The upcoming 2021 718 Cayman GTS 4.0 gets similar blackened exterior trim to other GTS models. (Photo: Porsche)
It was only a couple of weeks after Porsche put out a press release announcing Canadian pricing, features and specs for their new 718 Cayman T and 718 Boxster T lightweight performance models, plus details about the base, S, GT4 and Spyder variants of the same updated 2020 Cayman and Boxster, and surprisingly the upcoming 2021 718 GTS was (and still is) all over the interweb.
Up until the current 2020 model year, fourth-generation Cayman and Boxster models were only available with turbocharged four-cylinder powerplants, but thanks to the new GT4 and Spyder a formidable 4.0-litre six-cylinder engine was added to the mix. Now, hot on the heels of those two top-tier 718 models, Porsche is announcing the refreshed 2021 718 Cayman GTS and 718 Boxster GTS with horizontally opposed six-cylinder power as well.
Those who follow all things Porsche will know that the brand’s GTS trim, while not necessarily the fastest in a given model line, will be one of the sportiest thanks to blacked out exterior trim and unique aero upgrades, powertrain improvements, suspension modifications, and more often than not a curb weight reduction, and the new 2021 718 GTS takes all of the above to new extremes.
Fabulous looking 2021 718 Boxster GTS 4.0 should go as good as it looks. (Photo: Porsche)
The outgoing 718 GTS lineup, which was with us from model years 2018 to 2019, already put out an impressive 365-horsepower and 317 lb-ft of torque, but its power came from a 2.5-litre turbocharged flat-four. Sure it was 500 cubic centimetres larger than the 2.0-litre turbo-four in the 718’s base, S and T trims, while making 65 extra horsepower and 37 more lb-ft of torque, but it still wasn’t anywhere near as capable as the naturally aspirated 4.0-litre H-6 in this new GTS.
Porschephiles will already be well aware of the just-mentioned GT4 and Spyder models, particularly about their shared six-cylinder powerplant that boasts 414 horsepower, and while it’s down some 20 horsepower in this new GTS, it still makes a formidable 394 horsepower and an identical 309 pound-feet of torque.
That’s superb performance from a trim that will soon slot between both 718 T models priced at $74,400 for the coupe and $76,800 for the convertible, and the two new top-line cars that start at $110,500 for the Spyder and $113,800 for the GT4. The new engine, which revs all the way up to 7,800 rpm, makes Porsche’s renowned six-cylinder bark and therefore should appeal to the countless diehard fans of the German brand, while the melodic notes emanating from the engine compartment behind the seats get improved upon by a standard twin-tailpipe sport exhaust system.
The new 718 Cayman GTS 4.0 makes 394 hp from a new H-6 engine. (Photo: Porsche)
While fuel efficiency probably isn’t the first reason someone chooses a premium sports car, the new engine includes cylinder deactivation dubbed adaptive cylinder control, a technology that alternately shuts off one of its two cylinder banks under low loads, while the direct injection system uses piezo injectors plus a variable intake system to enhance efficiency further while also improving performance.
Like the sporty 718 T models that we covered in this publication in early January, the new 718 GTS adds standard performance items like a mechanical limited-slip differential, Porsche Torque Vectoring (PTV), and the Sport Chrono Package with a special Porsche Track Precision App featuring a lap timer.
Porsche’s Sport Chrono Package provides a handy “push-to-pass” style Sport Response button in the middle of the steering wheel-mounted rotating drive mode switch, as well as Launch Control with the optional seven-speed dual-clutch automated PDK gearbox.
When using their base six-speed manual transmission, however, both new 2021 718 GTS models sprint from zero to 100 km/h in just 4.5 seconds, paring 0.1 seconds from the outgoing 718 GTS’s acceleration time, while the two only 0.1 seconds slower to 100 km/h than the ultra-hot 718 GT4 and Spyder.
The new 718 GTS 4.0 models are filled with suede-like Alcantara surfaces. (Photo: Porsche)
Additionally, the two 718 GTS models increase their top track speeds by 3 km/h to 293 km/h—the GT4 and Spyder manage a respective 304 and 301 km/h. Porsche hasn’t announced performance numbers for the new 718 GTS with its available PDK gearbox, but the dual-clutch paddle-shift actuated transmission slices 0.2 seconds from the GT4 and Spyder’s zero to 100km/h sprint time, so we can expect something similar from the GTS.
Together with the new 718 GTS’ accelerative advantages, a bevy of standard upgrades also make for greater agility around corners, like Porsche Active Drivetrain Mounts (PADM) that integrate dynamic hard and soft transmission mounts to reduce vibration and therefore improve performance, plus the new model’s special Satin-Gloss Black-painted 20-inch alloys encircled by staggered-width 235/35 front and 265/35 rear tires make sure the new 718 models remain glued to the tarmac below.
Porsche’s Active Suspension Management (PASM) electronic damping system also comes standard, the technology instantly adjusting for irregular road surfaces, weather conditions, and changes to driving styles, all depending on whether Normal, Sport, Sport Plus or Individual driving modes are selected.
An available GTS interior package adds a red tachometer dial at centre. (Photo: Porsche)
The two 718 GTS models also get a 20-millimetre drop in suspension height when compared to lesser trims, the 718 T duo aside, lowering their centres of gravity for improved control all-round. The base cast-iron brakes are larger in diameter too, up to 350 mm in front and 33 mm at the rear, resulting in quicker stopping times. Just in case you want to slow down even faster, Porsche provides its usual upgrade to composite ceramic brakes.
In order to visually separate the new GTS models from other 718 trims, Porsche has added dark grey “GTS 4.0” decals to each door, while other styling upgrades include plenty of darkened exterior accents such as a black front lip spoiler, an all-black lower front fascia including a special Sport Design air intake, blackened front fog lamp lenses and taillights, plus a redesigned rear bumper cap and black chrome exhaust tips. Of course, we can’t forget about those glossy black 20-inch alloy wheels mentioned earlier either.
The 718 GTS’s cabin features a GT sport steering wheel, plus a scripted “GTS” logo at the centre of the primary instrument cluster’s rev counter, while woven carbon trim highlights the instrument panel and middle console, and dark grey Alcantara provides plush grip to the steering wheel, the centre console, the gear shift knob and surrounding skirt, each door insert and all of the armrests, plus the centre panels of the standard sport seats, while each A-pillar gets wrapped in the soft suede-like material too, as does the roof liner in the hardtop coupe.
Both this 718 Boxster GTS 4.0 and the Cayman coupe version are brilliantly fun around corners. (Photo: Porsche)
An available GTS interior package lets you choose between contrasting Carmine Red or chalk grey/beige Crayon for the tachometer gauge’s face, the seatbelts, the floor mat borders, and the cabin’s decorative stitching, including embroidered “GTS” logos on each headrest.
The Porsche Communication Management (PCM) centre touchscreen is standard as usual, measuring 7.0 inches and housing plenty of functions pulled up from lower end trims, plus of course the previously noted Track Precision App. This application originated in motorsport, and is downloadable to your Apple or Android smartphone. It provides performance-related data on the GTS’ centre display while on the track, and simultaneously records said data on your device for analysis after leaving the circuit.
The PCM also incorporates a navigation system with real-time traffic information, optional voice control, and Porsche Connect. Additionally, music aficionados will be happy to learn that an available Bose surround sound system can improve on the standard audio system, while Burmester surround sound audio takes the listening experience to an entirely new level.
You’ll be able to order the new 2021 718 Cayman GTS 4.0 and 718 Boxster GTS 4.0 from your Porsche retailer by the summer of 2020, with deliveries following in the fall.
Until that happens, be sure to watch the videos below:
The all new 718 GTS 4.0. More of what you love. (1:52):
The EcoSport wears Ford’s older design language, but it still looks smart in its sporty SES duds.
The EcoSport, that just recently entered the Canadian market for the 2018 model year, will soon be the oldest SUV in Ford’s burgeoning lineup. This is due to the mid-size seven-passenger Flex fading into the sunset when its remaining 2019 model run gets sold off. Where the Flex was one of the blue-oval brand’s largest crossover SUVs, the EcoSport is by far its smallest, and therefore fills Ford’s critical gateway position now that the subcompact Fiesta hatchback has also been discontinued from the North American markets.
Of note, Ford’s other crossovers and SUVs have been more recently refreshed or redesigned, the former car-based models including the completely redesigned 2020 Escape, the recently refreshed Edge that came out for the 2019 model year, and the entirely redone 2020 Explorer that’s just arriving now, whereas the not quite as new truck-based Expedition SUV will soon be second oldest.
SES trim blackens out a lot of exterior accents that would otherwise be bright metal.
Soon Ford will add two new models to its utility lineup, the first being the impressive but oddly named Mustang Mach-E (I hope they drop the “Mustang” part and just call it the “Mach-E”), sized between the Escape and Edge and powered by a new plug-in electric drivetrain, and the second an even more interesting (to me at least) compact truck-based body-on-frame 4×4 that brings back the classic Bronco name. A smaller “baby Bronco” is reportedly planned to go up against the subcompact Jeep Renegade, just like the new Bronco will go head-to-head with the iconic Jeep Wrangler 4×4, which means off-road fans will soon have a lot more to get excited about.
Ford will continue to dominate the truck market with its best-selling F-Series, of course, and do its best to make the new (to us) Ranger mid-size pickup as popular as its slightly smaller predecessor used to be, while it will probably maintain its leadership in the commercial van segment as well, its Euro-style Transit full-size van well ahead of all rivals on the sales charts. Ford still makes the classic Econoline, by the way, but it’s only available with a cutaway chassis cab body in our market, plus the Transit Connect does very well in the smaller compact commercial van category.
These 17-inch dark grey alloys add a lot of style to the EcoSport SES’ design.
Now that I’ve come this far I might as well finish off with every blue-oval model available to Ford’s Canadian customers, the fabulous GT super car still showing on the brand’s retail website despite being sold out some time ago, and the Mustang still North America’s go-to sports/muscle car by a long shot, while the Fusion mid-size sedan will be with us for one last year before being sent out to pasture like the larger Taurus full-size sedan, the little Fiesta subcompact, and the compact Focus (plus sadly the later two models’ superb ST and RS performance versions, and the once great SHO).
Until Ford comes out with an ST version of the EcoSport I can’t see enthusiasts getting excited about it (hey, they brought us an Edge ST, so you never know), but it look good and drives well for such an old SUV, plus it offers up a nice assortment of features and can be had for an even more compelling price. This current second-generation EcoSport arrived in other markets during 2012 as a 2013 model, which adds up to six years before it arrived as an all-new model here in North America. I first saw the original EcoSport (a design I really liked at the time) when I was living in São Paulo, Brazil, and now that I’m more often on the other side of the world in Metro Manila, Philippines, I’ve been seeing this new one becoming popular there for about six years (and likewise for our all-new Ranger pickup that was been a big seller there since it hit the market in 2011).
Blue and copper orange is an unusual mix, which is probably why Ford now makes this interior with silver and grey instead.
Like the Ranger, the EcoSport has aged quite well. It wears Ford’s most older grille design, last seen on the 2019 Escape and 2018 Edge, so it doesn’t look out of date unless you see it lined up in row of its blue-oval contemporaries. A redesigned third-generation EcoSport should be out by 2021 as a 2022 model, so at least we can be fairly certain this 2019 version, and the mostly unchanged 2020 version, won’t be redesigned for couple of years or more.
As it is, despite its age the EcoSport has plenty of redeeming qualities, the first being decent fuel economy due to standard auto start-stop technology that shuts the engine off when it would otherwise be idling in order to reduce fuel usage and improve emissions, all before restarting automatically when letting off the brake.
The cockpit has a sporty look, enhanced by a leather-clad steering wheel with paddle shifters in SES trim.
This EcoSport comes standard with the same turbocharged 1.0-litre three-cylinder that I first enjoyed in the Fiesta. While a fun-to-drive entry-level engine, it’s also capable of an 8.6 L/100km city, 8.1 highway and 8.4 combined Transport Canada rating, while the even stronger 2.0-litre four-cylinder I tested here is good enough for an estimated 10.2 city, 8.0 highway and 9.3 combined. To be clear, this is fairly thrifty when compared to some of its key rivals, and falls short of others, finding a happy medium right in the middle.
The middle-of-the-road EcoSport story is similar for pricing too, with the base 2019 S model starting at $22,349 (plus delivering and other fees), and fancier trims including the SE at $25,449, SES at $29,849 and top-line at 31,349. All-wheel drive can be added to S and SE trims for $2,500, while it comes standard in the SES and Titanium. Notably, the pricing just quoted was heavily discounted at the time of writing, with CarCostCanada reporting additional incentives up to $4,500 on this 2019 EcoSport, or for those wanting the newer 2020 model, factory leasing and financing rates from 3.99 percent. Go to the 2019 or 2020Ford EcoSport Canada Prices page right here at CarCostCanada for all the details, plus the ability to price and configure EcoSport models, while accessing available manufacturer rebates, dealer invoice pricing that could save you thousands, and much more.
The gauge cluster is simple, but the bright blue needles stand out nicely.
Of course, selling on price is not a good way to make a profit, but that’s Ford’s problem. Still, as noted earlier there’s a lot more to like about this little SUV than its reasonably low fuel economy and attractive pricing. Both direct-injected engines provide pretty strong performance, actually, the base turbocharged 1.0-litre three-banger good for 123 horsepower and 125 lb-ft of torque, and the as-tested naturally aspirated 2.0-litre four making a more spirited 166 horsepower and 149 lb-ft of torque.
Additionally, neither engine is held back by the vague performance of a continuously variable transmission (CVT) or a slow-shifting regular automatic, but instead get Ford’s well-proven six-speed SelectShift dual-clutch automated manual. It may not be the most dependable transmission ever made, but it delivers very quick, snappy shifts, enhanced with steering wheel-mounted paddle shifters in SES trim, along with the same ease-of-use the two less exciting transmissions provide.
Sync 3 offers up a nice easy-to-use design plus Apple CarPlay and Android Auto.
Underpinning the entire SUV is a fully independent suspension featuring MacPherson struts in front and a multilink setup in the rear, plus a stabilizer bar at each end. Additionally, twin-tube hydraulic gas-pressurized shocks keep the front wheels connected to tarmac while progressive-rate springs with mono-tube hydraulic gas-pressurized shocks lock in the back end, while a fairly direct feeling electric power steering system makes manoeuvring the EcoSport into tiny parking spaces easy and negotiating heavy traffic a breeze. Ford’s smallest SUV feels nice and stable through slaloming roadways too, and tracks well on the open highway. No matter the conditions it’s a fun little utility to drive, even on slippery surfaces where Ford’s AdvanceTrac traction control with RSC (Roll Stability Control) keeps it under control, and the SUV’s standard four-wheel discs with ABS provide good braking performance.
The nice big backup camera with active guidelines made parking easy.
The way this EcoSport drives makes it easy to understand why 7,438 Canadians bought one last year (which is a bit less than mid-pack, with six subcompact crossover SUVs selling fewer and 10 delivering more), but just the same I could see why some may have chosen it because of styling first and foremost. My SES example was painted in an eye-catching Lightning Blue with sporty black accents all around (although it didn’t wear this trim’s optional black decals on the hood and rooftop), some of its best design details being the Dark Tarnish Metallic-painted 17-inch rims it rolled on.
The interior, however, was colour-matched by the three blind mice. Who decided that its mostly Ebony Black cabin colour (shade) scheme should be accented with copper-orange on every model? I suppose blue and orange don’t completely clash (a similar livery kind of worked for McLaren F1 this year), and of course it’s perfect when choosing the EcoSport’s available Canyon Ridge (copper) exterior paint, but I’m glad Ford recently decided to ditch this unusual colour combo for trusty old grey. As it was, my tester’s partial leather seat upholstery included copper orange stripes on their stain-resistant ActiveX fabric inserts, these matching the same copper highlights that run across the instrument panel, on each side of the console, and along the door panels.
Remember, Ford replaced this orange with silver and grey, which will be a good or bad thing, depending on your personal taste.
All said, I can’t see anyone complaining about the SES model’s aforementioned 17-inch alloy wheels or its sport-tuned suspension upgrade, or for that matter the paddle shifters I commented on a while ago. Other niceties with this trim include rain-sensing windshield wipers, an auto-dimming centre mirror, blindspot monitoring, an 8.0-inch infotainment touchscreen with Ford’s best Sync 3 interface, a navigation system that worked perfectly during my test week, a pretty good seven-speaker audio system, and a very useful household-style 110-volt power outlet.
Sync 3 infotainment is still very good despite not being as recently updated as some competitive systems. Along with than the items already mentioned, its feature set includes the expected tablet-like tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, easy Bluetooth connectivity for your phone and audio streaming, voice activation, a 4G LTE Wi-Fi hotspot, plus the ability to play AM, FM and satellite radio stations, of course. Satellite in mind, Sirius Travel Link is also included, plus a number of apps, while the Sync 3’s graphics are organized into convenient tiles in an attractive white on sky blue colour scheme. It’s not new, but it’s still very good.
Really comfortable seats had plenty of manual adjustment.
Missing from my SES tester was dual-zone automatic climate control, but its single-zone auto HVAC system was plenty good for my needs and as good as this entry-level SUV segment usually gets, while its front seats were only four-way manually adjustable, which was another inconvenience that didn’t matter much to me. The seats were comfortable and supportive just the same, plus my long-legged, shorter torso five-foot-eight frame fit well due to better-than-average reach from the EcoSport’s tilt and telescopic steering column.
It’s spacious as well, and especially good for taller occupants. In fact, both the front and back seating areas are well proportioned, but I recommend leaving the rear centre position unoccupied when four adults are aboard. The cargo compartment is fairly large too, with 592 litres of volume behind the 60/40-split back seats and 1,415 litres when lowered, although the load floor doesn’t lay very flat.
The rear seats are spacious and comfortable for this class.
Accessing the cargo compartment comes via a side-swinging rear door that might be a deal-killer for some. Not only did it squeak while driving (or at least something near the door was squeaking annoyingly all week long), but who wants to deal with a heavy, inconvenient side-swinging rear door when there’s 16 competitors (and three more on the way) that offer a liftgate that also acts as a shelter in the rain? At least it opens on the proper side for North American markets, unlike some others (Jeep) that make it really difficult to load from the curb, not to mention dangerous if forced to step into the line of traffic with arms loaded. It opens easily enough thanks to gas struts, but you’ll need to make sure and leave plenty of space behind the EcoSport for the wide door to swing it out when parked on the side of the road, while if another driver (parker) parks too close, good luck getting anything into the back (not usually a problem with a liftgate).
As for interior finishings, it’s better than some and not as good as this segment’s best sellers due to an abundance of hard plastic surfaces. I know this is a base subcompact and buyers in this class aren’t expecting Range Rover detailing, but some in this category are delivering a more premium experience than others, and therefore merely adding a pliable composite dash top/instrument panel along with padded armrests isn’t enough these days.
The cargo area is roomy enough, but some might not like the side-swinging rear door.
As my regular readers know, I don’t hold back when I don’t like a vehicle, but I think I’ve been very fair with Ford’s EcoSport. It’s one of the oldest SUVs in this class, yet it does a pretty decent job of looking good, plus it balances a really fun driving experience with reasonable fuel economy, it’s plenty comfortable, very spacious, is equipped well enough, has a great infotainment system (and has an attractive set of gauges with cool blue needles), and (squeaking and side-swinging rear door aside) is quite practical. The fact you can currently save thousands on a new 2019 is a major bonus that should be considered too, so if you can live with its few shortcomings (and most rivals could be better too) the EcoSport is worth a closer look.
My gawd this thing is nuts! The power, the insane sound of the supercharged V8’s sport exhaust system, and the near overwhelming sensation of 550 horsepower and 502 lb-ft of torque pressing head and backside into the opulent red and black diamond-pattern leather-upholstered driver’s seat at launch while fingers grasp at the leather-wrapped sport steering wheel rim, there’s really nothing that completely mirrors it in the compact luxury SUV segment.
With a flagship sport utility like the F-Pace SVR you’d think this SUV would be tops in its hotly contested class, and while it’s certainly the best selling model within Jaguar’s range it appears luxury buyers are more interested in being comforted than having their senses wowed by ultimate performance. Truly, F-Pace and most Jaguar models deserve more attention than they get.
Plenty of functional aero add-ons give the SVR a uniquely powerful appearance.
For starters, the F-Pace is inarguably attractive no matter which trim we’re talking about, with this SVR amongst the best looking in its category. There’s no crossover SUV I find more attractive, unless the outrageous Lamborghini Urus enters the discussion, or for that matter Audi’s Q8 that shares much of its running gear, but the ultimate Italian, at least, hovers up in a totally different pricing stratosphere with a base price of $240,569 CAD, compared to a mere $89,900 for this 2019 F-Pace SVR.
The cheapest Q8 will save you $7k and change, but the sporty looking German’s $82,350 entry model merely puts out 335 horsepower, and while a superbly comfortable and wholly attractive, well-made urban and freeway cruiser it’s doesn’t even enter the same performance league as the SVR. The equivalent Q8 is the upcoming near 600-hp RS, but that upcoming model will eventually cost you something around $110,000 (its pricing hadn’t been announced before I wrote these words, and it’s bigger mid-size proportions means it doesn’t directly compete).
These black 22-inch alloys are optional, but everything else shown here is standard with the SVR.
Targeted rivals in mind, Audi does offer up the 349-hp SQ5 in the F-Pace’s compact luxury SUV segment, and while a fully capable autobahn stormer, its 5.4-second sprint from zero to 100 km/h can’t line up against the SVR’s 4.3 seconds, and I can attest that its 3.0-litre turbo V6 doesn’t come close to sounding as Mephistophelian as the SVR’s supercharged 5.0-litre V8.
A truer F-Pace SVR competitor is the new Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbocharged V8 resulting in a blast from standstill to 100km/h in only 3.8 seconds. The Merc tops out at 280 km/h (174 mph) compared to the Jag’s slightly quicker 283 km/h (176 mph) terminal velocity, so they nearly share their two key bragging rights evenly. All you need do if you desire the Mercedes is to add about five percent or $4k onto your purchase, the AMG available just over $93k, unless you end up purchasing the 2020 F-Pace SVR that is, which is now $92k even.
Plenty of alternative SVR interior colour themes are available if red and black isn’t your thing.
Top-selling German compact luxury SUVs in mind, the BMW X3 M deserves mention too, thanks to 503 horsepower (in the Competition model), 442 lb-ft of torque, and a 4.1-second sprint from standstill to 100 km/h, all from an inline TwinPower turbo six-cylinder. The top-tier Competition model will set you back $93,500 plus fees, while the 473 horsepower base X3 M costs just $83,200.
The F-Pace SVR provides one rich looking cabin made of very high quality materials.
I haven’t driven the BMW X3 M or the GLC 63 4Matic+, but I’ve driven a lot of six-cylinder BMW Ms and AMG V8s, and while brilliant in their own rights, neither sounds as malevolent as Jaguar’s V8. Sure, the zero to 100km/h numbers are better and their prices aren’t much higher, but performance fans will know how important the auditory experience is to the thrill of high-speed driving. As for measuring the few milliseconds of sprint time differences, that’s downright impossible from the seat of the pants.
Using the Mercedes for comparison, both of these compact luxury SUVs provide nearly identical wheelbases of 2,874 millimetres for the SVR and 2,873 mm for the AMG, while their tracks are nearly the same too, the Jag measuring 1,641 mm up front and 1,654 mm in the rear and the Merc spanning 1,660 mm at both axles, but despite the F-Pace being 52 mm lengthier at 4,731 mm, 79 mm wider (mirrors included) at 2,175 mm, and 42 mm taller at 1,667 mm, plus having 100 litres of extra cargo capacity behind the back seats at 650 litres, it tips the scales 67 kilos lighter at just 1,995 kg. That’s thanks to its mostly aluminum body and chassis over Mercedes’ mix of steels and alloys.
The 12.3-inch digital gauge cluster can be configured in many different layouts.
I can’t move past this point without mentioning two more compact SUVs capable of contending in this ultra-fast compact luxury SUV category, these being the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio, the German making 400 or 440 horsepower depending on whether you’re looking at the outgoing 2019 model or the new second-generation 2020 variety, or for that matter choosing the older Macan with its Performance Package upgrade (which also puts out 440-hp). The more potent engine options make this German SUV’s acceleration similar to the F-Pace SVR, yet it’s pricing delves into six figures, while the zippy Italian produces 505 horsepower and sprints to 100 km/h in just 4.0 seconds, while its price starts at $95k. These two SUVs are impressive as well, but once again their turbocharged V6 engines, while brilliant, can’t measure up to the sonorous delights of Jaguar’s big, hairy V8.
Truly, you’ve got to hear it at full song to appreciate what I’m talking about. It’s giggle-inducing joy on one hand and devilish horror on the other, particularly after pressing the exhaust button that provides a freer flow resulting in more snap, crackle and pop from its backside when lifting off the gas pedal.
The updated F-Pace touchscreen is a big improvement over the previous generation.
You’d think with this level of dark, malevolent behaviour its interior would be a hard stone dungeon of dank sombreness, and while some trim pulls thoughts of red hot hellfire, the SVR’s cabin gets raised the level of super SUVs from more exotic names. It’s also capable of loading in the kiddies and lots of family gear, thanks to that aforementioned cargo hauling capacity.
You can also experience some light off-roading, as long as you’re willing to change out my testers optional 22-inch black-painted rims and 265/40 front and 295/35 rear Pirelli Scorpion Zero all-season tires to something more useful off pavement. I’d recommend something around 18 inches in diameter with a higher sidewall and much more tread grip, but then again you’re probably not buying this SUV for scaling the Rubicon trail. No, it’s much more capable of turning winding side roads into straight stretches roadway, or at least its near flat stance at breathtaking speeds makes them feel as if they were straight.
This performance page is a fun way to keep an eye on the SVR’s power and handling chops.
The F-Pace SVR’s wide track and lighter than average weight (for its length, big powerplant and over-the-top luxury upgrades), plus the just-mentioned Pirelli rubber (you can get even better performance from a set of Jaguar-specified P Zeros, available from tire retailers) and its stiffer aluminum-intensive front strut and rear multi-link suspension featuring sportier tuning to its adaptive setup, plus sharper electric power-steering tuning, all come together for about as much sports car feel as most any SUV can provide (Urus aside).
The SVR shines on the types of narrow, undulating, ribbons of asphalt that the mind conjures up when looking at an F-Type SVR, but I have to say I really appreciated the added ride height this SUV provided over any low-slung sports car when coursing through heavily treed backroads. To be clear, the F-Type remains the Jaguar to beat through winding roads, not to mention road courses, but when visibility around curves or over sharp declines becomes difficult, the extra few inches of added sight line makes for a bit more confidence at high speeds, as does the wheel travel and more compliant suspension of the bigger, heavier SUV. Both SVRs work best when their previously noted Dynamic driving modes are selected, over their more comforting and economical options at least, this more assertive adaptive suspension setup stopping its tall body from pitching and rolling.
The full-leather cabin gets complemented by loads of genuine aluminum and available carbon fibre.
Of course, I didn’t drive it like I stole it during my entire weeklong test, and not just because of the otherworldly fuel cost. Transport Canada estimates a 14.5 L/100km city, with 11.0 highway and 12.7 combined, which not too bad considering its outrageous power. Alfa Romeo’s most formidable Stelvio is rated at 14.1, 10.4 and 12.4 respectively, while the new 2020 Macan Turbo manages 14.2 in the city, 10.1 on the highway and 12.0 combined. How about the Merc-AMG GLC 63? It’s pretty bad at 15.0 L/100km in the city, 10.9 on the highway and 13.2 combined, but BMW’s X3 M is the least fuel conscious amongst all rivals with an embarrassing rating of 16.6 city, 12.1 highway and 14.2 combined, if buyers in this class actually care.
Together with the SVR’s Dynamic sport mode mentioned before, which I kept engaged most of my test week, there’s also a Comfort mode for rougher road surfaces or more relaxing moods, plus an Eco mode, which I likely should have chosen more often for overcoming the fuel economy noted above. The latter two drive modes let the engine turn off when it would otherwise be idling, saving fuel and reducing emissions. The big Eco screen that estimated how much fuel I saved while using its most economical driving mode was a bit humourous in this beast of an SUV, but fortunately the centre display offers up a Performance panel too, which I found much more useful.
The SVR seats are fabulous.
Unlike most in this class, the F-Pace only uses a touchscreen for accessing infotainment, which will put off those who prefer to make commands via a lower console-mounted controller. I like touchscreens so it’s not an issue, and even better Jaguar’s interface has wholly improved in recent years. The display itself is fairly big at just over 10 inches, while the digital interface is divided into three big tiles for navigation/route guidance/maps, media, and phone, or whatever functions you choose as it can be organized for personal preferences. Swipe the display to the left and a second panel with nine smaller tiles shows up, providing access to most any function you could want. It’s a simple, straightforward system and thus user-friendly, with its just-mentioned swipe gesture control accompanied by the usual smartphone/tablet-type tap and pinch capabilities, the latter helpful when using the nav system’s map. Android Auto and Apple CarPlay smartphone integration apps are included too, as are myriad additional features (although you’ll need to pay more for satellite radio), Jaguar’s system being fully up to the class standards.
A panoramic sunroof is standard.
Better yet, the SVR’s 12.3-inch Interactive Driver Display (a.k.a. digital instrument cluster) is wonderful. It’s fully configurable, with the ability to appear like a classic two-dial primary gauge package, a single driving dial with a numeric speed readout surrounded by a graphical tach at centre with a panel filled with alternative info to each side, while you can also transform the entire cluster into a giant map. Go ahead an configure almost any way you want, while an available head-up display can provide even more key info right on the windshield.
There’s decent device connectivity within a minuscule centre bin, including dual USB-A ports, a Micro SD card slot, plus a 12-volt charger. Why Jaguar didn’t include a wireless charging as part of the rubberized pad ahead of the shifter that fit my Samsung S9 perfectly is anyone’s guess, but such is life. Oddly it’s not even available as an option for 2019 or 2020, so ask your dealer if there’s an aftermarket solution.
The two rear outboard seats are wonderfully comfortable.
From the quality of electronics to the quality of the F-Pace SVR’s interior materials, not to mention interior quality and style of the five compact luxury SUVs discussed in this review, it’ll come down to personally taste, with all presenting fairly dramatic interior designs packed with better than average materials quality and worthwhile digital screen time. Having spent time with each of these vehicles in lesser trims for weeks apiece, I’d probably give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar SUVs seeming to have conceded the ultimate interior mantle to its Land Rover sister brand. The F-Pace is related to the Range Rover Velar, which provides a far more appealing cabin), whereas my Stelvio tester was the only vehicle in 20 years of reviewing cars that’s ever left its ultra-cheap hood release lever in my hand after trying to take a look at the engine (which I unfortunately never saw or photographed due to this bizarre malfunction).
This two-way automatic climate control panel on the backside of the front console allows rear outboard passengers to set their own temperatures, plus heat or cool their seats.
The SVR does up the quality of its cabin materials plus its overall sense of occasion when compared to lesser F-Pace trims, especially when the optional black Suedecloth roofliner and pillars get added. Contrast stitched premium leather can be found just about everywhere else, the bottom portion my test model’s dash and centre console, plus its armrests and seat bolsters finished in a rich Pimento red colour, while Ebony Lozenge hides covered most other surfaces, including the quilted leather seat inserts. It’s an eye-catching design, but I personally would want something less red. I loved the carbon-fibre detailing elsewhere, mind you (this being an upgrade over the standard textured Weave aluminum inlays), while plenty of piano black lacquer glitz things up further. Ditto for brushed aluminum trim, the SVR replete with genuine aluminum accents, my favourite bits being seat backrest cutouts front and back.
While some in the super-SUV class only provide space for four, the F-Pace SVR includes a middle seat in back, but I personally wouldn’t want to sit on top of it, as it’s little more than a padded bump between two wonderfully sculpted outboard seats. For those who need somewhere to strap in a smaller child, it could be a dealmaker, but bigger kids and adults alike will be snapping up the window seats first, which provide excellent support all-round. Rear passengers can also benefit from as-tested available quad-zone automatic climate control, featuring its own control panel on the backside of the front console. Included are switches for the rear outboard seats’ three-way heated and ventilated cushions.
Skiers will appreciate the F-Pace’s 40/20/40 split-folding rear seatbacks.
Another dealmaker is the rear passenger/cargo configuration, featuring a 40/20/40-split down the seatbacks. This means you wont be forced to stick one child (or friend) on the centre hump when heading to the ski hill, which might end up in some heated arguments when factoring in those just-noted seat warmers. Jaguar also offers cargo wall levers for folding down those seats automatically, but you’ll need to pay a bit extra for them.
I know I’m sounding all practical in a review that should really be more about power and performance, but if you only wanted to go as fast as possible you’d probably be reading one of my F-Type SVR reviews. The F-Pace SVR is a best of all worlds alternative, with one of the best sounding engines currently being made. If you’re wishing our compact SUV looked and felt more like a supercar, Jaguar’s F-Pace SVR might be just the ticket.
Despite being three years into this current fifth-generation, the Impreza still looks very good.
Canada’s compact car class is amazingly competitive, but due to regularly enhancing its exterior design, massive improvements in cabin refinement, major gains made to its infotainment systems, and never-ending faith in its unique horizontally-opposed powertrain that connects through to standard all-wheel drive, Subaru has kept its Impreza wholly relevant at a time when competitors are cancelling their small cars.
News of discontinued models never goes over well with auto enthusiasts, even if the car in question is a rather mundane econobox. After all, the same marketplace sentiment that caused General Motors to axe the Chevrolet Cruze and its Volt EV counterpart is also responsible for the elimination of the Ford Focus along with its two sportiest trim lines, not to mention the once fun-to-drive Alfa Romeo-based Dodge Dart a few of years back. And these four are merely in the compact class; with many others falling by the wayside in the subcompact and full-size passenger car segments as well, all making way for new crossover SUVs and electric vehicles.
Subaru produces a full sleight of crossovers, its best-selling model being the Crosstrek that’s based on the Impreza 5-Door in this review. I happen to like that innovative little CUV very much, but I’m also a fan of compact wagons, which is pretty well what the Impreza 5-Door is.
The 5-Door is the sportiest of the two body styles.
We can call it a hatchback or maybe a liftback to make it seem sportier, but in reality the Impreza 5-Door is a compact wagon. Without doubt someone in Subaru Canada’s marketing division would rather I didn’t call it that, but they should also be aware enough to know this Japanese brand has a faithful following of wagon lovers. The Outback is little more than a lifted Legacy Wagon after all, the five-door Legacy unfortunately no longer available in our market.
The Impreza’s styling was improved with its most recent redesign in 2016, and it truly looks more upscale, even in its less expensive trim lines. This Sport model get fog lights and LED-enhanced headlamps even though it’s merely a mid-range trim, not to mention extended side sills, a discreet rear rooftop spoiler, and stylish LED tail lamps, while machine-finish double-Y-spoke 17-inch alloy wheels with black-painted pockets underpin the sophisticated look.
Subaru produces the Impreza in two body styles, the second being a 4-Door sedan, but this 5-Door is the more popular option in the Canadian market. Both look good and serve their purpose well, and by that I don’t just mean the satisfaction of personal tastes, as the four-door provides the security of being able to lock valuables away in a trunk, and the five-door has more room for loading cargo. The sedan’s trunk can only carry 348 litres of gear, which while not all that bad for a compact sedan is nowhere near as accommodating as a hatchback. Case in point, the Impreza 5-Door’s 588 litres of cargo carrying capacity behind the second row of seats makes it much more useful, and that usefulness only gets better when dropping its 60/40-split rear seatbacks down to open up 1,565 litres of available space.
The sport gets fog lamps and 17-inch alloy wheels.
The model tested for this review was a 2019, and yes I’m quite aware that the 2020 Impreza is already available, and therefore this review won’t be helpful for very long. Still, consumers willing to opt for a 2019 Impreza can save up to $2,500 in additional incentives (at the time of writing), as seen right here on our 2019 Subaru Impreza Canada Prices page, while folks wanting the updated 2020 Impreza can only access up to $750 in additional incentives, unless of course they become CarCostCanada members and take advantage of dealer invoice pricing that can save them thousands.
For 2020, Subaru is making its EyeSight suite of advanced driver assistance systems standard with Imprezas featuring automatic transmissions, but take note that EyeSight is only available with this Sport trim and the top-line Sport-tech model for 2019. The car tested didn’t include the advanced features, which means that it was missing pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, and adaptive cruise control. Subaru is making its Starlink connected services package available for 2020 too, and it’s included with most Impreza trims, while the new model’s styling has been updated on 4- and 5-Door body styles.
Cabin quality and design is really impressive.
Nothing changes with respect to trim lines from 2019 to 2020, with the Impreza’s four trims remaining Convenience, Touring, Sport and Sport-tech. Model year 2019 4-Door pricing ranges from $19,995 to $30,195, whereas the 5-Door can be had from $20,895 to $31,095. The Impreza’s base price stays the same for 2020, but some pricing in between increases, with the new 5-Door adding $100 to its new $20,995 base price, and the top-line Sport-tech trim costing $30,795 for the 4-Door and $31,695 for the 5-Door.
The 2019 Impreza Sport 5-Door being reviewed here has a retail price of $25,395, but take note the new 2020 version will increase its price to $26,195. Like its two lesser siblings the Sport can be had with a five-speed manual transmission or an available Lineartronic CVT (continuously variable transmission) with standard steering wheel shift paddles, the latter how Subaru upgraded my test car. As usual, the brand’s Symmetrical AWD is standard equipment, which not only makes the Impreza the only car to feature standard AWD in the compact segment, but also one of the only vehicles in this class with available AWD period.
To clarify, Mazda recently showed up with AWD for its compact 3, while the latest Toyota Prius now can be had with an electrified e-AWD setup. VW will offer its Golf Alltrack crossover wagon until it sells out (sadly it’s been discontinued), but to be fair it’s more of a Crosstrek challenger as it is, while the brand’s Golf R competes directly with the Subaru WRX STI.
The dash gets a very impressive contrast stitched leatherette facing.
Volkswagen in mind, am I the only one to find it odd that this relatively small Japanese automaker has managed to keep the German brand’s horizontally opposed engine design relevant for all of these decades? Subaru has long made the boxer configuration its own, now sharing it only with Porsche and, occasionally, Ferrari, with its newest 2.0-litre, DOHC, 16-valve four producing a dependable 152 horsepower and 145 lb-ft of torque by means of direct injection, dual active valve control, and electronic throttle control. This is considerably more engine output than most rivals’ base engines, with in fact just three competitors make more power, and then not much more, plus just four putting out greater torque.
On the road, the Impreza performs strongly in a straight line, from a standing start all the way up to highway speeds. Its torquey engine works really well with the CVT that provides particularly smooth, linear power, while the paddle shifters are helpful when downshifting mid-corner. Still, the engine and transmission combination worked best when left on its own. Also smooth, Impreza’s ride is excellent, while its capability through the curves is typical of its fully independent front strut and rear double wishbone suspension layout, improved with stabilizer bars at each end.
This simple gauge cluster is easy to read under any light.
The Impreza therefore offers up a more sophisticated suspension setup than a number of its peers that incorporate less expensive torsion bar designs in back, and this is truly noticeable when driving it hard through fast-paced corners on less than ideal stretches of pavement. Instead of experiencing the rear end hopping over the uneven tarmac, my tester’s 205/50R17 all-seasons remained planted on course, the little wagon making its rally race-bred heritage apparent through each and every turn.
This was when I looked down at my tester’s centre console and longed for the standard five-speed manual gearbox, as it would have been more fun to drive and likely quicker as well, but as it was the paddle shifters worked well when more revs were required, even though they come hooked up to a CVT. It worked well enough, actually, that I’d even consider choosing the CVT if this one was staying in my personal collection, not only because it’d make city driving easier, but also because the automatic is better on fuel, with an estimated rating of just 8.3 L/100km in the city, 6.4 on the highway and 7.5 combined, compared to 10.1 city, 7.5 highway and 8.9 combined for the manual.
The multi-information display atop the dash comes loaded with features.
While a great car to drive, the Impreza is wonderfully comfortable too, and not only because of its smooth ride. The front seats provide very good adjustability, but oddly the driver’s seat doesn’t have any lumbar adjustment in Sport trim. The seat is inherently supportive, thankfully, and due to plenty of reach from the tilt and telescoping steering column it was easy for me to get myself into an ideal driving position for good control of the leather-clad steering wheel and metal sport pedals. The steering wheel’s rim is shaped perfectly for a comfortable feel, while all the switchgear needed to control its audio, phone, cruise, and trip/multi-information display systems are on its spokes.
Unlike the majority of challengers, the Impreza’s mostly analogue instrument cluster simply divides its primary dials with a coloured TFT display for speed, gear selection, real-time fuel economy, the fuel level, plus the odometer and trip mileage readouts. Alternatively, Subaru houses the full multi-information display in a hooded 4.2-inch colour monitor on top of the centre dash. It incorporates a lot of information, with its top half-inch portion showing a digital clock, interior temperature reading, climate control settings, and the outside temperature, while the larger lower section can be organized as per a driver’s preference, with the options being audio system info, real-time fuel economy and projected range, all-wheel drive power distribution, a row of three digital gauges including water temperature, oil temperature and average speed, plus more.
The larger 8.0-inch touchscreen is superb.
The multi-information display’s quality of graphics and display resolution has made big gains this generation, but Subaru’s most impressive upgrades in recent years have been made to over in-car infotainment, specifically the main touchscreen on the centre stack, plus and host of functions. Choosing Sport trim means the centre display increases in size from 6.3 to 8.0 inches, while it’s also an ultra high-quality touchscreen with clear definition, beautifully vibrant colours, and wonderfully rich contrasts. Subaru’s tile design is attractive, with big colourful “buttons” overtop a starry blue background that-style graphic layout looks good and is really easy to operate, with its main features being radio, media, phone, apps, settings, and the automaker’s Starlink suite of apps. Navigation isn’t part of Sport trim, but Android Auto and Apple CarPlay is, and by integrating your smartphone can provide route guidance. The apps panel features Aha and iHeartRadio, plus two USB ports and an auxiliary plug provide smartphone connectivity. The reverse camera is good too, benefiting from active guidelines.
All heating, ventilation and air conditioning controls are located on a dedicated interface just under the centre display, while single-zone automatic climate control comes standard with Sport. It operates via three dials and two buttons, but don’t look there for the two-way seat heaters that get controlled via a pair of rocker switches on the lower console. This said, even in their hottest settings they don’t feel anywhere near therapeutic.
These sport seats are truly supportive.
Subaru doesn’t provide a heatable steering wheel rim in Sport trim, which was a disappointment, but not as disappointing as not being able to get rear seat heaters in any trim at all. This is unusual for a car that would make an excellent family ski conveyance during the coldest season, but just the same the Impreza Sport 5-Door’s rear quarters were nicely furnished, although strangely without secondary air vents.
It’s plenty spacious in the rear passenger compartment, however, with about eight inches of room ahead of my knees when I sat behind the driver’s position that was set up for my five-foot-eight, short-torso, long-legged body type. I also had plenty of space to stretch my legs out with my feet below the front seat, while there was ample side-to-side either room along with a nice wide folding centre armrest with the usual two cupholders integrated within. Finally, I had approximately three inches of air space over my head, making the back seat a viable option for six-footers. The rear window seats also provide good lower back support, which I suppose makes it easier to look past the rear quarter’s lack of amenities.
The rear seating area is very spacious and the outboard seats are comfortable.
Speaking of the seats, my Sport trim tester’s cloth upholstery is mighty attractive, made up of a sharp looking patterned insert flanked by grey bolsters featuring contrast stitching. I have to say, every Impreza generation makes major strides in cabin refinement, with this most recent fifth-gen model a much more inviting place for driver and passengers with respect to materials quality and overall styling. One look at the contrast-stitched, leather-like pliable composite dash top and you’ll be impressed, this easily as good as this compact segment gets. The high-end surface treatment even flows down the right side of the centre stack and gets duplicated on the left section as well. It’s stunning.
The door uppers get a similarly soft synthetic covering whereas the armrests felt like real stitched leather. Subaru spruces things up further by adding carbon-fibre-like inlays, satin-silver/grey accents, chrome embellishment and more, while the interior buttons, knobs and switches are fitted tightly throughout the interior.
There’s no shortage of space in the 5-Door’s cargo compartment.
I’ve already spoken about the cargo compartment’s impressive capacity, with its average amount of space behind the rear seats and better-the-average volume when they’re flattened, but I wish Subaru had included a 40/20/40-split instead of the 60/40 divide, or at least a centre pass-through. I know owners in this class are used to squishing their rear passengers into the 60-percent portion when loading longer items like skis in back, but there’s a much more elegant way that Subaru should adopt in order to further differentiate itself from most compact rivals. The Impreza does include a retractable cargo cover for hiding valuables, and it’s housed within a well-made, good looking aluminum cross-member that’s easy to remove.
All in all, I could see myself owning an Impreza 5-Door at some point, if I ever choose to give up this career and am forced to purchase a new car. It’s an ideal size for me, provides enjoyable performance and agreeable comfort combined with good fuel economy, is rated highly from a reliability standpoint, and is much more refined than many in this class. I like that its infotainment system is now in the top 10-percent of this segment, and even though I would have appreciated some additional features in my Sport test model, I drove a top-tier Sport-tech version couple of years ago and found it even more appealing than this model. All things said, the Impreza is a car you should consider seriously.
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.
Genesis has taken a conservative look with the new G70, but it still has a lot of style in 3.3T Sport AWD trim. (Photo: Trevor Hofmann)
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.
Sport trim includes a unique front fascia, LED headlights, fog lamps, 19-inch alloys and Brembo brakes with red calipers. (Photo: Trevor Hofmann)
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 G70 offers up a very impressive interior.
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.
The G70’s cabin easily measures up to the compact luxury class leaders.
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 G70’s gauge cluster gets a nice 7.0-inch multi-info display at centre.
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.
The G70’s infotainment system is no more upscale than what you’d find in a Hyundai.
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.
The G70’s eight-speed automatic is one excellent transmission.
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.
Choose your drive mode with this knurled metal selector.
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 16-way driver’s seat that comes standard in Sport trim is truly amazing.
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.
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.
The trunk lacks refinement and its 60/40-split seatbacks don’t offer the convenience of a centre pass-through.
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.
New 2021 GTS trim pulls all of the previous model’s sporty styling cues up to the all-new second-gen Macan redesign.
While the Cayenne quickly became Porsche’s global sales leader when introduced in 2003, the mid-size crossover luxury SUV’s smaller, more affordable Macan sibling soon took over the top sales spot after its 2014 launch.
More recently, throughout calendar year 2018, the Macan sold 86,031 units compared to 71,458 Cayenne deliveries, the two models’ 157,489 combined SUV sales total resulting in most of the German premium brand’s 256,255 worldwide sales, its best 12 months ever.
Dark-tinted headlights and tail lamps add a higher level of sportiness to the GTS line.
The new second-generation Macan went into production as a 2019 model in August 2018 before going on sale in base and S trims as that year closed. The base Macan makes 248 horsepower and the S puts out 100 more for a total of 348 horsepower, while Porsche just introduced the new 440-horsepower 2020 Macan Turbo (see: New 2020 Porsche Macan Turbo almost 10 percent more powerful) as the model’s 2020 base and S trims were carried over, the Turbo expected early in the new year. Those who follow all things Porsche would have also been expecting the Macan model featured here, so without further adieu say hello to the new 2021 Macan GTS.
These gorgeous black-painted 20-inch alloys come standard, as do the red-painted brake calipers.
Starting at $77,100 (plus freight and fees) and set to arrive this coming summer (2020), the new GTS starts $4,000 higher than the one we tested in 2017, and continues to slot between mid-range S trim and the top-line Turbo (check out our 2019 and 2020 Porsche Macan Canada Prices pages right here on CarCostCanada, for up-to-date trim, package and option prices, plus manufacturing rebate info, factory financing deals, and especially important dealer invoice pricing that could save you thousands). Despite being down 65 horsepower from the turbo and dragging 0.4 seconds behind in the sprint to 100 km/h, the GTS is designed to feel sportier than the pricier alternative by lowering its suspension by 15 millimetres to improve handling and tuning its standard Porsche Active Suspension Management (PASM) damping control system especially for optimal performance. Buyers willing to opt for the available adaptive air suspension can lower the GTS 10 millimetres more, enhancing high-speed control even more.
The GTS gets a red-faced tachometer and a special sport steering wheel.
Spicing up the look are standard red brake calipers biting into 360 x 36 mm front and 330 x 22 mm rear cast iron discs, while an optional tungsten carbide coated Porsche Surface Coated Brake (PSCB) upgrade can boost braking performance even more, as can its best-possible Porsche Ceramic Composite Brake (PCCB) option.
Under the Macan GTS hood is a 2.9-litre twin-turbo V6 that makes a formidable 375 horsepower (15 horsepower more than the outgoing model) and 383 lb-ft of torque. A seven-speed automated dual-clutch PDK transmission with paddle shifters sends that torque down to all for wheels resulting in a zero to 100 km/h sprint time of just 4.9 seconds, or 4.7 seconds with the optional Sport Chrono package, making the new GTS 0.3 seconds quicker off the line than the old model, plus its terminal velocity is 5 km/h faster at 261-km/h. No doubt the standard sport exhaust system make the GTS sound as sensational as the driving experience.
Special sport seats with leather and Alcantara come standard.
If you’re interested in all the styling changes made to the second-generation 2019 Macan, these were detailed out in this “Porsche refreshes its best-selling Macan for 2019” story last year, but suffice to say all the body panels were reformed and exterior lighting elements made from LEDs, its light bar-infused three-dimensional taillights making the most dramatic visual impact to the overall design.
New GTS trim darkens the headlight and tail lamp lenses for a more menacing look, while adding the exterior Sport Design package that includes a reworked front fascia with new grille inserts, and a completely redesigned lower front section, while other changes include extended body-colour side sills under deep matte-grey door trim mouldings boasting the “GTS” trim designation. Around back, Porsche douses the lower bumper in more body-coloured paint, while high-gloss black trim accents get added there as well as elsewhere around the SUV. Finally, the new Macan GTS rolls on a satin-gloss black set of 20-inch RS Spyder Design alloy wheels.
The GTS trim designations on the headrests look great, and like the seat and cabin stitching, can be sewn with standard black thread or optionally in red or grey/beige.
Unique to the GTS is a red-painted tachometer within the gauge cluster, while other interior updates include special eight-way adjustable sport seats upholstered with leather bolsters and suede-like Alcantara inserts, the headrests embroidered with GTS emblems. Porsche wraps the roof pillars, roofliner, door panel inserts, armrests and instrument panel in Alcantara too, while brushed aluminum brightens up the cabin elsewhere. Additionally, Carmine Red or Chalk grey/beige contrast stitching can be added to the dash, door panels and seats, making for more visual appeal.
The new 2021 Macan GTS can be configured on Porsche Canada’s retail website, while it can also be order from your neighbourhood Porsche store, while deliveries are expected to arrive this coming summer (2020).
Until we can get our hands on one for a test drive, or even watch one drive by, check out the video below to see the 2021 Macan GTS in action:
Still beautiful after all these years, Toyota’s 86 refresh three years ago helped keep its graceful lines fresh.
Have you ever had one of those moments when everything you thought was true turned on its head? Researching this review wasn’t one of those moments, but I was nevertheless shocked to find out that Subaru’s BRZ had outsold Toyota’s 86 by almost 10 percent in 2018, and as of last November’s close was ahead by a staggering 150 percent.
If you weren’t already aware, Toyota’s 86 and the previous Scion FR-S always found many more buyers than Subaru’s version of this compact sport coupe. No matter whether being sold under the less known Scion brand or while wearing Toyota’s famed double-oval logo, it’s success just came down to the sheer number of bodies flowing in and out of Canada’s second-best-selling automaker’s dealerships, whereas Subaru is 13th on Canadian sales charts and therefore could never have as many potential buyers enter its establishments. Still, the comparatively tiny all-wheel drive specialty brand is literally beating Toyota at its own two-wheel drive game.
GT and TRD Special Edition trims include a sporty spoiler on the rear deck lid.
This could be due to the BRZ being a medium-sized fish in a little pond, compared to the 86 that’s more of a minnow trying to get noticed in an ocean of much more popular Toyota product. Certainly the BRZ is no big seller for Subaru either, but consider for a moment that the 86 represents just 0.1 percent of the 200,041 Toyotas sold in Canada over the past 11 months, compared to the BRZ that was a much more significant 1.2 percent of the 52,853 Subarus sold during the same period, and it’s easy to see why it might garner a bit more importance in a Subaru retailer’s lineup.
As it is, the 86 has seen its sales decline at a rapid rate over the past couple of years. Since it first arrived on the Canadian scene in 2012, resulting in 1,470 deliveries within its initial seven months, its popularity has plunged from 1,825 units in 2013, to 1,559 in 2014, 1,329 in 2015, 988 in 2016, 919 in 2017, and finally 550 in 2018, while year-to-date it’s only sold a scant 250 units. This represents a 53.3-percent drop over the same 11 months last year, while the BRZ’s 625 deliveries over the same duration shows an 8.1-percent increase.
Of course, the BRZ isn’t the 86’ only competitor, just its most obvious being they’re identical cars below very similar skins. Mazda’s MX-5, which sold 767 units so far this year, resulting in 26.99 percent year-over-year growth, joins the BRZ by showing there’s some renewed interest in the entry-level sports car segment as long as the updates focus on the needs and desires of its uniquely passionate customer base.
The LED headlights and 17-inch rims are standard across the 86 line, but the fog lamps are part of the GT upgrade.
The fact is, the 86 hasn’t been updated since its 2017 model year refresh and concurrent Scion FR-S transformation, other than some special editions, and as to the importance of updating aging models, its sales numbers speak for themselves. So what’s going to happen to this beloved sports car in the near future? That’s anyone’s guess, and we shouldn’t rely wholly on the words of a U.S.-market Toyota spokesperson who told us last year that the 86 was here to stay for the foreseeable future.
If you think the sad state of 86 sales is merely a problem for Toyota Canada, consider that the 3,122 units delivered in the U.S. market over the past 11 months also represents about 0.1 percent of Toyota’s total 1,913,159 unit output up until November’s end, so the car merely exists to improve Toyota’s performance branding, and I think the new 2020 Supra will do a much better job of that this year.
Nevertheless, Toyota hasn’t completely forgotten its most affordable sports car, the 2020 86 soon to arrive with a 0.9-inch larger 7.0-inch infotainment touchscreen featuring a revised interface capable of Apple CarPlay and Android Auto smartphone integration plus more, but before I get into that, let’s talk about this 2019 model and the changes made three years ago.
GT trim adds plush Alcantara faux-suede across the dash, door panels and seats.
Toyota updated the 86’ frontal design for the 2017 model year, with new standard LED headlights, revised front fender vents positioned lower on the side panel with a new “86” insignia, and a fresh set of taillights featuring brighter LED technology. The interior, which has always been quite nice for this class, was made more easily accessible via available proximity keyless entry, while the ignition could be started and stopped with a button. Additional upgrades included optional two-zone automatic climate control, leather and Alcantara upholstery, with the suede-like material also topping the primary instrument hood and passenger-side dash insert.
The 2019 86 continues forward with a Toyota-branded 6.1-inch centre touchscreen featuring attractive blue on black patterned graphics, all the normal radio functions, USB integration, plus Bluetooth phone and audio connectivity, although fans that hoped to find the backup camera’s image on the main display were disappointed (including yours truly) to find it still projected from within the rearview mirror. This makes the mirror less useful, and being that the camera’s display is so small, it becomes a double negative when trying to reverse on a rainy night. Of course, Toyota will remedy this problem when the new larger 2020 infotainment system arrives, correct? No, unfortunately that touchscreen is bigger and functionality more complete, but it won’t be used for reversing purposes.
The upgrade to GT trim includes a 4.2-inch multi-information display with performance data.
I’m forced to point back to the North American sales figures noted earlier, but I can’t say for sure whether or not they’d increase significantly if Toyota made the 86 more practical. I’d guess that it would be nigh impossible to cover the increased costs of integrating a rearview camera within the centre display for the 6,200 year-to-date 86 and BRZ models sold into our two countries (the only two global markets that mandate backup cameras), so we’re left with this half-measure to satisfy the requirements of legislators. All I can say is, 15 minutes of fast-paced shenanigans down a circuitous mountainside pass and you won’t care one whit about backing up.
Did you notice I said “down” a mountainside pass? That’s due to the 86’ Subaru-sourced 2.0-litre “boxer” four-cylinder engine, which once again makes just 205 horsepower and 156 lb-ft of torque for 2019. Don’t get me wrong as I personally find this wholly adequate, particularly when tooling around town or flinging this little sensation down a winding road, as it weighs in at just 1,252 kg (2,760 lbs) and therefore doesn’t need a whole lot of power. Still, its ardent fan-base has been calling out for more engine output for years, and those steadily falling sales numbers might mean that those prospective buyers are right. Toyota pumped up horsepower and torque by 2.5 and 3.3 percent respectively for 2017, but that obviously didn’t get anyone excited, so the automaker may want to lean on Subaru to give up its new 268 horsepower 2.0-litre turbocharged WRX engine, or better yet the 310-hp 2.5-litre WRX STI mill.
The centre stack includes a 6.1-inch touchscreen and auto HVAC.
Actual 86 output was increased by five horsepower and five lb-ft of torque for 2017, which while slightly improved only represented a respective 2.5 and 3.3 percent more beef added to a very lean, near vegan diet, so therefore it didn’t answer the continual online petition from the model’s faithful for much more performance.
Notably, only six-speed manual equipped 86s get the power upgrade, which also joined a revised rear differential tuned for quicker standing starts. Also available is a six-speed automatic with paddles shifters, complete with rev-matched downshifting that works very well as experienced in my 2017 86 tester, but as just mentioned it only gets the old 200 horsepower engine with 151 lb-ft of torque. On the positive both cars were upgraded with hill start assist in 2017, which certainly helps when taking off in hilly areas.
I enjoyed the automatic a lot more than I first expected to, particularly when driving around the city, but being that the 86 is a serious rear-wheel drive sports car designed for enthusiasts, unlike the ever-shrinking class of compact car-based front-wheel drive sporty coupes available, I’d only personally consider the manual.
A tiny reverse camera is integrated within the rearview mirror.
After all, modulating the clutch while letting the engine revs climb up to 7,000 rpm for max power is the optimal way to eke the most performance from the engine’s available power, no matter if you’re pulling away from a stoplight or quickly exiting a curve, while that last point in mind the 86 remains one of the best ways to quickly snake through a serpentine canyon road or equally curvaceous ribbon of tarmac anywhere else.
MacPherson gas struts are positioned under the hood up front while double wishbones take care of the fully independent rear suspension, while it’s possible to move up from my tester’s most luxurious GT trim to a manual-only TRD Special Edition (or SE) model hiding SACHS performance dampers behind its upgraded Brembo brakes and one-inch larger 18-inch alloys wrapped in 215/40R18 Michelin Pilot Sport 4 performance rubber. My tester would’ve normally worn 215/45R17 summers, but Toyota smartly swapped those tire out for a set of Bridgestone Blizzak winters that actually made it more fun to slide sideways mid-turn.
Comfortable and supportive, Alcantara helps these superb front seats grip even better.
Speaking of trims, the 2019 86 can be had as a base, GT or just-mentioned SE, with some thus-far not mentioned entry-level base highlights including a limited slip differential, auto on/off LED headlights, heatable power-remote outside mirrors, remote entry, a tilt and telescoping leather-clad multifunction three-spoke sport steering wheel, a leather-wrapped shift knob and handbrake lever, aluminum sport pedals, a trip computer/multi-info display, cruise control, variable intermittent windshield wipers, one-zone automatic HVAC, an eight-speaker AM/FM audio system with auxiliary and USB ports plus an Automatic Sound Levelizer (ASL), Bluetooth phone and streaming audio, a six-way manual driver’s seat, power windows with auto up/down, dual vanity mirrors, all the expected active and passive safety features and more for only $29,990 (plus freight and fees).
The auto transmission costs $1,200 extra, which is the same whether opting for a base 86 or my $33,260 as-tested GT tester. GT trim wasn’t on the menu when I reviewed the 2017 86, by the way, but most of its features were part of a Special Edition that now shares its more performance-oriented upgrades with the top-line SE trim noted a moment ago. Before I delve into that TRD special, I should point out that GT trim adds the proximity keyless entry and pushbutton ignition system I noted earlier, plus the dual-zone auto climate control and more luxurious leather and microsuede upholstery I spoke about, while its front seats add heaters as part of this package, with additional GT upgrades including LED fog lights, a rear spoiler, a 4.2-inch TFT multi-information display showing performance data, and theft deterrence.
Tight for adults, these rear seats nevertheless make the 86 more practical than most rivals.
Finally, the $38,220 SE trim, or more specifically the TRD (Toyota Racing Development) Special Edition adds black side mirror housings, a cool TRD aero kit, a TRD performance dual exhaust upgrade, unique cloth sport seats with sporty red accents, red seatbelts, and red stitching throughout the cabin, plus the wheel/tire and suspension mods noted before.
Trims, packages and pricing in mind, 2019 86 buyer are able to access up to $2,000 in additional incentives right now. Just go to our 2019 Toyota 86 Canada Prices page right here at CarCostCanada to learn more, but then again if you really want the upgraded infotainment system (CarPlay and Android integration can be helpful) then check out the 2020 Toyota 86 Canada Prices page, which will show you how to benefit from factory leasing and financing rates from 3.49 percent. Both pages provide complete pricing information as well as info about manufacturer rebates and dealer invoice pricing that could save you thousands.
Toyota replaces the TRD Special Edition with a new Hakone Edition for 2020, which features special Hakone Green paint and rolls on unique 17-inch bronze-coloured alloy wheels; the name reportedly paying tribute to “one of the greatest driving roads in the world,” or so says Toyota.
A sports car you can live with thanks to an expandable trunk.
One thing that shouldn’t change from 2019 to 2020 is fuel economy, the 86 rated at 9.9 L/100km city, 7.3 highway and 8.7 combined when fitted with its manual, or 11.3, 8.3 9.9 respectively with its autobox. While not best in the sports car class, it’s still pretty decent for anything that drives as well as it does.
This said most buying into this class won’t give a rat’s derriere about fuel-efficiency, but when compared to some rivals that only offer two front seats the 86’ rear bench might come in handy, and importantly its single-piece rear seatback folds flat in order to extend the reasonably sized 196-litre (6.9 cubic-foot) trunk, which I’ve actually seen filled up with four racing slicks on wheels (a beautiful sight).
A new 86 would certainly make one wonderfully reliable weekend racer, not to mention a great way to get to work and back. All for less than $30k? Yes, it should sell a lot better than it does.
The CR-V has been with us for a few years, but its current generation still looks good.
Honda’s CR-V is one of the top-selling sport utilities in Canada, and should do even better next year now that a sportier looking 2020 model is starting to arrive. The mid-cycle update revises its grille and front fascia, the latter including larger lower intakes plus new multiple-lens LED fog lamps in upper trims, which might not be a big deal to those not loyal to the popular model, but will no doubt cause fans to ante up if financing rates stay low.
There’s a good reason for the diehard loyalty. Truly, few compact crossovers are as wholly good as the CR-V, especially the 2019 Touring example provided to me for a recent weeklong test. I couldn’t begin to count the number of people I’ve recommended the CR-V to. Its build quality is better than average, refinement right at the top, comfort-oriented performance excellent, and practicality top-notch.
I’d say comfort and overall roominess are the CR-V’s strongest attributes. To this end the driver’s seat and steering column offers better adjustability than most in this class, fitting my longer-legged, shorter-torso body almost perfectly, which is not always the case in this class. Its tilt and telescoping steering column extends farther rearward than most others, while my tester’s 12-way power-adjustable driver’s seat provided ample movement for optimal comfort and control. Even better, its four-way powered lumbar support fit the small of my back perfectly, and should do the same for most any body type, with some premium models not even offering such an impressive level of driver’s seat control.
The CR-V provides a distinctive look no matter the angle.
That 12-way powered driver’s seat is standard with EX, EX-L and Touring trims, incidentally, these being the upper half of a 2019 CR-V lineup that also includes LX-2WD and LX trims at the lower end. The lack of “2WD” in the other trims’ names isn’t a typo, by the way, but rather designates standard AWD in the rest of the lineup. Pricing for the base model starts at $27,690 plus freight and fees, while the same trim with AWD can be had for $30,490, the EX for $33,990, the EX-L for $36,290, and my Touring tester for $39,090.
Notably, the refreshed 2020 CR-V mentioned earlier starts $1,000 higher in base trim thanks to standard Honda Sensing, which means the base FWD model not only includes forward collision warning like it did last year, but also gets autonomous collision mitigation braking, lane departure warning with lane keeping assist and road departure mitigation, auto high beams, plus adaptive cruise control with low-speed follow.
The 2020 CR-V will also replace this year’s EX with new Sport trim that’s also priced $1,000 higher, while Honda increases the EX-L’s retail price by $1,500 plus adds $2,000 to this Touring trim next year. Last but not least, Honda pushes the new CR-V slightly upmarket with a $42,590 Black Edition that darkens much of the exterior trim and adds a set of black-painted alloy wheels. This model only comes painted in Crystal Black Pearl or $300 optional Platinum White Pearl, both of which look quite attractive.
Top-line Touring trim includes LED headlights, fog lamps, and these stylish 18-inch alloys.
Being that Honda should have no problem selling all the 2019 CR-Vs currently in stock (and yes, there were still some available at the time of writing), the company isn’t dumping piles of cash on the hood to get rid of them (that would be the Pilot that you can get up to $4,000 in additional incentives right now, whether buying a 2019 or even a 2020). As it is, the additional incentives go up to $1,000 with both the 2019 and 2020 CR-V right now, as per the 2019 Honda CR-V Canada Prices page and 2020 Honda CR-V Canada Prices page right here at CarCostCanada, where you can also learn details about trim, package and individual option pricing, manufacturer rebate info, and dealer invoice pricing that will likely save you even more. CarCostCanada members are currently saving an average of $1,869 on 2019 and 2020 CR-Vs, so keep this in mind before heading off to your local CR-V dealer.
I can’t yet speak for the new 2020 CR-V, but my 2019 Touring model continues to be one of the most refined compact SUVs available from a mainstream volume producer. Its front door uppers and dash top were covered in nice premium-level pliable composites, but the former surfaces go a step further thanks to a particularly upscale feeling stitched leather-like material. The same is found on the instrument panel’s facing, made even nicer with a strip of gloss-black inlay running horizontally down the middle. At least as attractive, my Touring model’s faux hardwood trim features a stylish matte finish that looks quite realistic and feels denser than most others in the class that attempt hardwood, except Mazda’s CX-5 Signature that uses real Abachi wood veneers.
These unique taillights stand out from a distance.
If I had to point to a competitive product that did a better job of mimicking premium than the CR-V Touring, it would be that CX-5 Signature. The genuine hardwood suits up with fabric-clad A-pillars as well as pliable composite door uppers in back, whereas its rear seats flip down in the optimal 40/20/40 split-folding setup. Like the CR-V, those rear seatbacks lower automatically via cargo sidewall levers, but I like Mazda’s efficient two-in-one release levers best. The CR-V is also hampered by its less than ideal 60/40-split rear seatbacks that aren’t anywhere near as accommodating for active lifestyle folks needing to carry longer items like skis down the middle. This allows rear passengers to benefit from the comfier outboard seats next to the window, and when seat warmers are added in back it make for less grumbling from the kids when both can enjoy a toasty hot seat after a cold day on the slopes.
The CR-V does include a handy adjustable cargo floor that moves up and down about three inches to either allow for taller stuff when lowered, or a rear floor section that meets up with the rear seatbacks when laid flat. When doing so the CR-V’s cargo volume expands from 1,110 litres behind the rear seatbacks to 2,146 litres, compared to just 875 and 1,687 litres respectively for the CX-5. By the way, this segment’s best-selling Toyota RAV4 is fairly large for the class too, but doesn’t quite measure up to the CR-V.
As far as space goes elsewhere in the CR-V, front and rear passengers have a lot to go around. I’ve covered the driver’s setup already, so suffice to say the front passenger, which gets four-way power adjustment in upper trims and four-way manual in lower trims (the LX driver’s seat is six-way manual), should be amply comfortable and have more than enough room to move around in.
The CR-V Touring’s cabin is one of the most refined and well made in its segment.
As for rear passengers, I sat directly behind the driver’s seat when it was set up for my body type (my hips are about as high as the average six-footer despite being five-foot-eight, so seat placement is approximately the same), which resulted in approximately 10 inches of space ahead of my knees, plus enough room to almost totally stretch out my legs with both feet under the front seat. Additionally, I had ample headroom and good movement from side-to-side, even when flipping the wide centre armrest down, while I also found the outboard positions provided comfortable lower lumbar support. The switches for my tester’s heated rear outboard seats were smartly positioned on the door panels ahead of the armrests, right behind those for the power windows.
What’s more, a couple of charged USB-A ports are fitted to the rear panel of the front console, while dual cupholders are included within the aforementioned centre armrest, and bottle holders can be found in the lower rear door panels. If Honda had added soft, pliable rear door uppers along with 40/20/40-split rear seatbacks, or at least a centre pass-through, it would rival the CX-5 for best-in-class luxury and refinement.
Back in the driver’s seat, the CR-V Touring model’s steering wheel includes a comfortably shaped, leather-clad rim that can be warmed by pressing a button on the left spoke, while the switchgear on both spokes is better than average in quality and functionality.
The CR-V’s cockpit is comfortable and very well laid out for very good ergonomics.
The CR-V’s digital gauge package remains very good for this class, although appearing like a large multi-information display surrounded by analogue temperature and fuel readouts means that it’s not as impressive as the Volkswagen Tiguan’s optional fully digital instrument cluster. Still it functions well and is easy to read, but won’t let you double navigation mapping and route guidance info directly in front of the driver, or most other infotainment features.
The 7.0-inch high-resolution touchscreen on top of the centre stack looks a lot larger than it actually is when the CR-V is turned off, this because of how seamlessly Honda integrated it within its gloss-black surrounding surface. Other than a power/volume knob on the bottom left corner, the interface is purely touch-sensitive, and like a personal tablet or smartphone can be controlled via tap, swipe and pinch finger gestures.
As noted in passing earlier, this top-line model included a navigation system, which had very accurate route guidance. The maps are attractive and well laid out, as are the system’s other graphics, which nice, bright colours and deep contrast, while it was easy to use, responded quickly to input, and even included a decent audio system, complete with satellite radio, USB inputs, Bluetooth streaming, and more. Smartphones can be connected via Android Auto or Apple CarPlay integration, and the rearview camera utilized active guidelines, these strangely not included with the CX-5 I lauded earlier in this review.
The CR-V’s standard instrument cluster is mostly digital.
Getting an overhead sunglasses holder is nothing new, yet still much appreciated (as long as I remember to remove my sunglasses before returning a press car… I’ve lost at least half a dozen great pairs of sunglasses that way), but Honda goes a step further by including a built-in rear passenger conversation mirror, something not normally seen outside of minivan and mid-size crossover SUV interiors.
By this I’m not trying to align the CR-V with a minivan (although I’m not sure if the little utility could out-handle an Odyssey through the slalom), but it was clearly designed for comfort over out-and-out performance. It gets one, single engine, a turbocharged 1.5-litre four-cylinder with 190 horsepower and 179 lb-ft of torque. It’s plenty powerful for this segment, moving the CR-V off the line quickly enough, quite capable of passing slower moving traffic safely under most conditions, and ideal for high-speed cruising down life’s highways, but it doesn’t offer as much output as the RAV4, which comes standard with 203 horsepower and 184 lb-ft of torque, and is much less formidable than the top-tier Ford Escape’s 245 horsepower and 275 lb-ft of torque (although the entry-level Escape can only put out a maximum of 168 horsepower and 170 lb-ft of torque).
The touchscreen infotainment system is excellent.
The CR-V’s CVT (continuously variable transmission) offers similar middle-of-road appeal, as it’s a wonderfully smooth operator that only sips away at fuel, but it’s wholly un-sporty. By comparison the RAV4’s eight-speed automatic delivers a more classic automatic feel while achieving more or less the same fuel economy benefits, but just like the CR-V it doesn’t come with a set of steering wheel-mounted paddles to make the most of its sporting potential, whereas top-line trims of Mazda’s CX-5 do include paddle shifters and provide much sportier experiences overall, but Mazda’s six-speed automatic certainly isn’t earning any points for fuel economy or much pop to help the marketing department (a six-speed automatic sounds so passé these days). By comparison, top-tier versions of Ford’s new 2020 Escape should achieve the best performance of all for combining steering wheel paddles with a new eight-speed automatic, plus even stronger power than just mentioned.
Of the four compact crossover SUVs mentioned in this review so far, the CR-V is most efficient in all-important urban tests, plus it’s best when powered by all wheels. Transport Canada gives it an estimated fuel economy rating of 8.4 L/100km in the city, 7.0 on the highway and 7.8 combined when outfitted with FWD, or 8.7 city, 7.2 highway and 8.0 combined with AWD. The RAV4 with FWD slightly improves on the FWD CR-V’s highway number, but not so in the city where most of us drive more often, with a claimed rating of 8.8 city, 6.7 highway and 7.8 combined, while the same crossover with AWD gets a 9.2, 7.1 and 8.3 rating respectively. It wouldn’t be fair for me to omit the RAV4 Hybrid’s fuel economy numbers at this junction, which are easily best in the segment at 5.8 L/100km in the city, 6.3 on the highway and 6.0 combined, this even improving on the CX-5’s 8.9 city, 7.9 highway and 8.4 combined rating for its most efficient diesel powertrain.
These are two of the most comfortable front seats in the compact class.
The CX-5’s other fuel economy numbers range from 8.5 to 8.8 combined with FWD or 9.0 to 9.8 with AWD, whereas the Escape is thirstiest amongst this group of best-sellers with combined city/highway ratings of 9.1 with FWD, 9.9 for the AWD version, and 10.2 L/100km for the more potent model.
While we can blame the CR-V’s CVT autobox for its lacklustre performance characteristics, it clearly helps with fuel-efficiency, but CVTs are also often criticized for allowing the engine to rev higher than it normally would with a conventional automatic when pushing hard. To this end the CR-V can be noisy when engine revs climb due to an annoying droning effect during more aggressive acceleration or when passing on the highway, although you shouldn’t experience any aural discomfort when accelerating smoothly and maintaining moderate highway speeds.
This said, despite the RAV4 using a conventional automatic, its cabin is much louder than the CR-V’s overall. In fact, I can’t remember experiencing a louder vehicle in this class or any other, but before Honda lets its pride swell they should stuff a little more sound-deadening insulation ahead of the CR-V’s front firewall, as there’s still too much engine noise seeping into its cabin.
The rear seating area is very roomy, and the back seats are comfortable and supportive too.
Being comfortable is what matters in this segment after all, and fulfilling this requirement is some of the best ride quality in the class. The CR-V handles fairly well too, unless pushed too hard through fast corners, but when kept to reasonable speeds its fully independent front MacPherson strut and rear multi-link suspension manages very well, not even getting unsettled in back when rolling over deep ruts or big bumps. I found it especially good at negotiating city traffic, but was equally happy with its overall comfort while cruising down the freeway, but head into a curve too quickly and its entire body will lean uncomfortably, so be forewarned.
On that note, performance hounds that still need a modicum of practicality will probably want to take a look at Mazda’s CX-5, which puts out considerably better at high speeds yet still delivers a good ride, in spite of my 2019 tester rolling on 19-inch wheels compared to the CR-V Touring trim’s 18-inch rims. Nevertheless, as much as this type of performance banter might matter to automotive pundits and many of those who read them, all that matters to Honda is the number of CR-V loyalists that come back to purchase another one every three to four years, meaning that the CX-5 might win on the track, but the CR-V wins where it counts most, on the sales charts.
When it’s all said and done, this 2019 CR-V Touring was just as a comfortable and wholly practical as the 2018 CR-V Touring I drove last year (the review of which does a much better job of covering all standard and optional features, which haven’t changed). It’s a family conveyance that I’ll continue to recommend to those who prefer comfort above performance, plus I haven’t heard too many complaints about reliability either, so it’s always nice to listen to crickets instead of comments like, “You told me I should buy this car!”
The CR-V only has 60/40 split-folding rear seatbacks, but it’s really accommodating for cargo.
I’m willing to guess that if the CR-V weren’t so dependable it wouldn’t hold its resale value better than any competitor, which it does by the way. It earned the top position amongst car-based compact crossovers in the Canadian Black Book’s 2019 Best Retained Value Awards, took the top spot in its “Compact Utility” segment in ALG’s 2019 Residual Value Awards, plus ruled over its “Compact SUV/Crossover” category in Vincentric’s 2019 Best Value in Canada Awards, which is more of an overall value study, but nevertheless worthy of mention.
In the end, you could do a lot worse than choose one of the most awarded, highest recommended vehicles in its class, which is why Honda’s CR-V remains a leader in its highly contested compact SUV segment.
The 2019 MKC wear’s Lincoln’s new chromed radiator-style grille and therefore looks much like a new 2020 Corsair from the front.
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.
From the rear the 2019 MKC looks almost identical to the outgoing 2015-2018 version.
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.
Lincoln’s new grille is just the right size to not look overbearing on this compact utility.
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.
Lincoln changed up every detail of the MKC’s frontal design for 2019, an unusual choice for just one model year of availability.
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.
Of course, LEDs light up the tail lamps.
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.
The MKC Reserve’s two-tone interior looks good and is finished very well.
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.
Materials quality is now a Lincoln trademark.
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 2020 Corsair will replace this comparatively remedial gauge cluster wth a fully digital design.
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.
It’s easy to see Lincoln’s unorthodox pushbutton gear selector down the left side of the centre display.
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.
The centre touchscreen should certainly be large enough for most peoples’ needs.
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.
The MKC’s HVAC and audio controls are well laid out and easy to use.
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.
Yes, that’s real hardwood, and it’s very nice.
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.
The MKC’s 12-way front seats are very comfortable.
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.
The rear seating area is a bit cramped, but very well finished.
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.
Cargo space is plentiful, but a centre pass-through would have been appreciated.
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.
Buick will redesign its popular Encore for 2020, but this 2019 model still provides a lot of value, practicality and refinement for the price.
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.
In top-line Essence trim with all packages included, the Encore just eclipses $40k.
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.
The LED headlamps and fog lights are standard in top-tier Essence trim, but the 7-spoke chrome alloys are optional.
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).
Two-tone leather is a no-cost option with the 2019 Encore Essence.
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.
The nicely organized dash provides a good assortment of premium features and plenty of soft-touch surfaces.
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.
Classic analogue gauges with a reasonable large multi-info display provide good legibility in all lighting conditions.
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.
A nice tablet-style touchscreen provides a comprehensive menu of infotainment features.
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.
This isn’t a CVT, but a much more entertaining 6-speed automatic with 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 seats are comfortable, but lack high-end functions like cooling and full powered adjustability.
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.
Headroom is over the top generous, and comfort is pretty good for the subcompact SUV class too.
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.
Folding the rear seatbacks down takes a bit more work than usual, but the result is an almost totally flat load floor so it’s worth it.
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.
If you need to load in longer items, just fold down the front seatback too.
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.
The Encore is one practical little luxury utility.
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.
