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Chevy adds a new EUV crossover model to 2022 Bolt line

2022 Chevrolet Bolt EUV — Chevy new Bolt EUV adds more SUV-like presence along with extra rear legroom when compared to the regular redesigned Bolt EV.

Chevy has updated its Bolt EV plug-in electric car for 2022, and along with subtly reworked styling, a revised interior and more tech, the bowtie brand will add a second crossover-style variant dubbed EUV, to make the model appeal to more would-be buyers.

The Bolt EV is positioned within the subcompact hatchback segment, with a focus on practical four- to five-passenger capability and flexible cargo hauling utility, plus highly efficient, zero-emissions, battery-powered mobility. Despite all of this clean, green and easy-to-live-with pragmatism, today’s Bolt is actually a great deal more fun to drive than most would imagine before stepping inside, thanks to more than ample torque from its potent electric motor.

2022 Chevrolet Bolt EV — The revised 2022 Bolt EV loses its roof rails, but gains more distinctive styling up front.

In an interesting move, the outgoing Bolt will lose its roof rails as the new EUV takes over the SUV-style family role, or at least the version shown in GM’s press photos shows a clean roof without any rooftop load carrying capability. The original Bolt not only included a set of roof rails, but also featured a slightly taller ride height and black body cladding around its lower extremities, all in crossover-like fashion. The new 2022 Bolt will carry forward with the latter conventions, while the EUV’s roof rails are more prominent and (at least in the trim level shown in photos) black, adding to its SUV-like presence.

What’s more, the new Bolt EUV adds length, width and height over the regular model, now measuring 161 mm (6.3 in) more from nose to tail, 5 mm (0.2 in) extra from side-to-side, with 10 mm (0.4 in) of additional track, plus 5 mm (0.2 in) add from the base of its tires to the top of its just-noted roof rack. Most importantly, its extended length results in 75 mm (3 in) of extra wheelbase, allowing the EUV to increase rear legroom by 78 mm (3.1 in), but strangely the larger model’s cargo volume decreases slightly, from 470 litres (15.6 cu ft) behind the rear seats and 1,614 litres (57.0 cu ft) when folded down, to a respective 462 and 1,611 litres (16.3 and 56.9 cu ft).

Odd yet again, despite the EUV increased height, its headroom drops by 0.2 mm (0.1 in) front to rear, plus it forgoes another 24 mm (0.9 in) in front when the optional glass sunroof is chosen. Second-row shoulder room is reduced slightly as well, but hip room grows by a similarly hair-like measurement yet shrinks a bit more in back, thus the upgrade to a larger EUV seems to only benefit rear passenger legroom, which was an issue that has reportedly caused complaints from first-generation Bolt owners. On the positive, the EUV’s curb weight only increases by 41 kg (90 lbs).

The extra poundage probably won’t be felt by EUV buyers, however, being that both Bolts will continue to zip along faster than anything else in their subcompact categories. This in mind, plus factoring in the regular Bolt’s exemplary 417 km (259 miles) range, caused no reason for Chevrolet to improve the power unit, although the same battery/motor setup in the EUV reduces range by about 15 km (9 miles) to 402 km (250 miles).

The powertrain in question is GM’s permanent magnetic electric drive motor and 65-kWh, 288-cell lithium-ion battery, which combine for a stealthy yet healthy 200 horsepower and 266 pound-feet of torque. Both Bolt models are front-wheel drive, similar to a number of other small crossover SUVs, so don’t take them onto a beach for photos like GM did for the press images.

Chevy makes DC fast charging capability standard, which allows for approximately 160 or 150 km (100 or 95 miles) of EV or EUV range respectively after 30 minutes of charging, while a special dual-level charge cord makes it possible for owners to hook up to a 240-volt charging station or 120-volt household-style three-prong outlet.

Those familiar with today’s Bolt will notice that Chevy left the biggest changes to their interiors, where both EV and EUV models feature more horizontally themed layouts for a wider visual effect. The new design is more conventionally laid out as well, replacing the pod-type centre stack with one that flows downward in a more traditional style, ending in a conventional lower console. The same standard 10.2-inch touchscreen remains, large for the subcompact category, while the infotainment graphics have been given a refresh. Apple CarPlay and Android Auto smartphone connectivity are still standard, with a navigation system optional, but most will probably be happiest to see a new standard wireless charging pad. Chevy saw no need to change the Bolt’s fully digital primary gauge cluster, however, which looks exactly the same as that in today’s model.

Together with the current Bolt’s less than ideal rear legroom, owners also complained about seat comfort and interior materials quality, which they deemed substandard for the many asked. While loading the Bolt up with an impressive list of kit, including that big infotainment display just noted, the car’s near $45k price point justifies higher quality surface treatments. Thus, the new 2022 Bolt models will get their just desserts, with softer surfaces in key areas, even including what appear to be padded leatherette on the dash. Chevy seems to have improved some cabin switchgear too, but we shouldn’t expect anything nearing Cadillac quality.

Knobs, levers and switches in mind, the new lower centre console includes an updated gear selector that replaces the current model’s conventional shifter for a slim row of Acura/Honda-style push and pull buttons. The green-lit button nearest to the driver engages one-pedal driving, which is a more effective design than slotting the shift lever into the “L” position, a system employed for the current Bolt and other EV and plug-in models within GM’s various lineups. The paddles on the backside of the new flat-bottom steering wheel will be more familiar to Bolt (and Volt) owners. These can be used for braking assistance, plus for recharging the battery through regenerative kinetic energy.

Tech in mind, the top-line EUV Premier will be first amongst Chevrolet vehicles to offer GM’s Super Cruise hands-free semi-self-driving technology, which is functional on median divided highways. The EUV Premier also features adaptive cruise control and an HD parking camera with a bird’s eye overhead view.

With respect to new Bolt family styling, the majority of onlookers should find the smaller EV better looking than its already reasonably attractive (for a subcompact hatchback) predecessor, unless a more traditional grille-filled front fascia is preferred. The new model says goodbye to the black mesh grille insert, instead replacing it with a grey-painted and patterned panel cut in an ovoid outline, with a slender slot below being the real air intake. This patterned effect does a better job creating family branding than Tesla’s Model 3, for instance, which looks like a non-branded car in an insurance commercial.

Following a theme from the first-gen Bolt and Volt predecessor, Chevy connects the new LED headlamps and side mirror housings with a thick black strip of fender trim, while the outgoing car’s traditional fog lights have been axed for more extended black trim, similar to Cadillac’s front fascia styling.

The EUV features a unique frontal design, which separates the headlight clusters and air intake-style fog lamp bezels, while providing a deeper air vent at the base of a similar solid grey grille insert. Black fender garnishes also flow into the mirror caps, while appearing to follow the black-painted window trim around the glass to a floating roof look, not unlike designs in use across the Chevrolet lineup.

The rear designs of both Bolt models are unique in their execution, but they have a similar design theme that features clean, horizontal, LED taillights at the corners, plus loads of gloss-black composite trim in between. Large matte black bumpers underscore the look, although in a change of pace the EUV appears somewhat dressier due to aluminum-like skid plates, both in the rear and up front.

The 2022 Bolt EV will be priced from $38,198 (plus freight and fees), which is a shocking $6,800 lower than today’s 2021 Bolt EV (those roof rails must have been expensive add-ons), while the new Bolt EUV will be available from $40,198. This means that fully loaded versions should keep them below $45,000, which is as high as possible before being disqualified for government rebate programs. Today’s base Bolt LT can be had for $44,998, incidentally, so it qualifies for the most generous of rebates, whereas the better equipped 2021 Bolt Premier’s $50,298 MSRP doesn’t.

Our 2021 Chevrolet Bolt EV Canada Prices page is current showing up to $1,500 in additional incentives available, with average member savings of $2,875, while our 2020 Chevrolet Bolt EV Canada Prices page shows up to $2,000 in incentives. GM is also offering factory leasing and financing rates from zero-percent for 2022 models. To get the best deal possible, become a member of CarCostCanada, which will provide the types of information above as well as dealer invoice pricing that can help you save thousands from your next new vehicle purchase. Also, remember to download the free CarCostCanada app from the Apple Store or Google Play Store.

Magic is Electric | Bolt EUV Reveal | Chevrolet (1:30):

Behind the Magic | Bolt EUV Reveal | Chevrolet (14:25):

Super Cruise | Bolt EUV | Chevrolet (0:30):

Story credits: Trevor Hofmann

Photo credits: Chevrolet

CarCostCanada

2019 Mazda3 Sport GT FWD and AWD Road Test

Mazda redesigned its compact 3 for the 2019 model year, and of course I spent a week with one, causing me to declare it as the best car in its compact segment by a long shot. Since then the completely redesigned 2020 Toyota Corolla came on the scene, and while the Mazda3 might still outmuscle the Corolla into the top spot as far as I’m concerned, it’s no longer so far ahead.

As it is, the car I like most and the model, or models the majority of consumers choose to purchase don’t always agree. The current compact sales leader is Honda’s Civic, an excellent car that deserves its success. This said the Civic not only outpaces everything else in the compact segment by a wide margin, but as a matter of fact is also the top-selling car in Canada. Still, it lost 12.8 percent year-over-year in 2019, one of its worst showings in a long time, yet it nevertheless managed to exceed 60,000 units for a total of 60,139. The Corolla came in second after a 2.5-percent YoY downturn that ended with 47,596 units sold, whereas the Hyundai Elantra came in third after dropping 5.5 percent that resulted in 39,463 sales. Where does the Mazda3 fit in? It managed fourth after a shocking 20.4-percent plunge to 21,276 deliveries.

The list of competitors in this class is long and varied, with most backpedalling throughout the previous year, including VW’s Golf that came close to ousting the Mazda3 from fourth place with 19,668 sales after an 8.4-percent downturn, although to be fair to Volkswagen I should probably be pulling its 17,260 Jetta deliveries into the equation after that model’s 14.1 percent growth, resulting in 36,928 compact peoples’ cars (or, in fact, fourth place), while the Kia Forte also grew by 8.0 percent for a reasonably strong 15,549 units. I won’t itemize out the category’s sub-10,000 unit challengers, but will say that some, including Chevy’s Cruze and Ford’s Focus, have now been discontinued.

As for why I’m reviewing a 2019 model so far into this 2020 calendar year? Last year’s supply is still plentiful throughout the country in most trims. I can’t say exactly why this is so, but it’s highly likely that Mazda Canada didn’t fully plan for last year’s slowdown in take-rate. Either way you now have the opportunity of some savings when purchasing a 2019, this being a worthwhile endeavour being that the new 2020 model hasn’t changed much at all, whether we’re talking about the base four-door sedan or sportier hatchback model. As you can clearly see I’m now writing about the five-door Sport in this review, but take note I’ll cover the four-door sedan soon. I’ve tested two top-tier GT trims in both front- and all-wheel drive (FWD and AWD) for this review, so I’ll make sure to go over most important issues, particularly my driving experience with Mazda’s i-Activ AWD system in this low-slung sporty car.

With respect to any 2019 Mazda3 Sport discounts, our 2019 Mazda Mazda3 Sport Canada Prices page shows up to $1,000 in additional incentives in comparison to $750 if opting for the newer model shown on our 2020 Mazda Mazda3 Sport Canada Prices page. There isn’t much difference from year to year, but you’ll likely be able to negotiate a bigger discount if you have maximum information, so therefore keep in mind that a CarCostCanada membership provides dealer invoice pricing that gives you the edge when haggling with your local retailer. Of course, this knowledge could leave thousands in your wallet whether trading up or just trying to get a simple deal, plus CarCostCanada also gives access to the latest manufacturer rebates and more. Be sure to check it out before visiting your local dealer.

Before heading to your dealer it’s also good to know that five-door Sport trims are the same mechanically to the four-door Mazda3 sedan, which means that both 2.0-litre and 2.5-litre SkyActiv four-cylinder engines are available. The base mill makes 155 horsepower and 150 lb-ft of torque, whereas the larger displacement engine is good for 186 horsepower and an identical 186 lb-ft of torque, while a six-speed manual is standard across the entire line, even top-tier GT trim, and a six-speed automatic is optional. The manual offers a fairly sporty short throw and easy, evenly weighted clutch take-up, whereas the auto provides manual shifting capability plus a set of steering wheel-mounted paddles when upgrading to GT trim. Both gearboxes come standard with a drive mode selector that includes a particularly responsive Sport setting, while the new i-Activ AWD system can only be had with the automatic transmission.

The Mazda3 Sport GT comes standard with proximity-sensing keyless entry for 2020, which was part of the optional Premium package that my 2019 tester included. The upgrade adds a nicer looking frameless centre mirror for 2020 too, plus satin chrome interior trim, but then again the 2019 version shown in the gallery was hardly short of nicely finished metals.

Model year 2019 Mazda3 Sport trims include the GX ($21,300), the mid-range GS ($24,000) and the top-tier GT ($25,900). The base 2.0-litre engine is only in the GX model, whereas the 2.5-litre mill is exclusive to both GS and GT trim lines. The automatic gearbox adds $1,300 across the line, while i-Activ AWD increases each automatic-equipped trims’ bottom line by $1,700.

Both engines include direct injection, 16 valves and dual-overhead cams, plus various SkyActiv features that minimize fuel usage, the bigger 2.5-litre motor featuring segment-exclusive cylinder-deactivation. Both engines utilize less expensive regular unleaded gasoline too, the 2.0-litre achieving a claimed Transport Canada five-cycle rating of 8.7 L/100km in the city, 6.6 on the highway and 7.8 combined when mated to the base manual gearbox, or 8.6 in the city, 6.7 on the highway and 7.7 combined when conjoined to the auto. The 2.5-litre, on the other hand, is said to be capable of 9.2 L/100km city, 6.6 highway and 8.1 combined with its manual transmission, 9.0, 6.8 and 8.0 respectively with the autobox, or 9.8, 7.4 and 8.7 with AWD.

The top-line engine doesn’t use much more fuel when considering its power advantage. Of course, the minor difference in fuel economy would widen if one were to drive the quicker car more aggressively, which is tempting, but I only pushed my two weeklong test cars for short durations, and merely to test what they could do. I was grateful the red FWD car with the black cabin was fitted with the standard six-speed manual gearbox, and the grey AWD model with the red interior was upgraded to the six-speed automatic with paddles, thus providing very different driving experiences.

Before I get into that, the Mazda3 GT offers a superb driving position, which isn’t always true in this economically targeted compact class. The GT Premium’s 10-way powered driver’s seat, which includes powered lumbar support and is also part of the GS trims’ feature set when upgraded to its Luxury package, is wonderfully comfortable with good lateral support and excellent lower back support. Even better, the car’s tilt and telescoping steering column offers very long reach, which is important as I have a longer set of legs than torso. I was therefore able to pull the Mazda3 Sport’s steering wheel further rearward than I needed, allowing for an ideal driver’s position that maximized comfort and control.

There’s plenty of space and comfortable seating in back as well, with good headroom that measured approximately three and a half inches over my crown, plus I had about four inches in front of my knees, more than enough space for my feet below the driver’s seat when it was set up for my five-foot-eight body. Also, there were four inches from my outer hip and shoulder to the rear door panel, which was ample, and speaking of breadth I imagine there’d be more than enough space to seat three regular-sized adults on the rear bench, although I’d rather not have anyone bigger than a small child in between rear passengers.

Mazda provides a wide folding armrest with two integrated cupholders in the middle, but the 3 Sport doesn’t get a lot of fancy features in back, like overhead reading lamps, air vents, heatable outboard seats, and USB charge points (or for that matter any other kind of device charger).

I found the dedicated cargo area large enough for my requirements, plus it was carpeted up the sidewalls and on the backsides of each 60/40 split folding seat. Unfortunately Mazda doesn’t include any type of pass-through down the middle, which is the same for most rivals, but the hard-shell carpeted cargo cover feels like a premium bit of kit and was easily removable, although take note that it must either be reversed and placed on the cargo floor to be stowed away, or slotted behind the front seats. Altogether, the 3 Sport allows for 569 litres behind those rear seats, or 1,334 litres when they’re laid flat, which is pretty good for this class.

The Mazda3 impresses even more when it comes to interior quality and refinement. Its styling is more minimalist than opulent, but this said few volume-branded compacts come anywhere as close to providing such a premium-level car. For instance, its entire dash top and each door upper gets covered in a higher grade of padded composite material than the class average, while the instrument panel facing and door inserts are treated to an even more luxurious faux leather with stitching. One of my testers’ cabins was even partially dyed in a gorgeous dark red, really setting it apart from more mainstream alternatives.

I’ve been fond of the latest Mazda3 since first testing it in the previously noted sedan body style, particularly the horizontal dash design theme that’s visually strengthened by a bright metal strip of trim spanning the entire instrument panel from door to door. It cuts right through the dual-zone automatic climate control interface, and provides a clean and tidy lower framing of the vents both left and right. This top-line model adds more brushed metal, including beautifully drilled aluminum speaker grilles plus plenty of satin-aluminized trim elsewhere. Mazda continues its near-premium look and feel by wrapping the front door uppers in the same high-quality cloth as the roofliner.

Visually encircled by an attractive leather-wrapped sport steering wheel, its rim held in place by stylish thin spokes adorned with premium-quality metal and composite switchgear, the 3’s gauge cluster is a mix of analogue dials to the outside and pure digital functionality within, organized into Mazda’s classic three-gauge design. The speedometer sides in the middle, and thus is part of the 7.0-inch display that also includes a variety of other functions. It’s not as comprehensively featured as some others, but all the important functions are included.

The 8.8-inch main display is sits upright like a wide, narrow tablet, yet due to its low profile the screen is smaller than average. Some will like it and some won’t, particularly when backing up, as the rearview camera needed extra attention. The camera is clear with good resolution, while its dynamic guidelines are a helpful aid, but I’m used to larger displays.

All other infotainment features work well, with Mazda providing a minimalist’s dream interface that’s merely white writing on a black background for most interface panels, except navigation mapping, of course, which is as bright and colourful as most automakers in this class, as was for the satellite radio display that provided cool station graphics. Unfortunately there’s no touchscreen for tapping, swiping and pinching features, the system only controlled by a rotating dial and surrounding buttons on the lower console, which while giving the 3 a more premium look and feel than most rivals, isn’t always as easy to use. I was able to do most things easily enough, however, such as pairing my smartphone via Android Auto (Apple CarPlay is standard as well).

Being that so many 2019 Mazda3 trims are still available, I’ll give you a full rundown of the aforementioned upgrade packages, with the GS trim’s Luxury package adding the 10-way powered driver’s seat with memory noted before, as well as leatherette upholstery, an auto-dimming centre mirror, and a power glass sunroof with a manual-sliding sunshade. Incidentally, GT trim comes standard with the auto-dimming rearview mirror and moonroof and offers an optional Premium package that swaps out the faux leather upholstery for the real deal and also adds the power/memory driver’s seat, plus it links the exterior mirrors to the memory seat while adding auto-dimming to the driver’s side.

Additionally, the GT Premium package adds 18-inch alloys in a black metallic finish, a windshield wiper de-icer, proximity keyless access, a windshield-projected colour Active Driving Display (ADD) (or in other words a head-up display/HUD), rear parking sonar, a HomeLink garage door opener, satellite radio (with a three-month trial subscription), SiriusXM Traffic Plus and Travel Link services (with a five-year trial subscription), the previously noted navigation system, and Traffic Sign Recognition (TSR), a host of advanced driver assistance systems (ADAS) including Smart Brake Support Rear (SBS-R) that automatically stops the car if it detects something in the way (like a curb, wall or lighting standard), and Smart Brake Support Rear Crossing (SBS-RC) that does the same albeit after detecting a car or (hopefully) a pedestrian, these last two features complementing the Smart Brake Support (SBS) and Smart City Brake Support (SCBS) automatic emergency braking from the GS, plus that mid-range model’s Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), forward-sensing Pedestrian Detection, Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS), Driver Attention Alert (DAA), High Beam Control System (HBC), and last but hardly least, Radar Cruise Control with Stop & Go. Incidentally, the base GX model features standard Advanced Blind Spot Monitoring (ABSM) with Rear Cross Traffic Alert (RCTA), which means those inside a Mazda3 GT with its Premium package are well protected against any possible accident.

Now that we’re talking features, the base GX includes standard LED headlights, LED tail lamps, front and rear LED interior lighting, pushbutton start/stop, an electromechanical parking brake, three-way heated front seats, Bluetooth phone/audio connectivity, SMS text message reading/responding capability, plus more, while I also appreciated the sunglasses holder in the overhead console that’s standard with the GS, which protects lenses well thanks to a soft felt lining, not to mention the GS model’s auto on/off headlamps (the GX only shuts them off automatically), rain-sensing wipers, heatable side mirrors, dual-zone auto HVAC, and heated leather-clad steering wheel rim.

As for the GT, its standard Adaptive (cornering) Front-lighting System (AFS) with automatic levelling and signature highlights front and back make night vision very clear, while its 12-speaker Bose audio system delivered good audio quality, and the 18-inch rims on 215/45 all-season tires would have without doubt been better through the corners compared to the GX and GS models’ 205/60R16 all-season rubber on 16-inch alloys.

Sportiest GT trim makes do with a slightly firmer ride than the lower trims, but it was never harsh. Better yet is its impressive road-holding skill, the 3 GT always providing stable, controlled cornering and strong, linear braking even though it only uses a simple front strut, rear torsion beam suspension configuration. Take note the 2020 Corolla and Civic mentioned earlier come with fully independent suspension designs.

As you might imagine, the 2.5-litre four-cylinder has a lot more fire in the belly than the 2.0-litre mill, while its Sport mode made a big difference off the line and during passing procedures. The automatic transmission’s manual mode only needs you to pull the shift lever to engage, while the aforementioned steering wheel shift paddles work best when choosing manual mode, but don’t need it in order to change gears. This said the DIY manual shifts so well you may want to pocket the $1,300 needed for the automatic and shift on your own.

Thanks to the grippy new optional AWD system, takeoff is immediate with no noticeable front wheel spin, which of course isn’t the case with the FWD car, especially in inclement weather. It also felt easier to control through curves at high speeds in both wet and dry weather, but I must admit that my manual-equipped FWD tester had its own level of control that simply couldn’t be matched with an automatic when pushed hard. As much as I liked the manual, I’d probably choose AWD so I wouldn’t be forced to put on chains when heading up the ski hill or while traveling through the mountains during winter.

Everything said, the Mazda3 is a great choice for those who love to drive, plus it’s as well made as many premium-branded compact models, generously outfitted with popular features, a strong enough seller so that its resale value stays high, impressively dependable, and impressively safe as per the IIHS that honoured the U.S. version with a Top Safety Pick award for 2019. That it’s also one of the better looking cars in the compact class is just a bonus, although one that continues to deliver on that near-premium promise Mazda has been providing to mainstream consumers in recent years.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Prius C Technology Road Test

Toyota Canada stopped providing individual sales figures for its smallest hybrid back in 2017, even though the numbers weren’t much lower than in previous years. The car had been available for over five years without many updates after all, so deliveries probably should’ve slowed even more, but those of us outside of Toyota’s inner circle will never know how far they fell.

I have to admit to being curious about how the 2018 model year refresh impacted those sales results when it arrived during the same year, but unfortunately a “Prius Family” category was created for monthly Prius, Prius plug-in, Prius V and Prius C sales statistics in Canada, which meant learning how far sales had fallen through 2017, 2018 and the C’s final year of 2019, in order to question why Toyota discontinued it, became difficult.

Its cancellation may have nothing to do with sales, mind you. The Prius C shared underpinnings with the 2019 (and previous) Toyota Yaris subcompact hatchback, both having ridden on the Toyota B platform, and with the Toyota-built Vitz-based Yaris no longer available in North American markets at the close of 2019, this model now replaced by a Mazda2-based Yaris hatchback in Canada and the U.S. for 2020 (and as a Yaris sedan exclusively south of the 49th), it was probably a good idea to say sayonara to the Prius C as well.

Yes, I know about the new 2020 Yaris Hybrid offered in Japan and other world markets, and I’m well aware of the even more compelling 250-plus horsepower 2020 Yaris GR (Gazoo Racing), which could’ve completely taken over from Ford’s fabulous little Fiesta ST (RIP) if Toyota had chosen to go bold, so let’s hope the new 2020 Yaris Hatchback is more enticing than the Mazda2 was when it couldn’t gain much sales traction during its mostly forgettable summer of 2010 through winter of 2016 run.

As for the outgoing 2019 Prius C, it’s a very good car now in short supply. New 2019 models are still around, plus plenty of low mileage demos and pre-owned examples. I know this because I searched across most of Canada to find the majority of new C’s in the Greater Toronto Area and in Greater Montreal (there were no new ones left in Vancouver, as they were probably scooped up by the British Columbia Automobile Association’s Evo Car Share program that primarily uses the Prius C), while the model’s highly efficient hybrid electric drivetrain will continue being produced in the aforementioned (JDM) 2020 Yaris Hybrid and upcoming (for Asia and Europe) C-HR Hybrid.

Back to the here and now, Toyota Canada is currently trying to lure in prospective 2019 Prius C buyers with zero-percent factory lease and financing rates, while all of the examples I found online were seriously discounted. These are two good reasons to consider a Prius C, but I should also point out (this being a road test review) that the little hybrid is a great little subcompact car too, all of which makes a fresh new review of this 2019 model relevant, even though we’re already so far into the 2020 calendar year (what happened to the new year?). On this note I’d like to say so long to a car that I actually enjoy spending time in, and consider its demise saddening for those of us who enjoy the fun-to-drive nature, easy manoeuvrability, and excellent efficiency of small cars.

The Yaris is a fun car to drive too, which makes sense being that both models ride on Toyota’s B platform architecture. It also makes sense for their exterior measurements not to be all that different, with the Prius C’s wheelbase stretching 40 mm (1.6 in) more than the Yaris’ to 2,550 millimetres (100.4 inches), and its overall length a significant 114 mm (4.5 in) longer from nose to tail at 4,059 mm (159.8 in). Additionally, the Prius C’s 1,715-mm (67.5-in) width makes it 20 mm (0.8 in) wider, while its 1,491-mm (58.7-in) height is actually 9 mm (0.3 in) shorter from the road surface to the topmost point of its roof.

Thanks the Prius C’s renowned Hybrid Synergy Drive powertrain, which consists of a 1.5-litre Atkinson-cycle four-cylinder internal combustion engine, or ICE, incorporating variable valve timing plus an exhaust heat recovery system, a 19-kWh nickel metal-hydride battery, a 45kW (60 hp) electric motor, and auto start/stop that automatically turns the engine off when it would otherwise be idling, before restarting it upon brake pedal left-off. While the C’s ICE likely weighs similarly to the 1.5-litre four in the Yaris, all of the other gear adds a quite a bit of mass to this subcompact car. In fact, a similarly equipped 2019 Yaris SE 5-Door Hatchback with its antiquated four-speed automatic hitting the scales at just 1,050 kilos (2,335 lbs) compared to 1,147 kg (2,529 lbs) resulting in 97 kg (214 lbs), while its 99 net horsepower rating (the combination of a 73 horsepower ICE and the aforementioned electric motor) is slightly down on the regular Yaris’ 106 horses, but the electric motor’s 125 lb-ft of instant torque, combined with the ICE’s 82 lb-ft, plus the lack of mechanical drag from the Prius C’s continuously variable transmission, more than makes up for its increased mass.

Remember way back at the beginning of this review when I mentioned the Prius C is fun to drive? It’s plenty quick off the line and quite agile through fast-paced curves, feeling much the same as the sporty Yaris hatchback, but this hybrid’s ride quality might even be better. It’s actually quite refined, with a reasonably quiet cabin, even at high speeds, and good comfort over rougher pavement like inner-city laneways and bridge expansion joints.

As you might expect the Prius C is ultra-respectful at the pump too. Transport Canada rates it at 5.1 L/100km for both city and highway driving (and therefore combined too), which compares well to all rivals including Toyota’s own Yaris Hatchback that manages 7.9 L/100km city, 6.8 highway and 7.4 combined.

The car in front of you is in its second model year since a major refresh, and I particularly like the changes made to a car that was already pretty decent looking. When compared to the outrageous styling of its bigger, elder brother, the regular Prius, this refreshed C is more conservative. It features new front and rear fascias including revised LED headlights and reworked LED tail lamps, plus renewed wheel covers and available alloys, while the cabin was updated with a new steering wheel, revised primary instrument cluster, and a renewed centre stack. The new infotainment touchscreen includes a standard rearview camera, this necessary to comply with then-new regulations that mandate backup cameras for safety’s sake.

Speaking of staying safe, 2018 and 2019 Prius Cs incorporate Toyota’s Safety Sense C suite of advanced driver assistive systems as standard equipment, including automatic high beams, pre-collision warning, and lane departure alert. Additionally, the Prius C has nine airbags instead of the usual six, while direct tire pressure monitoring is now part of the base package.

As far as features go, Toyota eliminated the Prius C’s base model for 2019, which pushed the price up from $21,990 to $22,260 (plus freight and fees), but for only $270 they added everything from the previous year’s $900 Upgrade package including soft synthetic leather to the instrument panel, premium fabric upholstery, additional driver seat adjustments, cruise control, two more stereo speakers (totalling six), a rear centre console box, and a cargo cover to an ample assortment of standard equipment such as power-adjustable heated side mirrors, tilt and telescopic steering, steering wheel audio and HVAC controls, a 4.2-inch multi-information display, single-zone auto climate control, 6.1-inch touchscreen infotainment, Bluetooth, an exterior temperature gauge, etcetera.

During my search for new Prius Cs still available for sale I noticed a good mix of both trim levels, the Technology model shown on this page replacing the base car’s 15-inch steel wheels with covers for an attractive set of 15-inch alloy wheels, and the fabric upholstery swapped out for Toyota’s Softex breathable leatherette. Additionally, Technology trim enhancements include LED fog lights, proximity keyless entry with pushbutton start/stop, more sophisticated Touch Tracer controls on the much nicer synthetic leather-wrapped steering wheel, navigation, voice recognition, Gracenote connectivity, satellite radio, heated front seats, a power glass sunroof, plus more.

The 2019 Prius C Technology can be had for $27,090, which is an increase of just $140 from last year, representing great value when compared to any new hybrid. This becomes even more of deal when factoring in all the discounts I saw while searching online, not to mention the zero-percent financing Toyota is currently offering, and any other manufacturer rebates that may be available, so seriously consider snapping up a new Prius C before they’re all gone.

Incidentally, I sourced the financing rate and pricing right here on CarCostCanada’s 2019 Toyota Prius c Canada Prices page. CarCostCanada provides trim, package and individual option pricing on every mainstream car, SUV and truck sold in Canada, plus manufacturer rebate info, details about financing, and best of all, dealer invoice pricing that will give you an advantage when it comes time to negotiate your deal.

Interestingly, the Toyota model that probably put the final nail in the Prius C’s coffin is the entirely new 2020 Corolla Hybrid, which can be had for a reasonable $24,790 (plus destination and fees). It’s arguably a better car, but this said if you truly want or need a hatchback I can only imagine Toyota would be happy to put you into its bigger 2020 Prius, its entry price arriving at $28,550, and now optional with eAWD. The 2020 Prius Prime plug-in hybrid (PHEV) is available from $32,990 (take note that the Prime qualifies for some government rebates), while additional electrified Toyotas include the 2020 Camry Hybrid at $31,550, 2020 RAV4 Hybrid from $32,350, and the completely redesigned 2020 Highlander Hybrid from $45,490.

Even without the Prius C, Toyota has a lot of hybrids on offer, but take note that a new RAV4 Prime plug-in will hit the Canadian market later this year, while the awkwardly styled Mirai fuel cell electric vehicle that ended production last year is set to arrive later this year in renewed form as well, and the photos I’ve seen were much easier on the eyes.

With respect to Toyota’s plans for plug-in battery electric vehicles (BEV), such as the Nissan Leaf, in June of 2019 Toyota announced a plan to add 10 new BEV models to its worldwide fleet during the first half of this current decade, all based on a single e-TNGA platform. By 2025 the Japanese company says that each of its models will include an electrified variant, so even something like the new Supra sports car will offer a hybrid drivetrain. This is bound to become very interesting.

Until all of these innovative new models hit the market, you might want to take advantage of the great deals to be had on this 2019 Prius C, however, as it’s a very good little car that provides superb fuel economy, decent levels of refinement, a fairly spacious cabin, plus Toyota’s impressive reputation for producing durable electrified vehicles.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Subaru Impreza 2.0i Sport 5-Door Road Test

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.

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 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.

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.

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.

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.

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 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.

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.

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.

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.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Toyota Corolla Hatchback CVT XSE Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Honda Fit LX CVT Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay