellite radio, active noise cancellation, a Homelink universal garage door opener, a powered moonroof, and much more.
On top of that impressive list, all TLX trims boast standard AcuraWatch advanced driver assistance systems including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS) with Heads Up Warning, Lane Departure Warning (LDW) with steering wheel haptic feedback, Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM), plus the segment’s usual array of active and passive safety features, including an airbag for the driver’s knees, while Blind Spot Information (BSI) with a Rear Cross Traffic Monitor come as part of my tester’s second-rung Tech trim.
That’s right. We were able to test a less equipped trim this time around, ideal because plenty of buyers choose this well equipped model that still manages to slip under the base price points of most competitors at $38,590. Along with the safety upgrades, Tech trim adds rain-sensing wipers, power-folding side mirrors, an accurate navigation system with detailed mapping, voice recognition, the AcuraLink connectivity system, great sounding 10-speaker ELS Studio audio, hard disk drive (HDD) media storage, an always welcome heatable steering wheel rim, heated rear outboard seats, and last but hardly least perforated Milano leather upholstery replacing the standard leatherette.
Last year’s mid-cycle refresh didn’t change the interior design, although the two-tier infotainment system was upgraded. (Photo: Karen Tuggay, Canadian Auto Press)
Features in mind, I was disappointed that TLX buyers are forced to step up to Elite trim, which is only available with a V6 and all-wheel drive, to access a number of fairly basic luxury items such as auto-dimming side mirrors, rear parking sensors (that come packaged with the front sensors included), and a wireless smartphone charger, while LED fog lamps only come standard with the Elite and sportier A-Spec models, the latter made available with the four-cylinder and front-wheel drive for 2019. Offering these optionally would be beneficial to those who prize fuel economy more than performance, and Acura could package in the Elite model’s excellent surround view camera and ventilated front seats too.
My tester’s interior was finished in classic Ebony black, needless to say a good match to its $500 coat of optional Platinum White Pearl exterior paint, making for an elegantly sporty four-door thanks to tastefully applied bright metal and glossy black detailing outside plus plenty of satin-silver accents and grey woodgrain inlays inside. Take note that Parchment tan interior could have been selected at no extra charge, so if a lighter interior is more to your liking Acura has got you covered.
Despite its entry-level luxury asking price the TLX Tech interior’s fit, finish and materials quality is fully up to par with its D-segment peers, thanks to a soft-touch dash top that wraps down around the instrument panel, even to the lowest edges of the centre stack. Likewise, front and rear door uppers are finished with the same premium padded material, while the long, curving door inserts are nice stitched leather, as are the armrests side and centre. Acura even finishes the glove box lid off with the same pliable surfacing, only coming up a bit short on the sides of the lower console and each lower door panel, all areas that many rivals also apply harder plastic. Of course, all pillars are fabric-wrapped, and the roofliner is nicely finished in a high-grade woven fabric.
The TLX’ gauge cluster is effective, but looks a bit yesteryear. (Photo: Karen Tuggay, Canadian Auto Press)
The primary gauge cluster is a nice straightforward combination of metal-rimmed dials with a colour multi-info display at centre, the latter rather simple by today’s standards, but this more classic driving-focused cockpit is more than made up for in digital display acreage by Acura’s two-tiered infotainment system on the centre stack, the larger top monitor controlled by a big knurled metallic knob and row of surrounding buttons just below the smaller display, which is a touchscreen as noted earlier.
This second-generation dual-screen system was updated last year and now processes inputs 30-percent faster while also including the aforementioned branded smartphone integration, but be aware that a couple of features that function best with a touchscreen’s tablet-like pinch and swipe gesture capability, notably the navigation system’s map interface as well as both CarPlay and Android Auto, are shown up high on the larger display and therefore controlled more clumsily by the rotating knob and buttons below, while features like the climate control system, heatable front seats, and audio functions are found within the lower hands-on unit.
Other than the navigation map, the upper display’s graphics are rather drab with a basic grey/blue font and not much else to look at, while the screen resolution isn’t quite as fine as some others in the class, but this made me glad that Acura chose the more colourful map as the default function. The touchscreen’s graphics are certainly more appealing and also benefit from a higher resolution display with richer colours and deeper contrast.
Of note, you can adjust some of the climate functions via the narrow row of buttons and rocker switches just below the screen, and these are some of the tightest fitting, best damped switchgear in the business. This pretty well sums up most of the controls in the TLX’ cabin, although the buttons for the power windows and locks on the door panels seem like afterthoughts and therefore aren’t quite up to the same standard.
The navigation system’s route guidance works well, but the display is lower in resolution than some rivals. (Photo: Karen Tuggay, Canadian Auto Press)
Adjusting the power side mirror controller on the same panel provided good rearward visibility, which when joined by plenty of glass in every direction, plus the auto-dimming rearview mirror and aforementioned multi-angle rearview camera, results in a car that’s easy to drive through congested city traffic and tight parking lots.
The multi-adjustable driver’s seat is very comfortable too, although I would have preferred four-way lumbar support to press more accurately against the small of my back, plus extendable thigh supports for cupping under the knees would’ve been nice as well. Still, the tilt and telescopic steering column extended the steering wheel far enough rearward to provide a comfortable seat distance for my legs while leaving my elbows properly bent for maximum control when resting the hands at 9 and 3 o’clock, plus all controls were within easy reach.
The rear seating area offers plenty of space too, plus excellent lower back comfort in the outboard positions. A large folding armrest provides a nice place for inside elbows when only two are seated abreast, plus the usual twin cupholders and a tiny open bin for holding snacks or what-have-you. Acura adds a couple of vents to the backside of the front console to keep rear passengers aerated, while providing three temperatures for the rear seat heaters is better than the usual two.
The touchscreen is a big improvement. (Photo: Karen Tuggay, Canadian Auto Press)
The TLX’ trunk provides a decent amount of space as well, measuring 405 litres (14.3 cubic feet) thanks to the car’s extra length mentioned earlier. Pull tabs release the 60/40 split seatbacks if you want to lower one side or both for longer cargo, but unless you’ve got something strong enough to push them forward with, like a set of skis, you’ll be forced to walk around to the side doors to drop them down anyway. Another shortcoming is the 60/40 split itself, which doesn’t include a centre pass-through and therefore limits the use of the seat heaters when transporting said skis or snowboard equipment—cue one whining tweenager now.
Cranking up the aforementioned ELS stereo might be a good way to drown out rear seat complainants, mind you, but then again you might find the sound of the high-revving base 2.4-litre engine more to your liking. This engine is right out of the previous-generation Civic Si, so that sonorous song and rorty exhaust note ideally complements its ability to rev all the way to 6,800 rpm. I’m not sure whether I like this V-TEC-infused mill more than the aforementioned 3.5-litre V6, and if it weren’t for the larger engine’s advanced SH-AWD, the FWD version might even be the sportier choice.
Don’t get me wrong as the V6 spits out a naughty growl of its own when getting hard on the throttle, but my nod in the four-cylinder’s direction has more to do with the excellence of its quick-shifting paddle-shift actuated dual-clutch eight-speed automated transmission than its 206 horsepower and 182 lb-ft of torque. Certainly the extra 84 horsepower and 85 lb-ft of torque would be had to pass up, but that engine’s nine-speed automatic kills its fun-factor, taking far too long between shifts to feel remotely sporty.
The seats are comfortable and finished in perforated leather, but more adjustment would be helpful. (Photo: Karen Tuggay, Canadian Auto Press)
Getting the most out of the TLX drivetrain is Acura’s four-position “Dynamic Mode” driver settings, featuring default Normal, thrifty Econ, Sport and Sport + modes. The latter two really make a difference when pushing the envelope, but I left it in Econ mode when dealing with city traffic, as it was best for eking the most from a tank of fuel. Acura claims 10.0 L/100km city, 7.1 highway and 8.7 combined with the four-cylinder model, while the V6, that gets an engine idle stop-start system, does pretty well at the pump as well with a rating of 11.4, 7.7 and 9.8 respectively.
Another bonus with the smaller engine is less weight over the front wheels, so it feels nimbler when pressed hard through corners and is less likely to understeer, or push out the front wheels and drive straight when the tires break traction in the middle of a turn. On this note it’s pretty hard to upset the TLX’ nicely sorted front strut and rear multi-link suspension setup, despite the car’s smallish standard 17-inch alloy wheels and 225/55 all-season tires, but this brings up another shortcoming with both base and Tech trims, Acura doesn’t offer any wheel and tire upgrades. These lesser tires are easier on the wallet when it comes time to replace, however, and they help the TLX deliver a nice compliant ride. High-speed stability on the freeway is good too, with the car tracking nicely and wind noise kept to a minimum.
Once again, four-cylinder fans who want more can now opt for the TLX Tech A-Spec, a car I hope to cover in an upcoming review because it combines what I think is this model’s sportiest drivetrain with a sweet looking set of 19-inch rims on stickier 45/40 rubber, plenty of aerodynamic styling upgrades, and other niceties inside.
As it is, the 2019 TLX Tech is an attractive car thanks to last year’s refresh, highlighted by the brand’s now trademark “diamond pentagon grille,” tidier lower fascia, and sharper looking rear apron. It already included some of the best-looking LED headlamps and an attractive set of LED taillights, the former nicely revised, while its overall profile is long and sleek. Still, those updates were added to a car that was already three years into its lifecycle and now that it’s heading into its fifth will soon require a complete overhaul in order to keep its loyal followers from looking elsewhere.
The rear seating area is spacious and very comfortable. (Photo: Karen Tuggay, Canadian Auto Press)
That thought in mind, one reason for the TLX’s recent sales decline could be the introduction of Acura’s all-new RDX, which has no doubt lured away more than a few would-be sport sedan buyers. It truly is better than most rivals and therefore worthy of its success, which bodes well for an upcoming redesign to this TLX. A new version should arrive sometime next year, so fingers crossed they build on all that’s good with this current version, mix in much of what makes the new RDX great, and end up with a new TLX that at the very least reclaims best-of-the-rest status.
Until then, you can do a lot worse than the 2019 TLX, especially when factoring in expected reliability and stronger than average resale values that come from such a competitive value proposition at time of purchase. The TLX Tech is a very good car for a superb price, and even when loaded up with maximum performance and features the TLX Elite SH-AWD A-Spec slips under the $50k affordability barrier and therefore undercuts most competitors by thousands, let alone tens of thousands. You should consider it seriously.
Story credits: Trevor Hofmann, Canadian Auto Press
