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2019 Genesis G70 3.3T Sport AWD Road Test

Few categories in the luxury auto sector are more competitive than the battle between compact sport sedans, so bringing an all-new entry into this class takes an entirely new level of courage.

If you haven’t already heard, Genesis is the new luxury brand of Hyundai Motor Group. Basically it’s what Lexus is to Toyota, Infiniti is to Nissan and Acura is to Honda, or for that matter what Audi is to Volkswagen. Each of the just-noted Japanese luxury brands were relative late arrivals compared to their European and domestic American counterparts, some having been around for more than a century.

With the G70, Genesis hasn’t exactly broken the mould like Tesla has with its lineup of electric vehicles, the Model 3 now leading this class in sales. Instead, the new G70 offers an attractive, well made, potent performing, and strong value propositioned alternative to market leaders such as BMW’s 3 Series, Mercedes-Benz’ C-Class and Audi’s A4, not to mention the many others including Lexus’ IS, Infiniti’s Q50, Acura’s TLX, Cadillac’s ATS, Volvo’s S60, Jaguar’s XE, and Alfa Romeo’s Giulia.

That’s a full sleight of competitors, and didn’t even include all the coupes, convertibles and wagons, some of the coupes even boasting four doors like the Audi A5 Sportback and BMW 4 Series Gran Coupe. How has the G70 fared? Specifically regarding sales, Genesis Canada sold 1,119 G70s through calendar year 2019, which is quite good, even representing a 15.7-percent gain year-over-year (although the year prior was only 10 months as the G70 went on sale in March, 2018).

That puts its sales higher than some key rivals, namely the Cadillac ATS that required a sedan and coupe to total 1,032 units yet still dropped 36.1 percent from the year before, although that’s not as bad as the Alfa Romeo Giulia that lost 52.5 percent year-over-year with only 242 sales in 2019, not to mention Jaguar’s XE that plunged 72.5 percent after selling a mere 157 units last year, resulting in the last and final place in this segment.

That Genesis achieved 1,119 deliveries in a year that saw many of its competitors lose ground made for impressive beginnings. Let’s remember it’s a three-year old brand, and this is its first totally new model. Yes, the G90 full-size luxury sedan was new when it was introduced together with the entire brand in November 2016, but like the G80 mid-size luxury sedan it started off as an older Hyundai model. The G90 began as the Hyundai Equus, and therefore can be considered to be in its third generation, while the G80 merely had its rear badge changed from Hyundai’s stylized “H” to Genesis’ wings. In fact, it had been wearing the new Genesis brand’s logo on its hood and steering wheel for two generations and eight years already, thanks to previewing the Genesis nameplate.

To say the G70 is an important model for Genesis is an understatement, being that it made up 73.4 percent of Genesis sales in 2019. The G80 found just 324 new owners last year, and the G90 just 82 (that’s nowhere near last place, by the way, but rather 18th from last, with Canada’s worst sales going to the Kia K900 that had zero deliveries and ironically shares its platform architecture with the G90).

The first Genesis win is styling, with the G70 providing the kind of good looks it needs in order to stand out. It has a strong, aggressive stance, yet it’s not too over-the-top either, other than maybe its nonfunctional front fender vents. It’s also sized perfectly to fit within the compact luxury D-segment, measuring 4,685 millimetres from nose to tail with a 2,835-mm wheelbase, 1,850 mm wide, and 1,400 mm tall, which makes it near identically proportioned to the current C-Class sedan, and only a bit shorter than the 3 Series. This appears to be an ideal size for compact luxury sedans, compared to the Infiniti Q50 that’s quite a bit longer.

This results in a car that’s completely comfortable front to back, yet light and quick enough for good manoeuvrability. Its driving position is very good, with lots of reach and rake from adjustable steering column, while the driver’s seat is excellent, with good upper leg, lumbar, and side support. The steering wheel is smartly shaped for comfort and control, with shift paddles where they need to be for fast gear changes, while the pistol grip-style shift knob on the lower console-mounted lever is simply there for selecting D, R or N, P found on a button just in front. A lovely rotating knurled metal dial allows for drive mode selection, the choices being Comfort, Eco, Smart, Sport and Custom, and while I tried each one out for testing purposes, I’m sure you can hazard to guess which one I used most often.

Base G70s use an eight-speed automatic transmission, which gets Idle Stop and Go to automatically shut off the engine in order to save fuel and limit emissions when it would otherwise be idling, and then quickly restart it again when lifting off the brake pedal. The entry-level 2.0-litre turbo-four is good for 252 horsepower and 260 lb-ft of torque, and is also the sole engine available with a six-speed manual in performance-oriented 2.0T Sport RWD trim. The “RWD” portion of the trim designation gives away its rear-drive nature as well, this being the only G70 without AWD, but this model actually puts out an extra 3 horsepower over its auto-equipped 2.0T brethren. The base G70 is the 2.0T Advanced AWD model, which gets followed by 2.0T Elite AWD and 2.0T Prestige AWD trims.

The only two trims using the upgraded twin-turbocharged 3.3-litre V6 power unit, which makes 365 horsepower and 376 lb-ft of torque, is the 3.3T Dynamic AWD model and the top-tier 3.3T Sport AWD being tested here. The powertrain has a nice eager exhaust note at idle, while choosing Sport mode automatically adds air to sport driver seat’s bladder-infused bolsters, this exclusive 16-way power-adjustable seat providing excellent lateral support, not to mention four-way lumbar support and an always appreciated lower cushion extension that made it wonderfully comfortable.

The 3.3-litre V6 makes for a brilliantly quick getaway car, blasting from zero to 100 km/h in just less than five seconds, while its exhaust note becomes addictive as the engine soars toward its 7,000-rpm redline. The eight-speed automatic delivers quick, sharp shifts in Sport mode, the paddle shifters only adding to the intensity, this particularly true through corners where the G70 feels light, lively and oh-so eager to impress, making it a great deal more enjoyable to drive than the equivalent Lexus IS 350 F Sport, not to mention many others in this class.

The brakes are very strong and don’t fade away after repetitive foot stomps. The Sport gets four-piston front and two-piston rear high-performance Brembos with fixed red-painted calipers, which are easily up to task. The G70 has impressive balance thanks to a well-sorted front strut and five-link independent rear suspension setup that never gets out of shape, yet provided a nice, compliant ride even with my test model’s big 19-inch staggered-width alloy wheels encircled by 225/40 front and 255/35 rear Michelin Pilot Sport 4 summer performance tires.

My G70 Sport’s outstanding stability probably has a lot to do with my its upgraded adaptive control suspension. This is a high-performance suspension control system that distributes front and rear damping forces when a driving situation becomes potentially dangerous and/or unstable, aiding in accidence avoidance. Safety in mind, upper G70 trims also get forward collision assist with pedestrian detection, lane departure warning and lane keeping assist, and driver attention warning, whereas all G70s include blind spot collision warning with lane change assist, plus rear cross-traffic collision warning.

A motor-driven rack-and-pinion steering system gets Variable Gear Ratio assistance for quick, positive response to inputs, yet it never felt nervous. Actually, the G70 tracks really well at high speed, its mechanical limited-slip differential helping out rear traction. Truly, the G70 is a sport-luxury sedan I could live with every day, my only wish being a racetrack that would allow me to test it to its maximum (or my maximum), but even in congested city traffic it was easy to drive.

It was during such slower speeds that I had time to enjoy its nicely detailed cabin. Everything is extremely well put together, with the expected pliable composite surfaces above the waste, except for the glove box lid and surrounding surfaces next to the steering wheel. Most buttons, knobs and switches were high quality, but its aluminized silver buttons with blue backlit lettering came across a bit too much like Hyundai products, as did the 8.0-inch infotainment touchscreen atop the centre dash, and its graphic interface. It’s filled with plenty of features, such as Android Auto, Apple CarPlay, a navigation system, a multi-view camera, Genesis Connected Services, etcetera, the 15-speaker Lexicon audio system with Quantum Logic surround sound being very good, although most others in this category offer some sort of infotainment controller on the lower console, and not just a touchscreen.

Ahead of the driver is a large 7.0-inch, highly functional TFT multi-infotainment display as well, and while it was nice and bright plus plenty colourful, I wondered why it wasn’t a fully digital instrument cluster being that it’s a brand new model and Genesis would have been able to include one in upper trims, this being all the rage right now.

A nicer surprise was the diamond-patterned quilted black and grey highlighted Nappa leather upholstery on the seats and door panels. This is the kind of over-the-top opulence I expect to find with an Aston Martin or Bentley, not an entry-level Genesis sedan. The seats even included stylish grey piping on their side bolsters and at the top of each backrest. This comes as part of my Sport model’s standard Sport Appearance Package that also adds the power-adjustable bolsters and seat cushion extension on the driver’s seat noted before, plus metal foot pedals and a black microsuede headliner and roof pillars.

The G70 is also as nicely finished in its rear quarters as it is up front, the back outboard seats including three-way seat warmers. Those up front included these as well, plus the driver could warm his/her hands on a heatable steering wheel rim, and two front seats were also ventilated for cooling during summer. Dual-zone auto climate control managed cabin comfort, of course, while the usual smartphone connectivity and various charging ports were also included, my go-to choice being a wireless charging pad.

The poorly finished cargo compartment was disappointing, the G70’s trunk no better than what you might find in a Hyundai product. It’s slightly shallower than some peers, plus its hinges take up more room than struts would. Worse, the load floor feels flimsy, and the split-folding rear seatbacks are only divided in a 60/40 configuration, with no centre pass-through, making the G70 less flexible for passengers and cargo than some of its European rivals.

To be fair, the G70 is quite a bargain when compared to most of its German competition, with a base price of only $42,000 (plus freight and fees). Even the most affordable Mercedes-Benz C-Class sedan starts at $46,100, while the least expensive BMW 3 Series sedan takes an investment of $49,000. Even pricier, the slow selling Jaguar XE needs $49,900 before it can be taken home, while Alfa Romeo Giulia can’t be had under $50,445. Of course, some rivals undercut the G70, such as the Audi A4 that only needs $39,800 to procure, while a base Lexus IS (RWD) can be had for $41,250, but these don’t offer the same level of standard features as the G70.

2019 Genesis G70 3.3T Sport AWD2019 Genesis G70 3.3T Sport AWD — The rear seat could use a bit more legroom, but it’s comfortable.

By the way, you can learn about full-range pricing for each of these models just mentioned right here at CarCostCanada (just click on the links for the car names above). CarCostCanada has trim, package and individual options info, plus you can find out about available offers, such as the zero-percent factory leasing and financing rates now provided by Genesis for 2019 and 2020 G70 models. Before you buy or even contact your Genesis dealer, or any of the others, make sure to also get your CarCostCanada membership so you can go to your local dealer with invoice pricing in order to make sure you get the best deal possible.

The 2020 G70 hasn’t changed from this 2019 model, incidentally, other than the discontinuation of the 3.3T Dynamic AWD model and availability of new higher-end 3.3T Prestige AWD trim. The base price remains the same too, although some of the other trims move up in price, including this Sport trim that gets a new standard power trunk lid so therefore adds $500 for a new total of $58,000.

In the end, the 2019 Genesis G70 is a superb sport-luxury sedan with very few negatives. It’s particularly good for those that drive enthusiastically, as it rewards skillful drivers with brilliant straight-line acceleration and wonderfully predictable, thoroughly capable road holding. This said its good balance and the AWD model’s tendency to understeer make it safe for newer drivers too, while its cabin quality and refinement will impress everyone, with plenty of comfort and some of the most luxurious details in the class.

Of course, it’s not faultless, its claimed 13.3 L/100km city, 9.5 highway and 11.6 combined fuel economy notably thirsty (the four-cylinder, AWD model gets an estimated 11.5, 8.7 and 10.3 respectively), but I think its pros, that include a five-year, 100,000-km comprehensive warranty, outweigh its cons, so I have no problem recommending the G70 to anyone thinking of purchasing a new compact luxury sedan.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Volvo XC90 T6 AWD Inscription Road Test

Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.

This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.

Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.

Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.

The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.

Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.

While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.

The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.

If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.

As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.

As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.

As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.

Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.

Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.

Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.

Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.

I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.

The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.

Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).

In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.

That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.

Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Lincoln MKC 2.3L EcoBoost AWD Reserve Road Test

This may be the first time you’ve seen the refreshed 2019 Lincoln MKC, a luxury version of the much better known Ford Escape that’s worn a totally different split-wing grille design up until this year’s mid-cycle upgrade. Normally an update like this has at least two years of life before it gets renewed, but we can soon say goodbye to the MKC now that the entirely new 2020 Corsair has been introduced.

Whether the short-lived 2019 MKC becomes collectable is anyone’s guess (I doubt it), but it’s nevertheless a rarity. The pre-refresh MKC lasted from 2015 through 2018, with this 2019 model getting a totally reworked frontal design, including its grille, headlights, and lower fascia, while Lincoln splashed a little chrome onto its rear hatch as well, but other than that it’s unchanged. Another oddity sees this grille transported over to the 2020 Corsair, virtually unchanged.

While I’m tempted to delve into all the differences between this 2019 MKC and the new 2020 Corsair, I won’t. Suffice to say this outgoing mode is based on the old 2019 Ford Escape and the Corsair rolls on the new 2020 Escape. The updated model features a renewed duo of turbocharged four-cylinder engines, once again displacing 2.0 and 2.3 litres apiece, the entry-level mill making 250 horsepower and the top-line version producing 280 horsepower, which is a respective five horsepower more and five less than this year’s MKC, with torque measuring exactly the same 275 lb-ft with the former engine and five lb-ft more at 310 lb-ft for the latter.

We should expect better fuel economy thanks to a new eight-speed automatic transmission that’s operated via new horizontally mounted “piano key” shift toggles that replace this MKC’s row of buttons on the centre stack. LEDs for the signature-enhanced headlights, turn signals and tail lamps remain standard, but the interior is now completely updated with a digital instrument cluster and new tablet-style centre touchscreen.

The new Corsair’s $44,700 base price is just $550 more than the 2019 MKC’s $44,150 entry price, while a 2018 MKC was available for only $43,950 when new. Interestingly, the MKC cost just $39,940 when it launched in 2015, which probably has just as much to do with the Canadian dollar’s steadily eroding purchasing value over the past four years as it does with Lincoln’s streamlined trim offerings, this done by dropping its former base Premier trim in 2017, which of course added more standard equipment.

Today’s MKC can be had in two trim levels including Select and Reserve, the top-line model starting at $48,800 (for detailed pricing on trims, packages and options, plus manufacturer rebate info and dealer invoice pricing that can save you up to $5,000 in additional incentives at the time of publishing, make sure to check the 2019 Lincoln MKC Canada Prices page right here on CarCostCanada). Choosing Reserve trim is the only way to get the just-mentioned 2.3-litre engine, which puts out a grand total of 285 horsepower and 305 lb-ft of torque, while adding $2,150 to the MKC’s price tag. Both MKC models are two forward speeds short of the new 2020 Corsair’s eight-speed autobox, leaving this 2019 SUV with Ford/Lincoln’s well-proven six-speed SelectShift automatic featuring manual mode and paddle shifters.

The upgraded engine also comes standard with idle start-stop that automatically turns off the engine when it would otherwise be idling, and then immediately turns it on when removing foot from the brake pedal, whereas this eco feature is an option with the 2.0-litre engine. The result at the refuelling station is hardly noticeable, however, the non-idle start/stop base engine claiming an estimated fuel economy rating of 12.3 L/100km city, 9.3 highway and 11.0 combined, with idle start-stop merely decreasing combined average fuel economy by 0.1 L/100km to 10.9.

My tester’s 2.3-litre engine gets a claimed 13.1 L/100km in the city, 9.5 on the highway and 11.5 combined, which isn’t superb for a compact luxury SUV, being that BMW’s X3 xDrive30i achieves an estimated 9.6 L/100km combined, Audi’s Q5 gets a claimed 9.9, and Mercedes’ GLC 300 4Matic is good to go at about 10.0 L/100km combined. The 2020 Corsair should improve overall fuel economy, but I can’t imagine it gets dramatically better results.

This said I don’t imagine many Canadians thinking about buying a compact luxury SUV consider the level of focus Lincoln puts on performance, but the MKC has always been a serious competitor in a straight line and fully capable through fast-paced corners, or for that matter on long stretches of open highway. The little Lincoln even boasts a standard adaptive suspension system controlled by Lincoln Drive Control with Normal, Sport and Comfort modes, while its electric power-assist steering is relatively precise and standard all-wheel drive good for all weather conditions.

Still, it’s best respected for its smooth ride and quiet cabin, luxury being highest on Lincoln’s hierarchy of importance. Therefore, laminated acoustic front door glass and active noise control are standard, and that adaptive suspension system mentioned a moment ago also improves comfort.

My tester’s ride was compliant even with its ultra-sporty 20-inch alloy rims, its luxurious nature a good fit with its elegant interior. It went from stylish White Platinum on the outside (a $700 upgrade) to Espresso brown on the inside (dark grey Ebony, creamy Cappuccino, and dark Rialto Green are available colourways as well), at least above the waist and for the perforated Bridge of Weir Deepsoft leather-upholstered seats. Contrasting light beige was used for the lower dash, centre console, and lower door panels, as well as the roofliner, pillars and carpets, making for a ritzy looking cabin. Even better, real hardwood inlays on the instrument panel and doors come standard, while just the right amounts of satin-finish aluminum trim are placed in key locations around the interior, plus some attractive aluminized and/or chrome adorned buttons, knobs and toggles, and the list goes on.

Lincoln did a good job of finishing off the dash and door uppers too, with soft padded leather-like surfaces that felt more genuine than mere leatherette. These weren’t the only surfaces trimmed out with pliable composites, mind you, but the others were more obviously synthetic, while those used for covering the lower dash had more of a rubberized feel. No doubt Lincoln chose the rubbery surface treatment for protecting it from footwear. Either way it’s a positive to find soft touch panels on a compact luxury SUV’s lower extremities at all. The padded composites edge each side of the centre console, protecting the inside knees of both driver and front passenger, plus it extends ahead of the front passenger including the glove box lid. Panels above the driver’s knees and on the lower door panels are made from soft-painted plastic, which is similar to most others in the compact luxury segment.

The lower console’s top section is ultra-simple due to the centre stack-mounted gear selector noted earlier, merely including dual cupholders and a lidded smartphone storage area featuring a rubberized pad as well as a 12-volt charging port and two USB-A chargers. Lincoln finished its insides with a soft felt-like treatment, but the cheaply made lid isn’t up to the luxury levels of quality. It opens and closes softly, which is nice, but that’s all I’ve got to say positively about it. Lincoln finishes the glove box and centre console bin with the same velvety lining, the latter including a removable tray plus an additional 12-volt charging port, but oddly there’s a hole at the very bottom of the bin that could easily swallow up small valuable forever, so my guess is that something is missing in this particular vehicle.

On the positive, Lincoln chose to trim out both front and midship roof pillars in cloth, this normally only done on the A-pillars in this class. I recently made special not of this shortcoming in a 2019 Acura RDX A-Spec review, which is an impressive compact luxury SUV in most respects, except its unusual gear selector, a weakness it shares with this MKC.

The Japanese and domestic luxury SUVs are hardly the same when it comes to swapping cogs, with Acura providing a complex combination of buttons and pull-tabs on the RDX’ lower console that took me plenty of test weeks to acclimatize myself to, and Lincoln incorporating its lineup of cars and SUVs with a similar thin strip of switches, albeit more straightforward and on the left side of the centre stack. Their placement forced me to lean forward more than I wanted in order to engage, however, and therefore wasn’t the MKC’s best ergonomic attribute. Obviously Lincoln heard complaints from customers as well as auto pundits, so I look forward to find out if their placement in the new Corsair is close enough for comfort.

Just the same, I appreciate how Lincoln chose to vertically bookend the MKC’s start/stop and sport mode buttons with its PRND selections, but I’d prefer staying firmly within the little Lincoln’s superb driver’s seat in order to actuate buttons within closer reach. Along with their inherently good design, and all the expected adjustments like powered fore/aft, up/down and recline, both driver and front passenger also receive four-way powered lumbar support as well as four-way manual head restraint adjustment, resulting in 12-way adjustability up front. They are three-way heatable in base trim too, and three-way ventilated when opting for this Reserve model, while all trims include driver-side seat memory.

Comfort in mind, the standard multifunctional steering wheel is ideally shaped for optimal easy of use and control, while its rim gets wrapped in soft Wollsdorf leather for a truly rich feel. I should mention the previously-noted Bridge of Weir Deepsoft leather upholstery comes standard in both MKC trims, which means there’s no cheesy corrected-grain, split-skin, synthetic polymer paint-coated hides when you choose a Lincoln (you’d best opt for the pricier BMW for that level of “luxury”). Like its high-grade leather, the MKC doesn’t skimp on other standard features either, with additional no-cost content that would normally be extra from rivals including a power tilt and telescoping steering column with memory, reverse parking sensors, an auto-dimming rearview mirror, and even an auto-dimming driver’s side mirror, while both exterior mirrors power-fold and include memory.

Now that I’ve started listing standard features I might as well continue, with the base Select model featuring 18-inch alloys and roof rails, plus the Lincoln Embrace system that lights up the headlamps, door handles, interior lights and more when approaching in the dark. Base trim also includes remote start, a SecuriCode keyless access keypad, proximity-sensing keyless entry, pushbutton start/stop, an electronic parking brake, illuminated entry, ambient lighting, LED map lights, a particulate-filtered dual-zone automatic climate control system, an overhead console with a convenient sunglasses holder, and a garage door opener.

A big, user-friendly 8.0-inch touchscreen tops off the centre stack (identically sized to the new Corsair’s 8.0-inch centre display, incidentally), featuring Lincoln’s well thought out SYNC 3 infotainment interface boasting Android Auto and Apple CarPlay smartphone integration, a backup camera with dynamic guidelines, separate digital panels for climate control, the audio system incorporating 10 speakers, a subwoofer, satellite radio, and Bluetooth streaming audio, plus phone functions and more. The touchscreen’s smaller and not as high in definition as some rivals’ widescreen, high-def infotainment systems, but it responds to inputs quickly, is really easy to figure out, and is graphically attractive.

Lincoln also includes standard Lincoln Connect featuring a 4G LTE modem, plus the Lincoln Way App that allows unlocking, locking, starting and finding your modem-equipped MKC via your smartphone. Also standard are dual USB charge ports, a quad of 12-volt chargers, a powered tailgate, a retractable cargo cover, an Easy Fuel capless fuel filler, all the usual active and passive safety features as well as a driver’s knee airbag, plus SOS post crash alert, the SecuriLock passive anti-theft system, a perimeter alarm, etcetera.

Those who choose the base Select model can upgrade it further with blindspot warning and cross-traffic alert, that being part of the $1,250 Select Plus package that also features voice-activated navigation, and as long as you’re going to go this far to upgrade your Lincoln you might as well add the $675 Climate package, being that it includes auto high beams, a heated steering wheel, rain-sensing wipers, a windshield wiper de-icer, and heatable rear seats. You can upgrade the base model further with a $2,200 panoramic Vista Roof, complete with a powered sunshade.

Everything mentioned so far came standard with my Reserve test model, although the 18-inch alloys normally found in its wheel cutouts get updated from painted silver to machine finishing with painted pockets. The Reserve also includes forced ventilation from its front seats, while its normally body-coloured door handles get chrome highlights, and the power tailgate incorporates hands-free capability that only requires someone carrying the key fob to wave their foot below the bumper.

Opting for the upper-crust Reserve also means additional features become available, such as a different $500 set of 19-inch painted five-spoke alloys or the $750 top-line 20-inch rims found on my tester, while it’s also important to note that only MKC’s with the more powerful 2.3-litre twin-scroll turbo engine can qualify for the biggest rims. Reserve buyers can also choose a $2,420 Technology Package adding forward parking sensors, dynamic cruise control, pre-collision warning with pedestrian detection, auto emergency braking, lane keeping assist, and semi-autonomous active parking assist.

Finally, Select and Reserve trims can both be upgraded with unique Sonata Spin aluminum trim on the doors and instrument panel, plus upgraded yet further with an excellent $1,100 THX II audio system that was added to my test model, while a $500 Class II towing package can haul up to 1,360 kg (3,000 lbs) of trailer via the 2.3-litre engine. With all noted items tallied up, which was very close to fully loaded, my tester reached beyond $55k, and yes this sounds like a big sum of money for a compact SUV until comparing it with a similarly equipped Audi Q5, BMW X3 or Mercedes-Benz GLC, all of which would add about $10k to the price of entry without including all of the features offered by Lincoln.

So how does the MKC measure up from a practical perspective? I believe it will be amply roomy for most Canadian families as long as their teens aren’t too tall, and likely spacious enough for the majority of empty nesters if their grandkids are likewise on the smaller side. The aforementioned powered tilt and telescopic steering column allowed for plenty of reach, so I was able to push the seat squab far enough toward the back in order to make room for my longish legs so my shorter than average torso didn’t make it difficult to stretch to the steering wheel. We’re not all created equal when it comes to height, of course, but this is true for personal proportions too, and this has caused me problems when trying to fit into some other cars and SUVs. Fortunately Lincoln has provided the necessary adjustability to take care of all types of bodies, which is a big positive for the MKC.

And now to follow up on that teens and grandkids comment I made a moment ago, the MKC’s rear passenger compartment is not the roomiest in the compact class. After positioning the driver’s seat for the long-legged, shorter torso frame just mentioned, which incidentally measures just five-foot-eight from head to heals, I sat directly behind to learn that only three and half to four inches of space could be found between my knees and the backside of the driver’s seat, plus I wasn’t able to stretch my legs out much either. I had the luxury of comparing my MKC tester to a Volvo XC40 during the same week, and found the Lincoln had less knee, foot and headroom, although about the same width from side to side. Volvo also offered a wider centre armrest, while the MKC’s wasn’t large enough to rest an elbow on comfortably because of dual cupholders down its middle.

At least the MKC’s rear doors were detailed out just as ideally as those in front, plus the backside of its front centre console housed buttons for two-way rear outboard seats, a three-prong household-style plug, and a duo of USB-A device chargers.

Also good, the MKC’s dedicated cargo area is large at 712 litres (25.2 cubic feet), plus when its 60/40 split-folding seatbacks are lowered there’s a sizeable 1,505-litre (53.1 cubic-foot) area to stow gear. It’s nicely finished too, with luxurious yet durable looking carpets on the removable floor, the seatbacks, and each sidewall, but there aren’t any levers for automatically dropping those seats down. Living with a bit more manual labour is no real problem, but life without a centre pass-through, or an even better 40/20/40-split rear bench could put would-be buyers off, particularly those that load longer cargo in regularly, such as skis. If you have two kids or plan on bringing friends to the ski hill, just remember that only one will enjoy the more comfortable rear window seat, which incidentally includes the bun warmer. I’m sure you can easily imagine the whining complaints right about now.

Yes, this 2019 Lincoln MKC doesn’t hit the bull’s-eye with every shot, but it delivers will in most respects. Its front styling is arguably improved, its cabin is finished impressively, it has no shortage of premium features, it provides plenty of options, and delivers strong overall value. If you can live with its thirstier than average fuel economy, rear legroom shortcoming, and cargo inflexibility, I can soundly recommend it.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Buick Encore Essence AWD Road Test

When you think of Buick, does the word “global” come to mind? While those outside of North America and China may not have ever heard of the Buick brand name, most of its models are sold under alternative badges in other jurisdictions, such as Opel in continental Europe, Vauxhall in the UK, plus Holden in Australia and New Zealand, while the cars and crossover SUVs sold here are often made somewhere else.

For instance, I recently reviewed a 2019 Regal GS (see the 2020 model here) that was designed by GM’s German and Australian divisions cooperatively, with input from its North American and Chinese arms, and then built in Rüsselsheim, Germany, plus Shanghai for the Chinese market, the latter assembly plant producing the LaCrosse full-size sedan (check out the newest LaCrosse here) as well, a car I last reviewed in 2017, although our variation on Buick’s flagship four-door is assembled at the General’s Detroit/Hamtramck plant.

A nameplate you may not be as aware of yet plays a more important role in Buick’s future is its compact Envision crossover SUV (check out the refreshed Envision here) that I reviewed the same year. While the Envision is related to both Chevy’s Equinox and GMC’s Terrain it was mostly designed and fully produced in China, plus is the first mass-produced vehicle to be fully assembled in China and sold to the U.S. and Canadian markets.

The only U.S.-built vehicle to receive a Buick badge after the LaCrosse departs later this year will be the mid-size three-row Enclave (see the redesigned 2020 Enclave here) crossover SUV, made in Lansing, Michigan. Even the soon-to-arrive mid-size five-occupant Envoy, reportedly based on the new Chevrolet Blazer, will probably be produced in GM’s Coahuila, Mexico plant, where the Blazer currently calls home, but quite likely the upcoming Enspire, an SUV planned to squeeze in between the Encore and Envision, will be produced at the GM Fairfax facility in Kansas, being that initial hopes to import it from China aren’t appearing as promising as they once did.

Finally, the Encore hails from GM’s South Korean division that was formed from the remnants of Daewoo Motors. It’s produced in Bupyeong-Gu, Incheon next to the Chevrolet Trax, which incidentally is mostly the same subcompact SUV below the surface.

We’ll see a totally redesigned Encore for 2020, although we’ll need to wait until spring to purchase it. Today’s version hasn’t changed much since its stylish refresh for the 2017 model year, while it’s still in its first-generation, meaning it hasn’t been changed (much) below the skin since it arrived in 2012. I’ve tested and reviewed this model right from the beginning, and always appreciated it for what it was and still is, a nice, comfortable, quiet, fuel-efficient, surprisingly refined, even more surprisingly enjoyable to drive, reasonably well-featured, spacious city car/crossover with good all-season capabilities when AWD is added.

For the above reasons I believe the Encore is one of the more intelligent buys in the entry-level subcompact sector, particularly for those of us who like being pampered. The 2019 Encore can be had for only $26,400 (plus freight and fees) before topping out at just north of $41k when all options and the majority of accessories get added, which is about where the majority of premium-badged players start off. To be fair, however, true luxury-branded subcompact SUV “rivals” such as BMW’s X1, Mercedes’ GLA, Audi’ Q3 and the list goes on are in a different league than Buick and this Encore when it comes to performance, interior finishings, available features, and all-important prestige.

Outside of China, where Buick has never really lost its premium sheen since the tailings of its dynastic era and once promising Republic rule, the three-crested badge doesn’t demand as much respect as Cadillac, which (unfortunately for GM) doesn’t impress to the degree of the previously noted German marques or even relative upstart Lexus. The Toyota-owned subsidiary only just ventured into this subcompact luxury SUV marketplace with its UX, a stylish little crossover that probably targets the type of comfort- and efficiency-first buyer the Encore attracts more closely, and therefore has quickly found significant traction on the sales charts to Audi’s dismay (the Q3 now sits in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if including the Encore).

Buick found 10,637 Encore customers in Canada through 2018, and continues to do quite well in the more mainstream volume-branded subcompact SUV segment too, achieving fifth place out of 17 challengers last year, with all but the Mini Countryman priced lower, the German-owned Brit asking $31,690 for its base SUV, although that model most often sells for more than $40k and can easily top $50k when adding features. That John Cooper Works Countryman is one of the better performing small SUVs at any price, mind you, while the Encore’s customers are much more interested in the attributes noted earlier, such as comfort, quietness, fuel efficiency, etcetera.

Achieving a high level of refinement is difficult in a small vehicle, and making matters worse the Encore is one of the smallest in its class. It’s actually smaller than the current Countryman as well as the older first-generation model (the current one has grown quite a bit), and it’s also smaller than the Nissan Qashqai, Toyota C-HR and Jeep Compass, not to mention all the premium-badged subcompact SUVs. This said the Encore is bigger than the Honda HR-V, Kia Soul, Ford EcoSport and a number of others, with some closer to its size being the Mitsubishi RVR, Nissan Kicks and Hyundai Kona, and finally a couple of SUVs nearly identically sized being Jeep’s Renegade and Mazda’s CX-3. Still, the Encore is tall enough that headroom will only be an issue for giants, while its cargo carrying capacity is also spacious.

Lower its 60/40-split rear row and the little Encore can carry up to 1,371 litres (48.4 cubic feet) of cargo, and this is made easier thanks to seatbacks that lay flatter than most competitors due to their folding process that requires each lower cushion to first be flipped up and forward ahead of manually lowering each headrest and folding each backrest down. It’s certainly more labour intensive than its competitors’ seat systems, but the end result is more usable space.

While all this is good, what would you do if you needed to stow something longer and more awkward than most subcompact models can accommodate, such as a cupboard, small wardrobe, a stack of 4x4s for building a fence, or simply a big, beautiful carpet that you just had to have? Simple, put your significant other (or child) directly behind you in the back seat and drop the front seatback down for full front to back storage. You can load 2.4 metres (8.0 ft) of what-have-you inside, which is impossible with most competitors. By the way, when all seats are upright there’s 532 litres (18.8 cubic feet) in the very back, which is approximately what you’d find in full-size sedan’s trunk, also impressive. As just made clear, the many passenger and cargo configurations capable in the Encore makes it more practical than most rivals, which is a key reason why it’s long been so popular.

Driving dynamics should be high up on its list of positive attributes too, but not for sportiness or anything so trivial. Of course, its MacPherson strut front and compound crank (torsion beam) rear suspension allows it to go quickly enough around corners, while it takes off fast enough from stoplights, plus feels plenty stable at highway speeds and beyond, but more importantly the Encore is really easy to drive. It starts with superb sightlines in every direction due to its tall ride height and ample side and rear glass. The Encore’s ride quality is very compliant too, expected from Buick. It soaks up pavement imperfections without issue, while its oh-so quiet when compared to its mainstream compact SUV rivals. This is where Buick’s QuietTuning makes such a difference, the Encore’s standard active noise cancellation and extra insulation helping to reduce road and wind noise while adding to its sense of quality.

Depending on where you live in Canada or your lifestyle, you’ll want to decide whether you’ll be ok with front-wheel drive or if all-wheel drive is needed. The Encore can provide either, AWD adding $2,000 to the base model’s price tag for a new $28,400 total, while for only $1,030 you can also upgrade the base 1.4-litre turbo-four’s sequential multi-port fuel injection with more technologically advanced Spark Ignition Direct Injection (SIDI), which increases its output from 138 to 153 horsepower and raises torque from 148 lb-ft to 177. The upgrade also adds Start-Stop technology to the Encore’s standard six-speed automatic transmission, this shutting off the engine when it would otherwise be idling, and then automatically restarting it when lifting off the brake pedal.

My Encore test model incorporated both upgrades, making a major difference during standing starts, particularly in slippery conditions, while the extra power and added traction improved hill climbing, cornering, and passing manoeuvres, not to mention its drivability around town. Thanks to a 1,386-kilogram (3,056-lb) curb weight, this AWD model doesn’t require much power to get it going, while this general lightness makes it easy to slalom through tight city streets, especially when congested, all the while being particularly good on gas.

The base FWD Encore achieves a claimed 9.4 L/100km city, 7.8 highway and 8.7 combined rating, while the identical engine with AWD is estimated to get 9.9 in the city, 8.1 on the highway and 9.1 combined. Even more impressive, combining the additional power of SIDI with advanced Start-Stop technology actually reduces the Encore’s fuel usage to 8.9 L/100km in the city, 7.5 on the highway and 8.3 combined when hooked up to its FWD drivetrain, or a respective 9.4, 7.9 and 8.8 with its top-line AWD SIDI combination, making this reasonably priced upgrade well worth it.

While inherently less efficient as a continuously variable transmission (CVT), the go-to gearless autobox of most subcompacts and compacts these days, the Encore’s more conventional six-speed automatic is much more enjoyable to drive, especially with thumb planted on the gear knob-mounted rocker switch that prompts manual mode.

First you’ll need to pull the shift lever all the way back to its “M” or manual position, and then shift away to your heart’s content. While the gearbox lets the engine rev right up to redline without shifting, unusual for a vehicle in this class, making it feel sportier than rivals that don’t, I wouldn’t go so far as to say the Encore is a serious sport model, particularly when revving the engine higher than normal for everyday use, at which point it makes more noise and causes more vibrations than most will appreciate, par for the course in this class. Still, shift it earlier (and you can, as there’s no shortage of torque in the lower rev range) and the Encore will get you where you’re going quickly while providing plenty of fun along the way. All said I found it best in a more relaxed state, which allowed the little Buick to make the most of its smooth ride and general comfort.

Part of getting relaxed is a good driving position, and the rake and reach of the Encore’s tilt and telescopic steering column, combined with fairly good adjustment of its driver’s seat, made optimizing comfort and control easy. I have longer legs than torso, which often forces me to push the entire seat rearward, leaving the distance to the steering wheel farther than arm’s reach. Fortunately this is no problem with the Encore, despite its partial powered seat adjustments that only include the lower cushion, and optional powered two-way lumbar support. The backrest needs to be reclined, or in my case inclined manually, which worked well enough, while the lumbar support luckily found the small of my back well enough (not always the case with two-way/in-and-out designs).

The driver’s seat is inherently comfortable, and I appreciated its minivan-like folding centre armrest, while my tester’s Shale beige leather upholstery (Ebony black or Brandy wine are also on the menu) and attractive contrast stitching looked good, but I wouldn’t go so far as to call them fancy. Buick doesn’t offer cooling seats, for example, or even the leather perforations to keep them naturally ventilated amid summer’s heat, although the three-temperature seat heaters got plenty hot when set to high, and the heated steering wheel rim could be set up to automatically turn on with when starting the car. I loved that feature, and only wished Buick would make the seats follow suit.

Speaking of equipment, Buick simplified the Encore lineup this year with only three trims including Preferred, Sport Touring and Essence. Base Preferred trim includes 18-inch alloys, proximity keyless entry with pushbutton start/stop, a big 8.0-inch centre touchscreen featuring a backup camera with dynamic guidelines, Android Auto and Apple CarPlay smartphone integration, plus plenty of additional features, while yet more base features include a cargo cover and 10 airbags to go along with plenty of other passive and active safety gear.

The move up to the 2019 Encore’s mid-range Sport Touring trim starts at $28,400 and adds fog lamps, a rear rooftop sport spoiler, and remote engine start, while my tester’s top-line Essence trim starts at $31,700 or $34,730 with AWD, and includes the heatable steering wheel noted earlier, leather seats with driver’s memory and heated cushions up front, an auto-dimming centre mirror, a garage door opener, and blind spot warning with rear cross-traffic alert.

You can spend a bit less if you want the last two items in lesser trims, the available Safety Package also including a three-prong household-style 120-volt power outlet in back, while those choosing Essence trim can get the $1,110 New Safety Package II boasting all of the just-noted features above plus forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, and front/rear parking sensors.

My tester included that group of features as well as the $3,050 Experience Buick Plus Package, which deducts $650 due to the inclusion of all the New Safety Package II items, while adding a unique set of 18-inch seven-spoked chromed alloys, navigation/route guidance, and a power moonroof.

All of the above made for well-equipped urban runabout, with better interior quality than most non-premium challengers offer, and only slightly less refinement than the higher echelons of luxury provide. Details include cloth-wrapped A pillars, soft-touch surface treatments for the dash plus front and rear door uppers, and an attractively padded and stitched leatherette instrument panel bolster.

The instrument cluster is laid out in a traditional design, with its analogue tachometer at the left and speedometer on the right, plus its gas gauge and temperature readout sitting above a decent sized colour multi-information display at centre. It’s fairly fully featured, but obviously not offering the wow factor of some competitors’ digital gauge clusters. Only time will tell if Buick goes so far with its updated 2020 Encore, or even its pricier models, but we can likely expect improvements either way.

Framing those gauges is a standard steering wheel that feels sportier and thicker than most will expect from such a practical and price-sensitive SUV, and on that note its leather wrap is nicer than expected as well. Stylish satin-silver accents get added to the lower edge of its 9 and 3 o’clock spokes, plus its large lower centre spoke, this trim feeling cool to touch and therefore coming off as real aluminum. There’s more of this metal trim elsewhere, plus the door handles are chromed to help brighten things up inside, while some tastefully applied piano black lacquer adds to the Encore’s upscale interior ambiance.

The aforementioned infotainment system incorporates Buick’s newest touchscreen interface, which apes Chevrolet’s impressive system in all the best ways. This said it’s not as colourful a la Apple’s iPhone or iPad, but rather provides a more sophisticated looking blue on black motif. I found the system’s optional navigation system worked well with accurate route guidance, while its audio functions were easy to operate and satellite radio reception was better than average. The big screen provided a clear rearview camera too, but I was a bit miffed that no 360-degree surround camera system was on the options list, normal for an SUV hoping to attract premium buyers.

I was also disappointed to learn I couldn’t charge my smartphone wirelessly. In fact, I couldn’t even fit my medium-sized Samsung S9 on the rubberized tray included, so I suppose a wireless device charger would’ve been a moot addition, but Buick did include some USB charging ports, plus an aux input and a 12-volt charger. No doubt the next-gen Encore will offer wireless device charging, as it’s now available in entry-level compact hatchbacks and sedans, so we have something to look forward to with the launch of the redesigned 2020 model this spring.

On the positive, the Encore’s dual-zone automatic climate control interface is 100-percent useful, especially for those of us who would rather push and twist conventional buttons and dials when inputting temperatures and other functions, which is certainly less challenging while driving than doing so within the infotainment interface, like some others require.

I hope you don’t mind me getting into every little detail with this review, but I think the Encore deserves some extra attention. It would be easy for someone considering a subcompact mainstream or luxury SUV to merely glance past because of its age and Buick’s unusual position as a near-luxury brand, causing some to think it’s probably too expensive and others to look higher in price, for one of the more exclusive European or Japanese brands. I think, at least for those prioritizing comfort, efficiency and practicality, looking past the Encore might be a mistake, as even this aging model remains a very good option, that won’t cost much more than mainstream volume models, and doesn’t leave much of the table when compared to some premium brands’ entry SUVs.

In case you’re not quite sure what you should do, I recommend checking out our 2019 Buick Encore Canada Prices page for more details, while you can also use your CarCostCanada membership to find out about current rebates and dealer invoice pricing that could save you thousands. In fact, at the time of writing (December 8, 2019) Buick was offering up to $5,390 in additional incentives, which could make this 2019 Encore an excellent buy.

If you choose the 2019 Encore you certainly won’t be alone, this model remaining very popular for good reason.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 BMW X1 xDrive28i Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story credit: Trevor Hofmann

CarCostCanada

2019 Dodge Durango SRT Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Subaru Legacy Sport Road Test

The new 2020 Legacy is starting to arrive at Subaru dealers across Canada as I write this review, and fans of the current 2019 model should like what they see. The updated mid-size sedan gets renewed styling, revised engines, and a reworked interior, but exterior styling is so muted that most won’t notice the 2019 model leaving and the 2020 ushered in. So why am I covering yesterday’s Legacy when tomorrow’s is nearly hear? Subaru dealers have new 2019 models on their lots, and this very good car is available for very good prices.

As per CarCostCanada, a 2019 Legacy buyer can pocket up to $3,000 in incentives, and that’s before factoring in a personal discount derived from haggling or your trade-in. Follow this CarCostCanada link to learn about 2019 Legacy pricing, including trims, packages and individual options, plus you also need to find out about rebates and dealer invoice pricing that could save you thousands.

2019 Subaru Legacy Sport — Sport trim adds sill extensions, unique alloy wheels and gloss black trim, the latter used for its diffuser-style rear bumper. (Photo: Karen Tuggay)

For a bit of background info, the Legacy was refreshed for 2018, which means this 2019 model was unchanged. The version reviewed here is in mid-range $31,695 Sport trim, which hovers above the base $24,995 2.5i CVT, $28,295 Touring, and $29,795 Touring with EyeSight; EyeSight being Subaru-speak for its suite of advanced driver assistance systems including auto high beams, adaptive cruise control, autonomous emergency braking, rear proximity warning with reverse auto braking, blindspot detection, lane departure warning and lane keeping assist. Sport trim comes standard with EyeSight, as does top-line $33,795 Limited 2.5i trim and the $36,795 Limited 3.6R.

As you may have guessed, 2.5i and 3.6R designate the Legacy’s respective standard and optional engines, the latter having been replaced by the higher output 2.4-litre turbocharged four-cylinder introduced in last year’s Ascent mid-size SUV; the 2020 Outback crossover wagon gets this change too. Comparing the two engines shows 256 horsepower and 247 lb-ft of torque for the old 3.6R and 260 horsepower and 277 lb-ft of torque for the 2.4i, resulting in four more horsepower and 30 additional lb-ft of torque.

The base 2.5-litre four-cylinder gets updated too, but the 2020 model only gains six horsepower and two lb-ft of torque resulting in 182 horsepower and 176 lb-ft compared to 175 horsepower and 174 lb-ft of torque, but 90 percent of its parts have been upgraded, with straight-line performance improvements secondary to gains in fuel-efficiency.

This means the 2020 Legacy 2.5i has been designed to achieve an estimated 8.8 L/100km city, 6.7 highway and 7.7 combined Transport Canada rating compared to 9.3 highway, 7.0 city and 8.2 combined, while 2.4i fuel economy improvements from the old 3.6R equal 9.9 L/100km city, 7.3 highway and 8.5 combined compared to 11.9 city, 8.3 highway and 10.3 combined. With standard all-wheel drive the Legacy can’t quite measure up to most front-drive rivals in base trims, but it should be noted that even the old 3.6R is more efficient than the Camry’s optional V6.

Instead of diving too deeply into the differences between old and new Legacy models, I’ll only mention some key points as this review continues. As stated at the onset of this road test, styling enhancements appear so insignificant that I would’ve been careful to call it a refresh if I hadn’t already been made clear it’s a full redesign. Strangely, Subaru Canada didn’t even mention styling in its 2020 Legacy press release, but this subtle redesign may help the outgoing sixth-generation model hold resale/residual values higher. I find both generations attractive enough while sportier than most competitors, while Subaru obviously isn’t trying to lure in potential customers by being extroverted, like Toyota is with its latest Camry.

Then again, the Legacy’s conservative styling may be a good reason its sales are slow. To but it into perspective to the just-noted Toyota, Subaru sold 1,298 Legacys from January 1 to September 31, 2019, which is just slightly more than 11 percent of the 11,579 Camrys delivered during the same three quarters. A more positive viewpoint is its success over the Kia Stinger, Mazda6, Honda Clarity plug-in, Buick Regal, Volkswagen Passat, and VW Arteon, while it came within striking range of the Kia Optima. This has it placing eighth out of 14 competitors, which isn’t too bad at all. Still, the Legacy’s tally pales when compared to Subaru’s own Outback that found 7,756 buyers over the same nine months, the tall mid-size crossover wagon being basically the same vehicle below the skin.

Success on the sales chart doesn’t always validate a given vehicle’s goodness or badness, however, and to that end the Legacy doesn’t labour from any disadvantages other than being a bit smaller than most mid-size sedan challengers. In fact, Subaru has an impressive record, achieving “Best Overall” brand in Consumer Reports’ most recent 2019 Annual Report on Car Performance, Reliability, Satisfaction and Safety, while it tied with Chrysler in the same publication’s “Best Road Test Score Mainstream” category. The Japanese brand also scored above average in J.D. Power’s latest 2019 Vehicle Dependability Study, but found itself below average in the same company’s 2019 Initial Quality Study. Nevertheless, the 2019 Legacy achieved top-spot amongst “Mid-Size” consumer sedans in Vincentric’s latest “Best Value In Canada” award, as did the Outback in its class.

After time well spent in this 2019 Legacy, I’m willing to bet that interior quality gave the car a boost upward in these various rating and award programs. Highlights include a premium-level soft composite dash top and instrument panel, the latter stitched across its lower edge in traditional Subaru blue, while the blue stitching theme trimmed the inner portion of the leather-clad sport steering wheel rim as well, plus each armrest and the leatherette-covered seat bolsters, the seats otherwise upholstered in an attractive light grey material.

2019 Subaru Legacy Sport2019 Subaru Legacy Sport — Great looking analogue gauges surround a nice colour multi-info display. (Photo: Karen Tuggay)

Additional cabin niceties included genuine-looking high-gloss carbon-fibre inlays on the instrument panel and doors, this conjoined to attractive satin-silver metallic adornment, while glossy black surface treatments combined with matte-finish black composites and even more satin-finish and chromed metal accents for an interior Legacy owners can be proud of. Front and rear door uppers receive the same luxuriously padded soft-touch composite as that on the dash, and Subaru also covers the front “A” pillars in cloth for to reduce noise and add yet more premium-class feel.

Even with the upcoming 2020 Legacy sporting a renewed interior boasting a gigantic 11.6-inch vertical display (aside from the new base model that only gets a 7.0-inch touchscreen), this 2019 outgoing model still looks very current. In fact, its 8.0-inch touchscreen (improved by an inch and a half over the base 2019 model) looks as good as most anything else in the class due to its big gloss-black surrounding surface area that extends outward from the centre stack as if it’s one massive display.

The actual touchscreen gets a deep blue background that’s detailed out with unique star graphics, this overlaid by colourful tablet-like tiles for selecting its various functions. The dynamic guideline-enhanced rearview camera is very good, while together with standard infotainment features such as Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration system, other features include AM/FM/satellite/Aha radio, a CD player, MP3/WMA compatibility, a USB port and aux plug, SiriusXM advanced audio services, SiriusXM Travel Link, Bluetooth with streaming audio, and four speakers, while Touring and above trims include the bigger display as standard plus another USB port and two more speakers.

Those wanting a navigation system, much improved 576-watt, 12-speaker Harmon/Kardon audio, plus a heated steering wheel, heated rear outboard seats, leather upholstery, 18-inch alloys and more will need to opt for previously noted Limited trim, while items pulled up to the Sport model from lower trims include a 10-way powered driver’s seat with two-way power lumbar support that lined up with the small of my back fairly well, cruise control, and heatable front seats from the base model, two-zone auto HVAC, a powered moonroof, and fog lamps from Touring trim, and proximity keyless access with pushbutton start/stop along with a 5.0-inch LCD multi-information display within the gauge cluster from the Touring model with EyeSight.

As for this Legacy Sport trim, it gets unique 18-inch machine finished alloy wheels with black-painted pockets, LED headlamps with cornering capability, a gloss-black grille surround, satin-silver side mirror caps, chrome adorned side sill extensions, and a diffuser-like rear valance framing two large chromed tailpipes, but be informed this value-packed trim line will not be offered with the 2020 car. The new model’s sportiest trim sources its GT designation from Subaru’s storied history, and due to past GT’s getting engine upgrades will come exclusively with the more powerful 2.4i engine in both a new Premier model and a revised Limited trim.

Subaru’s legendary symmetrical full-time all-wheel drive with active torque vectoring comes standard as (almost) always, and it makes a considerable difference to how it drives in all conditions. We should remember that Subaru developed its AWD system on track and trail thanks to decades of World Rally Championship competition, and it still builds the awesome WRX that won so many WRC titles. Many don’t realize that Subaru rallied the Legacy as well, although not as successfully. It competed in Group A from ‘89 through ‘93, but its lone race win during its last year of competition was hardly as legend building as the Impreza’s trio of championships. Still, can you name another mid-size family sedan that’s even managed one single WRC win? Didn’t think so.

Therefore it makes sense the Legacy is one of the more enjoyable cars in its mid-size class to drive, not particularly for straight-line acceleration (it could really benefit from the WRX STI’s 310-horsepower turbo-four), but more so for its handling. Nevertheless it moves off the line with decent energy, at least when compared to other base powertrains in its segment, while its Lineartronic CVT provides smooth operation at all times.

Shift paddles provide a more hands-on driving experience, these combining with six stepped gears that make the continuously variable transmission feel closer to a conventional automatic, at least when not trying to extract everything out of the engine, but this said if you’re looking for the type of lightning-quick shifts offered by a dual-clutch gearbox or even a high-end premium-level automatic, this CVT won’t cut it. I sometimes used the paddles for downshifting, this process allowing for a sportier feel plus the benefit of engine braking down steep grades, but that was about it.

Subaru reminded that a CVT’s design can also help smooth out a vehicle’s ride quality, and it’s entirely possible this is one reason its ride quality is so good. Still, the Legacy handles well too, its fully independent MacPherson strut front and unequal length short/long arm double wishbone rear setup managing fast-paced curves with grace and composure, its 225/50R18 Goodyear Eagle LS all-seasons no doubt doing their part as well. It’s a confidence-inspiring car when driving quickly, plus it’s just as good at weaving through congested city traffic or stretching its legs on the highway.

Speaking of stretching one’s legs, Legacy offers plenty of room in all positions, particularly up front in the driver’s position where I had no trouble getting comfortable. I’m guessing most should fit in well thanks to good adjustability all-round. My long-legged, short-torso five-foot-eight body was able to position the seat ideally to reach the top portion of steering wheel rim when the tilt and telescopic steering column was pulled all the way back. This meant the driver’s seat was positioned farther back than most five-foot-eight drivers would need to, but fortunately this didn’t seem to impinge on rear seat legroom at all.

I had almost 12 inches from my knees to the backside of the front seat when positioned directly behind, plus room to totally stretch my legs out with winter boots stuffed below. Additionally, I had loads of room next to the window, plus a wide, comfortable folding armrest with dual cupholders in between, while there were three inches of space over my head, so a six-foot teen should squeeze into the back quite comfortably. As for back seat goodies, two USB charging points are included in upper trims, although bookworms won’t have the benefit of individual reading lights overhead.

There’s more than enough room for all kinds of cargo in the big 425-litre (15 cu-ft) trunk, plus it can be expanded by the usual 60/40 split-folding rear seatbacks, releasable via a set of handles under the rear shelf. This is where I make my regular request for 40/20/40-split rear seatbacks or at least a centre pass-through, which would allow long items like skis to be placed down the middle while both rear outboard seats can be put to use. Upgraded with rear seat warmers the Legacy would be the best ski shuttle in the class. All said there aren’t many mid-size sedan rivals that offer this level of back row seating/cargo flexibility, but you’d think automakers would be trying to make this more efficient segment as practical as possible instead of forcing those with active lifestyles to opt for an SUV.

Minor gripe aside, you’d be well taken care of in a 2019 Legacy. According to The Old Farmer’s Almanac this winter will get more snow than average, which means an all-wheel drive vehicle will make your driving life easier and safer. On top of this, fuel isn’t about to get any cheaper, at least not permanently, so an AWD car might be ideal if your lifestyle allows. Only the new Altima, Stinger and Arteon provide standard AWD, but the latter two four-door coupes aren’t as practical as the Legacy and cost quite a bit more, while Buick’s Regal is more expensive and only offers AWD on its pricier trims. Therefore, if you want the added safety and performance of AWD in a regular mid-size sedan it’s a showdown between the Altima and this Legacy. You should try them both.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Mitsubishi Eclipse Cross GT S-AWC Road Test

What’s in a name? So much. I’m actually a tiny bit put off by Eclipse Cross, the name Mitsubishi is using for its new compact crossover SUV. There’s nothing particularly wrong with the two words chosen, unlike when Buick named one of their mid-size sedans after Canada’s national game that actually had another somewhat raunchy colloquial meaning in French, but it sends my mind back to a better (automotive) time when personal 2+2 sports coupes like the Japanese brand’s own Eclipse, Honda’s Prelude, Nissan’s 240SX, and Toyota’s Celica, amongst myriad others, were what many of us longed to cruise the strip in on Friday and Saturday nights before autocrossing on Sundays, but now all of these low-riding, two-door hardtops are gone, leaving us with a glut of two-box sport utilities.

A few of these car-based crossovers are slightly more unusual, however, making this mostly practical market sector more intriguing than it might otherwise be, with the edgy new Eclipse Cross top of this category’s list of orthodox heretics. It’s a particularly good choice for buyers not requiring all of the Outlander’s cargo capacity yet wanting more get-up-and-go than an RVR, plus its sporty SUV-coupe design pulls some of the premium pizazz down from luxury juggernauts like BMW and Mercedes-Benz that offer similarly sized variants in their X4 and GLC Coupe models respectively. I’m not trying to say this commoner’s shuttle somehow measures up to such lofty Europeans, but it’s got a strut all its own and therefore deserves a level of respect for going its own way in a compact SUV class that’s more often than not safer than safe.

Most brands that choose to get their funk on turn to the smallest subcompact SUV category to do so, where Mitsubishi pits its comparatively conservative RVR against more unusual entries such as the Kia Soul and Toyota C-HR (Nissan’s Juke, and before that the Cube, which was the oddest of them all, laid to rest a number of years ago, the latter replaced by the more mainstream Kicks), while, size aside, the Mazda CX-3 is closer to the Eclipse Cross as far as consumer acceptability and sporty driving dynamics go, but the larger Mitsu is the only SUV-coupe in its bigger compact segment.

The Eclipse Cross reaches 4,405 mm (173.4 in) from nose to tail, with a 2,670 mm (105.1 in) wheelbase, while it stretches 1,805 mm (71.1 in) wide and stands 1,685 mm (66.3 in) tall. This makes its wheelbase identical to the brand’s Outlander that in fact measures 290 mm (11.4 in) longer overall, while its width is a mere 5 mm (0.2 in) thinner and height 25 mm (1.0 in) lower to the ground. This means it’s about the same size as the Outlander other than length, which combined with its sloped rear roof section, makes for a much more exciting looking SUV.

As for styling, the Eclipse Cross wears Mitsubishi’s bold new “Dynamic Shield” design language rather well, better in my opinion than any other model in the lineup, other than the new 2020 RVR that takes this look to new heights. The drama continues around both sides where sculpted cutlines emerge about a third of the way through the front doors before slicing through the handles and meeting up with the lower edge of an even more enticing combination of LED tail lamps, these visually tied together by a narrow strip of lighting that separates two panes of back glass in similitude to Honda’s 2nd-generation (1988-1991) CRX or more recent (2011–2016) CR-Z, plus the Japanese brand’s defunct mid-size (2010–2015) Crosstour, although these three Hondas never included the Eclipse Cross’s light strip. Additional body sculpting along the rocker panels bends upward before rounding the rear fenders, these matching the Eclipse Cross’s muscular front fender design with a slight nod to the past (2004–2011) Endeavor mid-size crossover SUV, a long-term tester I had the pleasure of living with for more than a few months way back when.

Framed behind a sharp looking set of standard 18-inch alloy rims on 225/55 all-season rubber is a fully independent MacPherson strut front suspension and multi-link rear setup incorporating stabilizer bars at each end, all of which combines for ample grip to keep its 1.5-litre turbo-four in control. The diminutive engine, good for 152 horsepower and 184 lb-ft of torque, sends its output through an innovative continuously variable transmission (CVT) complete with eight forward gears, or should I say simulated gears, shiftable via two of the best magnesium column-mounted paddles in the business.

Why the best? Unlike most anything else in the entire industry, these longer than average paddle shifters are fixed to the steering column rather than the steering wheel, exactly like with the fabulous Evo X MR (RIP) and plenty of other Mitsubishi models, allowing accurate upshifts and downshifts even when the wheel is being turned.

This Eclipse Cross GT moved along well when pushed hard, feeling more energetic than its horsepower rating led on, without doubt due to its sizeable torque figure. Steering effort was firmer than most other compact SUVs I’ve driven, although light enough for easy daily use, while its ride quality was a bit more rigid, yet never uncomfortable. Its firm stance helped amid tight twisting curves, the Eclipse Cross feeling rock solid when getting aggressive, but this said I wouldn’t have thought it would be as good as it is when running errands around town or otherwise driving normally, as the powertrain responds like it’s in eco mode even when it’s not. Yes, you can still press the green “Eco Mode” button on the centre console if you want an even more relaxed experience, plus the fuel savings to go with it.

Unfortunately there’s no Sport mode, my right foot on the go-pedal the only way to extract all of the engine’s energy, and even with those aforementioned shift paddles the CVT isn’t the sportiest of transmissions (I’m being nice). It’s smooth, however, and therefore just what most buyers in this compact SUV class want, plus it’s very effective at moving this little utility down the road quickly while using as little gas as possible.

In the wet, much of the Eclipse Cross’s straight-line speed and cornering capability is directly due to its standard Super All-Wheel Control, those four words collectively designated to Mitsubishi’s all-wheel drive system, which is an advanced torque-vectoring AWD honed from decades of rally car racing. True, it’s difficult to accept that this “performance” SUV is now the sportiest model in Mitsubishi’s once very racy lineup that previously offered the superb Evo X noted earlier, an all-wheel drive super compact that easily out-handled the Subaru WRX STI of the era, but Mitsubishi’s focus has changed now, with practical SUVs front and centre, one of which is a plug-in electric that’s giving it a good green image if not much in the way of profits.

Rather than cry over the Evo’s demise, it’s probably best to praise Mitsubishi for the Eclipse Cross’s fuel-efficiency. It’s rated at 9.6 L/100km city, 8.9 highway and 8.3 combined, which is good when compared to the segment-sales-leading Toyota RAV4 that can only manage 10.5 city, 8.3 highway and 9.5 combined, although it’s not quite as stingy on gas as the Honda CR-V’s estimated rating of 8.7 city, 7.2 highway and 8.0 combined.

The previously noted turbocharged four-cylinder and CVT combination is identical no matter which of its three trim lines gets chosen (not including special editions), but like usual in this business Mitsubishi provided my Eclipse Cross tester in top-tier GT trim so I could experience all of its available goodies. This model hits the road for $35,998 plus freight and fees (check right here on CarCostCanada for all the pricing details, including dealer invoice pricing and rebate info that could save you thousands), and came well equipped with LED headlights, a head-up display unit, a multi-view rearview camera with active guidelines, an excellent 710-watt Rockford Fosgate Punch audio system featuring nine speakers including a 10-inch sub, a heated steering wheel, two-way heatable rear outboard seats, leather upholstery, a six-way power driver’s seat, a two-pane panoramic glass sunroof, plus more.

This top-line GT also boasts everything from the mid-range SE trim’s available Tech Package, including auto high beams, adaptive cruise control, forward collision mitigation with pedestrian warning, lane departure warning, an auto-dimming rearview mirror with an integrated universal garage door remote, roof rails, and a stylish silver-painted lower door garnish.

Items grandfathered up to GT trim from the just-noted SE include those paddle shifters mentioned earlier, plus proximity keyless entry and pushbutton start/stop, an electric parking brake (the base model uses a classic handbrake), a leather-clad steering wheel rim and shift knob, automatic headlamps, rain-sensing windshield wipers, two-zone auto HVAC (an upgrade from base trim’s single-zone automatic climate control), blind spot warning, etcetera for just $29,998, while items pulled up from $27,998 base ES trim include LED daytime running lights, fog lights, LED side mirror turn signals, LED tail lamps, a tilt and telescopic steering column, a colour multi-information display in the primary gauge package, the “ECO” mode mentioned a moment ago, micron-filtered auto climate control, two-way heatable front seats, plus more.

Eclipse Cross interior quality is good, including a dash completely made from a premium-like pliable composite that bends all the way down to the middle portion of the instrument panel, while nice soft synthetic front door uppers add to the luxury feel, along with even plusher door inserts just below, and a comfortable set of armrests with contrast stitching. Their orange contrasting thread matches with the seat bolster stitching nicely, while all added colour is applied tastefully (unlike some in the compact SUV category).

Mitsubishi has organized the primary instruments well, with an amply sized colour trip computer between its two conventional dials, while over on the centre stack its 7.0-inch centre display offers an upscale look. Tap, pinch and swipe finger prompts can be used in the usual smartphone/tablet-style touchscreen way, but that’s not all as Mitsubishi provides an impressive touchpad on the lower console for those who’d rather not reach all the way to the dash when entering commands. I’m impressed at this entry-level brand incorporating such a sophisticated infotainment system as standard equipment, its features and layout comparable to a number of premium SUVs on offer.

Within the bright, graphical interface is standard Apple CarPlay and Android Auto smartphone integration, a big backup camera with active guidelines (my tester including an upgraded multi-view version), Bluetooth with audio streaming, satellite radio, two USB charging/connectivity ports, and more.

The Eclipse Cross’s driver’s seat is comfortable, thanks to good powered adjustability. I was able to set up an ideal driving position due to ample rake and reach via the tilt and telescopic steering wheel, but alas the seatback didn’t include any adjustable lumbar support. Still, its ergonomically shaped design provided good lower back comfort anyway, although as I’ve experienced during countless road trips, the ability to make periodic seat adjustments so as to ease acquired pain is important.

The steering wheel mentioned a moment ago is nicely designed with a reasonably thick leather rim, while the ability to heat it up was appreciated. The front seat heaters cooked up a storm too, but with just two temperature settings available I found my driver’s seat was either too hot or too cold, never just right.

The second row of seats offers up a lot of space and comfort, plus it includes a flip-down armrest in the middle that integrates the usual set of cupholders. The rear seat heaters on the backside of the front console are an easy reach, while my test model’s rear glass sunroof joined up with this SUV’s ample visibility out the rear windows for a really open and airy experience in back.

The Eclipse Cross doesn’t offer a powered tailgate, which wouldn’t matter to me personally, but something that would truly sway my vote would be more accommodating 40/20/40 split-folding rear seatbacks than the 60/40 division provided, or at the very least a centre pass-through so I’d be able to load skis down the middle while my rear passengers enjoyed those previously mentioned seat warmers on our way back from the mountain, but for reasoning that can only come down to cost savings, only a couple of mainstream volume-branded rivals offer this premium-level convenience. Then again, it’s not like this new Mitsubishi breaks rank when it comes to cargo flexibility, yet the automaker may want to reconsider this because it could be a leader and therefore garner sales it hasn’t been able to thus far.

Continuing on this practical train of thought, even this segment’s sportiest SUV has to measure up when it comes to hauling gear, so it’s good the Eclipse Cross provides plenty of luggage capacity to go along with its sizeable passenger compartment. By the numbers, the Eclipse Cross offers 640 litres (22.6 cu ft) aft of the rear seats, and 1,385 litres (48.9 cu ft) behind the front seats when the rear seatbacks are lowered, making it 26 litres (0.9 cubic feet) more voluminous for cargo than the subcompact RVR when both model’s rear seats are in use, albeit 17 litres (0.6 cubic feet) less so when those seatbacks are dropped down. Hence, the compromise of a sporty SUV-coupe compared to a more conventional crossover SUV.

When comparing the Eclipse Cross to its bigger Outlander brother, which is closer in most external dimensions, it’s a full 328 litres (11.6 cubic feet) less accommodating behind its back row, and a whopping 407 litres (14.4 cubic feet) less so when both SUVs’ have their rear seatbacks lowered. Mitsubishi helpfully includes a removable cargo floor to expand on cargo space by unveiling a fairly large stowage compartment underneath.

On the negative, when I pulled those rear seatbacks up so they could be used again, I found their headrests almost impossible to yank up from their deep-set lowered positions. It really took all of my strength, and while I’m no Charles Atlas, the level of effort needed bordered on the outrageous. I’m sure the headrest mounts would free up in time, but this presupposes that an owner is capable of pulling them up in the first place. I recommend you find out if you can do so even before going on a test drive, and also that Mitsubishi dealers make sure their service departments check this as part of their pre-delivery inspection regimen.

Now that I’m griping, I experienced way too many annoying creaks and squeaks from the rear when underway. It’s possible this has something to do with the removable cargo floor noted earlier, but I doubt it. It’s more likely due to the fitment of the rear sunroof, or even more likely the rear seats, as some of the squeaking sounds seemed more like leather rubbing together. Therefore I’d really like to test the Eclipse Cross with its fabric seats, and find out just where all the noise is coming from.

On a more positive note, I liked having separate power sunshade controls for both front and rear sunroofs, as it allowed rear passengers more overhead light while front occupants were shaded, or vice versa.

Another thumbs up goes to the rear wiper that engages automatically when reversing if the windshield wipers are on, while the previously noted head-up display (HUD) was a helpful tool being that it provides key info directly in front of the driver where it can be seen easily without taking eyes off the road. Rather than projecting images directly on the windshield, which is the usual way an HUD works, Mitsubishi’s design is near identical to the HUD used by Mazda, in that a small transparent plastic reflector screen powers up atop the instrument hood, but the only problem with the Eclipse Cross version is that it’s somewhat distracting. It doesn’t really block the view ahead, but it kind of interrupts the mind’s eye. I did get used to it after a few days, to the point that it didn’t bother me at all, but I could understand if some others didn’t like it.

After pointing out the various Eclipse Cross positives and negatives that you may or may not agree with, I think we can all commend Mitsubishi for its industry-leading 5-year or 100,000-km basic (almost bumper-to-bumper) warranty and 10-year or 160,000-km powertrain coverage. No other manufacturer comes close to providing as much peace of mind, with the majority providing 2 years or 40,000 km less basic coverage, and 5 years or 60,000 km less powertrain warranty. This, and the fact that Mitsubishi is one of the more well respected automakers in global markets due to superb engineering and better than average dependability, makes its excellent warranty a top selling point that every consumer should factor in when purchasing a new vehicle.

Mitsubishi should also be commended for creating the Eclipse Cross’s compact SUV-coupe niche within its mainstream volume-branded class. True, the model’s year-to-date 2019 sales figure of 4,159 units (as of Sept 2019) leave it dead last in its segment, but when combining that number with Mitsubishi’s second-to-last Outlander sales of 8,568 units, its 12,727-unit overall brand impact on the compact SUV segment positions it above Subaru, GMC and Kia; an impressive accomplishment for one of Canada’s newest automotive brands (Mitsubishi Motor Sales was established here in 2002).

This, combined with the Outlander PHEV, the only plug-in hybrid in the volume-branded compact SUV segment, shows that innovation remains a key component to Mitsubishi’s continued market presence and future growth, and despite some of us lamenting the loss of performance-first models like that Evo mentioned earlier, or the Eclipse sports coupe this crossover SUV pays tribute to, we need to acknowledge Bob Dylan’s famous line, the times they are a changin, and appreciate that only those willing to adapt will survive when times get tough.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Infiniti QX60 Sensory Road Test

Back in the day, badge engineering was mostly a domestic issue. Certainly there were some instances of entry-level European brands sharing underpinnings with a luxury marque, but few would call an Audi Fox, which rode on the back of Volkswagen’s “mid-size” Dasher, a luxury car. The practice was more common in North America where full-size Chevy and Pontiac sedans were unabashedly transformed into Buicks and Cadillacs by grafting on new front and rear clips, stamping new sheetmetal, and gussying up their cabins with leather, faux woodgrain and chrome, but little else, which was probably why no one thought anything about luxury newcomers Acura, Lexus and Infiniti doing likewise when they arrived on the scene in the ‘80s. While these Japanese premium brands have now mostly done away with this exercise as they’ve gained more prestige, some hangers on still survive, like Infiniti’s QX60.

We can point fingers at others, like Lexus’ ES series that rests on the comfortable Toyota K platform, the same as Toyota’s Avalon, which also carries the RX and Highlander, not to mention the Camry mid-size sedan, Sienna minivan, and now discontinued Venza mid-size crossover, while Audi still shares plenty of its platform architectures with VW (and Bentley, amongst others), BMW with Mini, Alfa Romeo with Jeep, and so on, but most aren’t as obvious as Infiniti with the QX60 and Nissan’s Pathfinder.

Truly, few premium models come closer to mimicking their mainstream volume-branded donor platform as the QX60 and Pathfinder, but to be fair to Infiniti the similarities aren’t easily seen outside. The luxury brand’s most accommodating crossover SUV incorporates its trademark grille and animal-like LED headlights up front, plus its curvy rear quarter window, and its more shapely wrap-around LED taillights, while the Nissan appears a lot more like a traditional truck-based SUV since it was refreshed for 2017.

No, the most noticeable similarities are found inside, where the two SUVs are near duplicates in design, layout, and overall goodness. Did you notice how I did that? No doubt you thought I was going to slam the QX60 for not measuring up to the luxury class, but despite a desire to see more differentiation between QX60 and Pathfinder interiors, they’re both very good at providing what customers in this family segment want and require, the Infiniti simply offering more when it comes to the choice and quality of materials, plus other niceties.

For starters, the QX60’s dash top, instrument panel fascia, glove box lid, lower console sides, and front door panels, from top to bottom, are covered in high-quality soft synthetics, while the Pathfinder is the king of hard plastics, covering each of these surfaces with low rent composites except for (oddly) the front door panels that receive the full soft-touch treatment too. The QX60 also moves these improvements into the rear passenger compartment, offering pliable rear door uppers, whereas hard shell plastic covers the Pathfinder’s inner door panels. What’s more, Infiniti covers each roof pillar in padded cloth too, while unlike some competitors Nissan doesn’t even wrap the front pillars.

Being a luxury brand, Infiniti makes other QX60 upgrades too, like replacing the Pathfinder’s faux woodgrain with genuine maple hardwood, covering the seats with high-grade leather featuring hourglass quilting on their inserts and contrasting piping around their outer edges, or at least this was the case with my tester’s top-tier Sensory trim, but the old-school electronic interfaces are near identical other than their digital branding and graphic design, the driver’s gauge package is the same except for Infiniti’s unique purple coloured theme within the dials and serrated metallic surrounds, this motif also carried over to the centre display, which just happens to not yet include Apple CarPlay or Android Auto smartphone integration, and while all the switchgear that controls these interfaces (plus everything else) are fairly unique and nicer in the more upscale QX60, they’re organized in mostly the same way.

Together with the beautiful hardwood and soft leather, the $4,200 Sensory package includes three-way ventilation to the standard heated front seats, while second-row outboard positions get heated and the rearmost third row includes a powered folding return to make cargo hauling easier, while getting to that is made more convenient due to a motion activated powered tailgate. All seven QX60 occupants will likely appreciate the wide open feeling of the power panoramic sunroof up above, which comes complete with power sunshades, while they should also like this Sensory model’s 15-speaker surround-sound Bose audio upgrade, which uses digital 5.1-channel decoding, while all should also like the Advanced Climate Control System (ACCS) that includes auto-recirculation, a plasmacluster air purifier and a grape polyphenol filter. Lastly, the Sensory package enhances the QX60’s styling and road-holding with a special set of 15-spoke 20-inch alloy wheels on 235/55 all-season rubber.

Those wanting the Sensory package need to first add the $5,000 Essential package and $4,800 ProActive package, the first including remote start, entry/exit assist for the driver’s seat and steering wheel, rain-sensing windshield wipers, reverse-tilt side mirrors, two-way powered lumbar support for the driver’s seat, two-way driver’s memory with an Enhanced Intelligent Key, a 13-speaker Bose audio system, leather upholstery, Infiniti InTouch infotainment with navigation, lane guidance, and 3D building graphics, voice recognition, an Around View parking monitor with Moving Object Detection, front and rear parking sonar, SiriusXM Traffic, plus more.

The ProActive package adds auto-dimming side mirrors, headlight high beam assist, full-speed range adaptive cruise control, distance control assist, active trace control, lane departure warning and prevention, blindspot intervention, backup collision intervention, front pre-crash seatbelts, and Infiniti’s exclusive Eco Pedal.

All of this premium equipment gets added to a QX60 that’s already nicely equipped in base Pure trim, a well-priced competitor at just $48,695, due to features like auto on/off LED headlights, LED daytime running lamps, LED fog lights, LED tail lamps, roof rails, power-folding side mirrors with integrated turn signals, proximity keyless entry, pushbutton start/stop, a heated leather-clad steering wheel rim, a power tilt and telescopic steering column, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, an auto-dimming rearview mirror, a universal remote garage door opener, a (normal sized front) powered moonroof, micro-filtered three-zone auto HVAC, an 8.0-inch centre touchscreen with a reverse camera, SMS/email display, satellite radio, three USB charge ports, a power rear tailgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, etcetera (see all 2019 and 2020 Infiniti QX60 pricing right here at CarCostCanada, with details about trims, packages and individual options, plus don’t forget to look up special manufacturer rebate info and dealer invoice pricing that could save you thousands).

Many of these features are available with the Pathfinder, by the way, so it isn’t like top-level trims of the Nissan-branded utility aren’t up to snuff, especially when compared to their true mainstream competitors, but as it should Infiniti takes its feature allotment up a notch or two. Fortunately, not much differentiation in mechanicals is needed to remain popular, where both SUVs use the same direct-injected 3.5-litre V6 and continuously variable transmission, the latter featuring nearly real feeling stepped gear ratios. It’s one of the better CVTs available today, and ideally suited to the QX60’s comfort-oriented mission. Take note, however, that all-wheel drive comes standard with the QX60 and is optional with more basic Pathfinder trims.

Performance off the line and during passing manoeuvres is good thanks to 295 horsepower and 270 lb-ft of torque, which is 11 horsepower and 11 lb-ft more than the Pathfinder, while the CVT gets a manual mode for more spirited engagement. Additionally, Infiniti provides driving modes with default (a best of all worlds compromise), Sport (that makes adjustments to the engine and transmission to enhance performance), Eco (that adjusts engine and transmission responses to improve fuel economy), and Snow (that controls engine output to reduce wheel spin) settings, compared to the Pathfinder that only offers the choice of 2WD, AUTO, and LOCK for its “i-4×4” Intelligent 4WD system. The Pathfinder’s 4WD settings are no doubt best off the beaten path, as would be its 7.0 inches of ground clearance compared to 6.5 inches for the QX60, but Infiniti’s design is more useful for combatting slippery conditions on pavement.

And how is fuel economy impacted? The QX60 does very well with an estimated rating of 12.5 L/100km city, 9.0 highway and 10.9 combined, while a fully loaded Pathfinder with AWD can manage a claimed 12.4 city, 9.2 highway and 11.0 combined.

Both QX60 and Pathfinder models ride on an identical fully independent suspension setups too, constructed of struts up front and a multi-link system in back, plus fore and aft stabilizer bars and coil springs, but this sameness aside the Infiniti feels more solid and substantive than the more affordable alternative. It likely comes down to some of the previously noted soft surfaces and additional sound deadening materials subduing interior noise, vibration, and harshness, not that the Pathfinder I tested recently was harsh in any way. Either way, the QX60 is more upscale, as it should be.

This more substantive presence, and suspension tuning, makes for a smoother and more comfortable ride as well, but truly both SUVs coddle their passengers well, no matter the road below, while these two can manage fast-paced curves reasonably well too, as long as no one gets unrealistically overenthusiastic.

A QX60 disappointment is lumbar support, because its two-way in-and-out design (which is identical to the Pathfinder’s) simply doesn’t cut it in the premium sector. They at least should’ve made a four-way system available, because the way it is now makes it so you’ll either receive ideal pressure just where you want it, or not, the latter being reality for my five-foot-eight body type. A four-way system provides upward/downward adjustment so as to meet up with the lower backs of all types of bodies.

Two-way lumbar support aside, the driver’s seat is fairly comfortable and should be amply big in order to satisfy for most owner’s needs, while the 60/40-split second-row bench seat is plenty accommodating too, due to loads of space to each side plus fore and aft adjustability. Infiniti installed a comfortable armrest with integrated cupholders in the middle, making it a good place to idle away the hours. The QX60’s rearmost row isn’t the biggest or the smallest in this mid-size luxury segment, but it should be ample for all but large teenagers and adults. Better yet, the QX60 provides the same innovative second-row seat folding mechanism to access that third row as the Pathfinder, which allows a child safety seat to remain installed (without the child strapped in) when sliding it forward and out of the way.

Safety seats in mind, the needs more child seat latches, especially in the very back, but on the positive the Nissan/Infiniti Rear Door Alert system is really smart. It uses door sequence logic, together with a message alert within the gauge cluster, plus multiple horn beeps, to cause its driver to check the rear compartment after parking and shutting off the ignition. It’s an important step towards reducing and hopefully eliminating child and pet injuries and deaths after being left behind in the summer heat of parked vehicles.

The QX60 is also accommodating for cargo, with a total of 447 litres (15.8 cubic feet) available aft of the third row (this area made even more functional due to a stowage compartment under the load floor), 1,155 litres (40.8 cubic feet) behind the 50/50-split third row via powered switches mounted on each cargo wall, and 2,166 litres (76.5 cubic feet) of total cargo space available when the 60/40-split second-row seats are folded forward via manual levers on their sides. Some competitors also make automated second-row seats available, but this setup should work well enough for most.

After all is said and done the QX60 is getting on in years, but aging doesn’t necessarily translate into outdated. True, its cabin electronics could use updating and, as noted earlier, I’d appreciate less obvious ties to its Pathfinder cousin, but it’s attractive from the outside in, has been finished with good quality materials, drives quite well, and provides seven-occupant luxury and plenty of practicality for an affordable price when compared to its closest premium rivals. Of note, this 2019 version is no different than the 2020 model that’s starting to arrive now, other than all the packages outlined in this review transforming into four trim levels, plus some new option packages.

This said a complete redesign isn’t far off, and expected to arrive in 2020 as a 2021 model, but if you need to upgrade now you’ll be well taken care of with this 2019 QX60, or the new 2020 version.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Genesis G90 3.3T Road Test

2019 Genesis G90 3.3T AWD — The 2019 Genesis G90 is now being replaced by an all-new model, but this base 3.3T AWD model is still an impressive luxury sedan that can be had for a great price. (Photo: Karen Tuggay)

If you can remember back as far as 2010, or even 2016 when it was cancelled, you might recall a full-size Hyundai luxury sedan that went by the name of Equus. Despite selling poorly here it has long been a favourite amongst high-ranking executives and dignitaries in South Korea, much like the Toyota Celsior was one of the most respected executive sedans in Japan until the fourth-generation Lexus’ LS replaced it (although Toyota still sells the upmarket Crown and Rolls-Royce-like Century in its home market). Like the LS, the Equus is no more thanks to the new Genesis brand, which is to Hyundai like Lexus is to Toyota.

I tested and reviewed a 2014 Hyundai Equus and was mostly impressed, other than its nondescript styling. It came with V6- and V8-powered rear drivetrains, and was sized similarly to the Mercedes S-Class and BMW 7 Series, yet even though it delivered a premium-like interior, plenty of high-end features, strong performance, and excellent value, it didn’t sell well, as noted. The fact is, those spending into the high five figures want a premium badge to go along with their luxury ride, something aforementioned Toyota learned a long time ago with its Lexus line, as did Nissan with Infiniti and Honda with Acura before both.

Along with a new name, pulled from the mid-size Hyundai Genesis that was especially attractive in its second-generation form, the third-generation Equus debuted in 2016 as the first-generation Genesis G90, soon followed by a rebadged Genesis G80 that saw little more than a name change. Along with its home market in South Korea, the Genesis brand was immediately made available in the United States, China, the Middle East, Russia, Australia, and of course here in Canada. This said, Hyundai has plans to launch the upmarket brand in other Asian markets too, plus Europe within the next couple of years, but they might want to wait for a couple of SUVs to arrive before they do.

In hindsight it’s easy to see that Hyundai jumped the gun by introducing this sedan-only luxury brand without having at least one SUV in the lineup, but sales of the G80’s predecessor were quite strong when it made the decision in 2015 and the rest is now history. This said if the Genesis brand’s future line of sport utilities impress as well as its trio of sport-luxury sedans (the smaller C-Class/3 Series-rivaling G70 was introduced last year), and better than the superb new Hyundai Palisade that just went on sale for 2020, things are about to seriously heat up in the luxury SUV segment.

While writing this review I was already seeing the completely redesigned 2020 Genesis G90 advertised on its retail website. It boasts a totally new version of its stylish “diamond” grille featuring a more distinctive downward pointing lower section and “G-MATRIX” crosshatch patterned insert replacing the current car’s seven horizontal ribs. It also sports a set of LED “Quad Lamp” headlamps, plus Bentley-like front fender vents, large attractive mesh-patterned wheels, and three unique horizontal LED taillights, the lower element crossing the width of the entire car, while inside it’s wholly modernized from a design and digitization standpoint, plus even more luxurious than this outgoing model.

As stylish as I find the new model, I still like this 2019 G90. No doubt unplanned, but the G90’s slow sales and resultant nullibiety have had the side benefit of keeping it somewhat fresh looking, the opposite case of ubiquity causing some designs that were once wonderfully unique to become mundanely commonplace and therefore hardly exclusive anymore. The G90’s design language is more conservative than the new model and much more discreet than, say, the spindle grilled Lexus LS, making this G90 a good choice for folks who’d rather fly under the radar than always attracting attention. The Audi A8 once had such understated appeal as well, but its horseshoe-shaped grille has now grown to encompass most of its front fascia, and while still a smart looking car it’s now considerably bolder and more intimidating than before.

Like any new brand Genesis is still searching for an easily identifiable trademark look, evidenced by the just-mentioned lower point on the new 2020 model’s diamond-shaped grille, and this quest is made even more important when factoring in that the new brand’s general design language started off wearing Hyundai’s italicized “H” on its backside (interestingly there was no Hyundai badging other than that). Lexus took decades before opting for and sticking with its spindle grille and sharply carved origami-angled design language, as did Infiniti and Acura with their more recently updated grille treatments, the latter being the oldest Japanese luxury marque yet its dramatic new grille was just adopted a few of years ago. Still, it’s important to find a memorable design and then stick to it.

Genesis grille has been sometimes criticized for its Audi-like appearance, but with Hyundai-Kia’s head of design being ex-Audi stylist Peter Schreyer, some similarity makes sense. There’s a bit of 7 Series in the front fender’s sweeping lines and along the sculpted rocker panel, plus its thick chrome strip down each side and around the back, but the taillights are pure Genesis, and its rather unoriginal feathered badge gets too close to Bentley’s winged-B for comfort. Its build quality is excellent, however, with tight exterior panel gaps and superb paintwork.

Inside, the G90’s design is good looking and attention to detail excellent. From its microfibre roofliner and pillars to the padded and French-stitched leather that runs across the dash top and door uppers front to back, plus the planks of glossy hardwood all-round, it totally measures up to its German competitors. I won’t stop there, of course, as the G90’s plentiful aluminum interior accents is nicely executed, particularly the Lexicon-branded speaker grilles and aluminized switchgear on the centre stack, while all of the other buttons, knobs, toggles and rockers are impressively crafted with ideal fitment and good damping. It’s totally in the league of Mercedes-Benz, BMW and Audi, prestige aside.

I’d say the classic dress watch style analogue clock in the centre of the instrument panel is one of autodom’s best, featuring a gorgeous white guilloche dial, Arabic numerals at 12, 3, 6 and 9, plus chromed indices marking the hours between. The perforated seat leather is incredibly soft and supple, plus the seats themselves are excellent, with plenty of adjustments to fit most any body. Additionally, you’ll have a difficult time finding any hard shell plastic in this car, the only corners cut being the steering column surround and the very bottom of each lower center console side, but even these panels are made from a dense composite material before soft painted for a high-quality texture. I’m not going to come out and say this G90 is a step up from its rivals, because everything in this category will impress, but it’s very well done.

On that note the backs of each front seat are so impressively finished they must be getting close to best-of-the-best, particularly the curving wood inlays that wrap around their upper edges. Mind you, the backside of the front centre console is hardly notable, with typical HVAC vents finished nicely, but it looks spartan due to a folding centre armrest that’s filled with features, as well as beautiful leathers, woods and metals. Included are controls for the automatic climate control system’s rear zone, plus three-way heatable outboard seats, controls for the powered side and rear sunshades, and you can also extend the car’s right-side legroom by powering the front passenger seat forward and tipping its seatback as well. Full infotainment controls are included too, letting rear occupants take control of that wonderful sounding Lexicon audio system noted earlier.

Back behind the steering wheel, the gauge cluster isn’t a fully configurable digital design, but its centre is filled with a large colour multi-information display integrating the usual assortment functions. The infotainment touchscreen to the right is much more advanced, with attractive albeit simple graphics enhanced by deep colours and contrast, and a very clear reverse camera with dynamic guidelines, but no overhead bird’s eye view. The navigation was easy to sort out, provided good mapping detail and found where we were going, which is always a bonus. Buyers wanting a more advanced level of infotainment technology, including a completely digital gauge package and higher definition infotainment display, should pay more for the 2020 G90, but I could appreciate that others might choose to avail themselves of year-end and model-ending 2019 G90 discounting that could be quite aggressive.

Before negotiating, my V6 turbo-powered 2019 G90 3.3T AWD tester can be had for just $84,000 plus destination, whereas the V8-powered G90 5.0 AWD starts at $87,000; its only upgrade being the $2,500 rear entertainment package. The much-improved 2020 model will come completely equipped for just $89,750, a mere $250 more than the outgoing V8 model, and that more formidable eight-cylinder is now standard. You will still be able to acquire the turbocharged V6, but take note it’s a special order model that will save you $3k. On this note, all 2019 G90 pricing, including trims and packages, can be found right here at CarCostCanada, plus we can also provide you with rebate information as well as dealer invoice pricing that could save you thousands.

The G90 I tested was in its base 3.3T AWD trim, which means that standard features included a 3.3-litre twin-turbo direct-injection V6 good for 365 horsepower and 376 lb-ft of torque, plus an eight-speed shift-by-wire automatic transmission with manual mode and steering wheel paddles, HTRAC torque-vectoring all-wheel drive, 19-inch alloys on 245/45 front and 275/40 rear all-seasons rubber, an adaptive suspension, full LED headlights with adaptive cornering and automatic high beams, adaptive cruise control with stop-and-go capability, autonomous emergency braking with pedestrian detection, active blindspot monitoring with rear cross-traffic alert, lane change assist and lane keeping assist, the multi-view parking camera with dynamic guidelines mentioned earlier, a 12.3-inch centre display with 720p resolution (which isn’t all that clear compared to most competitors’ high-definition systems) and the navigation system noted a moment ago, the wonderful Nappa leather upholstery and microfibre suede headliner also mentioned before, the 17-speaker Lexicon AM/FM/XM/MP3 audio system with Quantum Logic surround sound and Clari-Fi, etcetera, etcetera.

If you’re willing to spend just $3,000 more for 5.0 AWD trim, you’ll not only receive an impressive 420 horsepower direct-injection V8 with 383 lb-ft of torque, but you’ll also be able to pamper each rear passenger (or yourself if you hire a driver) with a 14-way powered right rear seat and 12-way powered left rear seat, including powered head restraints with manual tilt, plus memory and cooling ventilation for outboard occupants, and illuminated vanity mirrors overhead.

I’ve driven a number Genesis, Hyundai and Kia models with the 5.0-litre Tau V8 and have nothing but good things to say about it. It’s a blast at full throttle yet is wonderfully smooth and quiet, ideal for long high-speed freeway journeys and even impressive when pushed hard through curves. The engine ideally matches up with the smooth yet quick-shifting eight-speed automatic, and Hyundai’s HTRAC AWD is grippy on wet road surfaces and even improving performance in dry conditions. I can only imagine the V8 would perform as well with the G90 as it did in the most recent 2017 Genesis G80 5.0 AWD Ultimate I reviewed a couple of years ago, but I have to say there’s much to like about Genesis’ smaller, more fuel-friendly 3.3-litre twin-turbo V6 too.

Claimed fuel economy ratings are reason enough to choose the V6, it good for an estimated 13.7 L/100km city, 9.7 highway and 11.9 combined, compared to the V8 that only gets a claimed 15.2, 10.2 and 13.0 respectively. That difference would certainly be noticeable in the wallet, while the smaller engine’s performance is certainly capable of whisking the big sedan and all passengers away quickly, albeit not providing as audibly stimulating an exhaust note.

The V6 weighs less too, and being that this weight sits over the front wheels it feels a little more agile through the corners, and was especially fun when Sport mode was engaged. It just hunkers down and flings itself through fast-paced curves with hardly a squeak from the tires, portraying the kind of poise expected of the big German luxury sedans. The G90 is truly a great driving car, with handling that comes close to the almighty 7 Series. Without doubt the adaptive suspension plays its part, while also keeping its ride quality compliant and cabin quiet.

With performance this impressive, you’d think I’d always keep it in Sport mode, but Eco mode reduced fuel consumption, while Smart mode is capable of choosing the best of both worlds as per a given driver’s inputs. Fortunately the G90 has all bases covered, the result being a very well rounded, highly refined luxury sedan that truly deserves much more attention than it gets.

Dip your feet into the deep pile carpet floor mats, however, and you’ll quickly be reminded of the G90’s true purpose. It’s a luxury sedan first and foremost, which is why Genesis needed to make it practical as well. Along with the spacious rear passenger compartment, its trunk is generously sized for multiple golf bags and easy access. Its powered lid is gesture controlled and lift-over height nice and low for loading in gear, while a convenient centre pass-through allows for longer cargo like skis.

If you’re looking for a resplendent luxury sedan with sporting pretensions, yet don’t want the taxman to question how you came into wealth, consider this G90.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay