Buying a car, even if it’s not your first, is a big decision. You have a lot to think about and you want to make sure you don’t forget anything. Most of all, you want to make sure you pay the right price for what you really need.
Making the right decision can be easier and save you thousands of dollars just by using CarCostCanada. In fact, they offer free price reports that help most Canadians negotiate when buying a new car. Canadians across the country are now sharing their stories to show how anyone can save thousands of dollars on their next new car purchase by using CarCostCanada’s services.
This week, let’s take a look at Mike’s story and find out how he saved over $5,000 on his new Audi S4 with CarCostCanada’s free price report.
Saving more even on a high end car
Mike is a 28 year old active man from Toronto, Ontario. He works in finance and is often on the road meeting new clients. However, he also enjoys playing baseball on the weekends and getting together with friends for a beer after work. Mike is single, has no children.
Following a recent promotion, Mike wanted a new car to match his success. So, to make sure he was making the right decision, Mike decided to shop around with the help of CarCostCanada. A friend of his told him about the online price reports of CarCostCanada and said it would not only help him find the perfect car, but also save him a lot of money.
Getting the best price on a new car in 3 easy steps
In 3 easy steps, he was able to build his price report online. First, he built and priced his new car using CarCostCanada’s free report tool, just as he would have done on the manufacturer’s website.
Once the price report was generated, he obtained the best price formula for his specific model by taking the dealer cost minus the incentive plus the dealer margin to see what the best possible price would be.
Finally, the tool helped him find the nearest dealer and meet with one of their professional representatives to get the best price and an exceptional buying experience.
Mike was looking for a car that would make a good impression when he met new clients and went out with his friends. He decided to go with the Audi S4, the car of his dreams, which is a young and good looking car, just like him.
Finally, in the process of buying his new car, Mike was able to save over $5000.
No matter whether on the road or at the track, Porsche makes a habit of performing at the front of the pack. After the sports car brand managed to attain the highest position possible in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” category for three consecutive years, it once again achieved the top spot in the latest 2021 study.
Porsche actually scores well in all of its categories, with the Panamera retaining the highest percentage of any competitor in its Prestige Luxury Car segment, a feat it’s attained for the past eight years. Similarly, the Macan, which earned the highest score in its Compact Luxury Crossover division yet again, has owned this position for three years in a row, while the legendary 911 has been on top of the Premium Sporty Car class for two years as of the 2021 CBB study.
“We are honoured and delighted to accept the Overall Brand Award – Luxury as well as three model accolades from Canadian Black Book this year,” noted Marc Ouayoun, President and CEO, Porsche Cars Canada, Ltd. “Consumers have many available choices in the market and we welcome these recognitions, which provide an additional reason to consider the brand. These outstanding acknowledgments by the leading authority highlight strong value retentions which ultimately benefit the customer.”
The Canadian Black Book study ranks vehicles on the retained percentage of their manufacturer suggested retail price (MSRP) after four years. Holding on to a high value means that ownership will cost less when it comes time for reselling or trading in for a new model, so this is a very important metric.
As the years start to stack up and there’s more of them behind you than ahead, to hear you’re aging gracefully is quite the compliment. Such could be said of Buick’s current Enclave, a three-row crossover SUV that’s now been with us in its current second-generation form for four years. Certainly, that’s not long by human standards, but it’s a full product cycle in automotive years, albeit not compared to the first-generation Enclave that, despite a mid-cycle refresh in 2013, lasted for an entire decade.
The SUV being reviewed here was as up-to-date as possible when being tested, but as it happens, 2021 is the Enclave’s last model year before getting a fairly comprehensive makeover. Its underpinnings will remain the same, but its styling will look a lot fresher, and not unlike the much sleeker and more modern looking second-gen Chinese-market version that’s been available since last year.
Sure, you can wait for a 2022, which actually gets reduced by $300 at the base level, but there’s opportunity to take advantage of end-of-lifecycle savings if you choose a 2021 over the new 2022 model, so as long as you don’t need to have the latest and greatest styling, the outgoing Enclave is still one very attractive family hauler. It’s also a very affordable one, at least when comparing it to longstanding luxury brands that it more or less competes against. To be clear, three-row SUV buyers won’t likely be shopping the Enclave against BMW’s X7 or Mercedes’ GLS, simply because their price points are nowhere near each other.
A base Enclave Essence starts at $48,398, or $51,398 with as-tested all-wheel drive. That’s similar pricing to fully loaded alternatives from Honda, Hyundai, Kia or Toyota, which arguably offer more features (and sometimes more luxury) for the money, but none of these rise up to $70k, which is possible when adding all the options to the Enclave Avenir. That’s around where a base Audi Q7 starts, and plenty of other premium-branded three-row SUVs, although an equivalent entry-level GLS will set you back an astonishing $101,900, just a bit less than what you’ll need to pay for the least expensive X7, which starts at $102,900.
This in mind, Buick, and its Enclave fall into the entry-level luxury sector, along with competitors like the $48,995 Infiniti QX60, $56,405 Acura MDX, and possibly the $59,700 three-row Lexus RX 350 L (which is only meant for small kids in the third row), although if we’re moving all the way up to the $60k starting point, we should probably include GM’s own Cadillac XT6 that rides on the same stretched C1XX platform (more or less) as the Enclave (and the Chevy Traverse, GMC Acadia), yet starts at $57,998. Everything else in this class retails over the $60,000 threshold, and while that’s about where the aforementioned Enclave Avenir can be had ($62,298), this Enclave Essence is the model Buick gave me to test, and therefore targets a different entry-level luxury client.
I don’t know if that last exercise was done more for my own clarification of where Buick fits into the scheme of luxury things, or as a way for you to come to grips with the same, but in any case, it’s good to understand that Buick fills an important niche in the middle of the automotive class hierarchy, and its relatively strong sales more or less prove that reality.
Despite only offering five models (the 2020 Regal Sportback of which has already been sent off to that great four-door sedan graveyard in the sky—it’s a five-door really, as its trunk is actually a hatch), Buick managed to rank sixth amongst premium brands in Canada thanks to 15,957 units being sold last year, which puts it only 755 sales behind Acura, plus more than twice as much as Lincoln (7,155) and almost three times as many deliveries as Infiniti after a particularly gutting year. What’s more, as of Q2 2021’s close, Buick’s 8,277 delivery total had already blasted past Acura’s rather sluggish 7,465 tally, although Cadillac’s XT6 appears to be on a roll with 8,402 examples out the door, so therefore Buick maintains its sixth position.
The Enclave wasn’t quite as strong in its mid-size three-row luxury SUV category last year as the Buick brand, but amongst dedicated premium three-row family haulers it ranked seventh out of 11 competitors with 1,773 deliveries (I’m not including Bentley’s Bentayga on this list for obvious reasons). This said, so far this year it’s doing a bit better with 1,270 units down the road already, placing it ahead of Mercedes’ GLS (1,148), Lincoln’s Aviator (926), and Infiniti’s QX60 (687) that’s getting an even more dramatic redesign for 2022.
Cadillac’s XT6 (973) lagged a bit behind the Enclave over the first six months of this year, as did BMW’s X7 (522), Lexus’ GX (161), and Land Rover’s Discovery (103), which seems to be getting killed by the new Defender (1,057). Tally all this up and it’s easy to understand why the Buick brand and this Enclave model are so important to General Motors (a total of 3,264 combined Enclave and XT6 sales puts GM close to Acura’s MDX), but after factoring in their even greater strength in the U.S. and yet stronger presence in China, this information might also help build confidence that Buick isn’t about to leave our market anytime soon—unfortunately I can’t confirm that for Infiniti.
The upcoming 2022 Enclave refresh should further improve the model’s sales when it arrives later this year, as long as Buick doesn’t dump any leftover 2021s on the market before the new one gets here. The fact Buick is only offering customers up to $1,000 in additional incentives is a good sign they have inventories in check, but stay tuned to CarCostCanada for any further discount info. Also, take note that CarCostCanada members who purchased a new 2021 Enclave saved an average of $2,625 thanks to knowing the SUV’s dealer invoice price before negotiating their best deal, which means it’s a good idea to find out how their very affordable membership works, and how easy it is to use from anywhere via their free app that can be downloaded from the Apple Store or Google Play Store.
As for the 2021 Enclave Essence being reviewed here, my tester was not only upgraded with AWD, but also received a stylish $1,495 Sport Touring upgrade package that includes a sporty black mesh grille, glossed-black Pitch Dark Night lower accent trim, and 20-inch alloys instead of the standard 18s. This gets added to a base model that also features automatic on/off LED headlamps and heated power-folding exterior mirrors, on the outside, plus proximity access to get you inside.
Once seated, pushbutton ignition gets the engine going, while additional standard features include an auto-dimming centre mirror, a 4.2-inch colour multi-information display within the gauge cluster, an 8.0-inch touchscreen at dash-central, integrating Android Auto and Apple CarPlay, a 10-speaker Bose audio system, a 4G LTE Wi-Fi hotspot, a universal garage door opener, a powered tilt and telescopic steering column, a heated leather-wrapped steering wheel, a Safety Alert driver’s seat that uses vibrations to warn, perforated leather seat upholstery, three-way heatable and ventilated powered front seats with four-way lumbar support, two-position driver memory, three-zone auto HVAC with a set of rear controls, heatable second-row captain’s chairs resulting in seven-passenger capability (a bench for the second row resulting in a total of eight occupants is available), a power-folding 60/40-split third row, a hands-free powered liftgate, a 120-volt power outlet, remote start, etcetera.
All Enclaves include the Buick Driver Confidence Plus package of advanced driver assistance and safety technologies as standard too, which includes a Following Distance Indicator, Forward Collision Alert, and Rear Cross Traffic Alert with Automatic Emergency Braking and Front Pedestrian Braking, as well as Lane Departure Warning with Lane Keep Assist, Side Blind Zone Alert with Lane Change Alert, front and rear Park Assist, and IntelliBeam auto high beam assist headlights.
Believe me, I never once felt like I was slumming it in this Buick, even in its base trim. Actually, standard features like cloth-wrapped A, B and C pillars gave it a true premium feel, as did better-than-average soft composite materials on top of the dash and atop the front and rear side window sills. It’s also impressive across the front of the instrument panel, and the lower section of that IP ahead of the front passenger, which extends below the infotainment touchscreen and along the right side of the lower console. Buick made a point of stitching nicely padded leatherette on the sides of that centre stack and lower console, the left side of which is padded further to protect the driver’s inner knee from chafing, while this pampering surface treatment extends down to the armrest as well. These areas were done out in a particularly attractive caramel brown in my tester, perfectly matching the seats and door inserts that were also stitched, the former also featuring perforated leather inserts.
Additionally, the seat surface leather is suppler than some others at the Enclave Essence’s price point too, plus those aforementioned heated front cushions warm up to near therapeutic levels. Warmth in mind, the climate control interface, while appearing a bit rudimentary, did its job well, and while it could be a bit more upscale to look at my eyes were more easily pulled toward the centre display overtop, which has to be one of the simplest to use in the segment.
I generally like General Motors’ infotainment systems, and while I appreciate Chevrolet’s more colourful Apple-inspired interface even more than this classier design from Buick, they both work identically and utilize a full colour palette for graphically stimulating controls. I found this latest version responded to inputs quickly, which was particularly notable when jiggling the navigation map around with my fingertips. I should also note that GM’s navigation/GPS system has never once led me astray either, so a big hand to the automaker’s tech department that does infotainment very well. Important also, the rearview camera was clear and its moving guidelines useful, while the standard Bose audio system was very good.
As for the Enclave’s primary gauge cluster, it’s not very enticing. The chrome trimmed analogue dials are ok, these placed bookending another set of chrome-edged gas and engine temp meters above, but the tiny square multi-information display kind of looks like an aftermarket add-on. This comes at a time that competitors are arriving with fully digital clusters that show virtual gauges one minute and giant maps the next. Some brands are even including rear-facing camera monitors in their clusters, so Buick needs to up the ante in this respect. Fortunately, even this base Enclave’s steering wheel is excellent, with high-quality leather and an impressively sporty feel, while the spokes’ switchgear well-made and works as it should.
Looking up to the overhead console could be summed up as a trip back to yesteryear too, although it’s functional and happily includes a sunglasses holder, as well as LED reading lights and switches for the universal remote, OnStar, SOS, plus more. You won’t find a power sunroof button, as this base trim doesn’t include a sunroof, and I have to say it’s weird not seeing a sunroof in a roof this large.
Nevertheless, I found it easy to find an ideal driving position thanks to a manual tilt and telescopic steering wheel with loads of rearward reach, while the seats were comfortable, although without much lateral support, therefore if you’re looking to use this Enclave to snake through fast-paced corners, you’ll probably want to find something other than the steering wheel to hold on to. This is only worth mentioning because the Enclave handles well, partially due to the 20-inch wheel and 255/55 tire upgrade noted earlier, so it might be a good idea for performance fans to look upstream to a fancier trim line in order to find more aggressive seat bolstering.
Similarly, the Enclave Essence model’s second-row captain’s chair backrests are almost totally flat, although rear passengers can fold down their individual centre armrests to hang on. The second-row seats are mostly comfortable, however, with good legroom when slid all the way rearward. Those in the second row will also appreciate the previously mentioned rear climate control panel on the backside of the front console, which includes seat warming switchgear. This is where you can also find a set of USB chargers, but oddly no air vents. Don’t worry, though, as these are intelligently integrated within the roof, as are another set of vents for third-row passengers, and likewise for the LED reading lamps.
It’s easy to flip the second-row seats up and out of the way for getting into the very back, only necessitating a mild pull on a handle atop the backrest, while another lever below flips them down for storage. Before getting into cargo capacity, rear occupants enjoy separate USB charging ports, not to mention fairly large rear quarter windows for good outward visibility. I found the third-row seats comfortable too, not to mention reasonably roomy. Buick left good space for legs and feet, especially when the second-row seats are pulled slightly forward.
As for cargo, they fold down relatively flat, as does the second row, providing more storage capacity than most of their peers. In fact, I was able to load up a double-wide Ikea Pax wardrobe inside, including its rather bulky glass sliding door system, with room left over. By the numbers, the Enclave can manage up to 2,764 litres of what-have-you behind the front seats, 1,642 litres aft of the second row, and 668 litres in back of the third row.
Even when loaded up with gear the Enclave was no slouch off the line, its 3.6-litre V6 making a healthy 310 horsepower and 266 lb-ft of torque for plenty of straight-line performance. It’s conjoined to a nine-speed autobox that not only aids fuel economy with a fairly good rating of 13.0 L/100km city, 9.1 highway and 11.2 combined with FWD, or a respective 13.6, 9.6 and 11.8 in as-tested AWD, partially thanks to standard idle start/stop technology, but it also provides wonderfully smooth shift up and down the range.
Then again, engaging manual mode and its steering wheel-mounted paddles transform this calm, sedate traveler into a much sportier canyon carver, or at least it was much more enjoyable than I initially expected. BMW doesn’t even go so far as to hold the X5 or X7 engine’s redlines before upshifting, so a big hand for Buick’s engineers that give the Enclave such strong performance. The V6 also makes a nice growl at full throttle, although I wouldn’t take that to mean it’ll outshine those BMWs as far as engine auditory tracks go.
I think ride quality will matter more to most Buick buyers than all-out performance, however, and to that end the Enclave’s driver and many passengers will be nicely isolated from exterior elements no matter the speeds being traveled or environment outside. Although I found there was more wind buffeting on the highway than expected. It wasn’t the side windows (I checked), but it may be something specific to my test model’s door seals. Buick prides itself in providing near tomblike silent interiors, so it could also be possible that more of Buick’s “Quiet Tuning” technologies get added to upper trims. Either way, make sure you look for this on your test drive.
Even if the Enclave Essence is a bit noisier at highway speeds than it should be, it’s hard to argue against its sub-$50k price point. That it competes so well against others that cost thousands more should be taken into consideration, but then again it also gets out-muscled for features and refinement by some newcomers in the volume-branded mainstream category. This is a very competitive market segment, and the upcoming 2022 Enclave should address some of my minor complaints.
On that note, I don’t think any of my grumblings should put you off testing a 2021 Enclave, and at least comparing it to its rivals, especially when factoring in Buick’s enviably high ranking in J.D. Power and Associates’ 2021 Vehicle Dependability Study, where it sits fifth overall and just third amongst luxury brands.
Buick recently unveiled its refreshed 2022 Enclave, and one glance should be all that fans of the brand need in order to trade up to the new model. To be clear, the refresh is more about evolution than revolution, with the majority of styling updates pulled over from its predecessor.
As most in this camp with agree, the outgoing 2021 Enclave was already a very good-looking mid-size crossover SUV, with its Chinese alternate arguably being even more attractive. Changes made to this mid-cycle update include a larger grille for even greater premium presence, new headlights and tail lamps for yet more visual fluidity at its backside, and sharpened bumpers front to rear in order to increase visual width. It all results in even more luxury appeal, which Buick will hope lures in would-be shoppers that might otherwise be coaxed away from imported three-row luxury utilities.
Away from such lofty heights, the renewed 2022 Enclave’s standard Driver Confidence Plus suite of advanced driver’s assistance and safety technologies include forward collision warning, automatic emergency braking with pedestrian detection, blind-spot monitoring, lane departure warning, lane keeping assist, rear parking assist, rear cross-traffic alert, and automatic high beam assistance.
Behind the 2022 Enclaves larger grille, the same 310 hp 3.6-litre V6 joins up with a nine-speed automatic transmission to drive all four wheels, with no powertrain option available. A fully independent suspension provides good road-holding and, most importantly in this class, a comfortable ride, although the top-line Enclave Avenir comes with a more sophisticated adaptive suspension.
Buick is offering factory leasing and financing rates from zero percent on the 2022 model, although so far the General Motors brand isn’t advertising the updated Enclave on their retail website, so contact your local dealer to see if you can order one. As for the outgoing 2021 model, our 2021 Buick Enclave Canada Prices page is currently showing up to $1,000 in additional incentives for new buyers, while CarCostCanada members were saving an average of $2,916 at the time of writing.
The new Porsche Taycan is one of the more technologically advanced EVs currently available, but this doesn’t mean the only people capable of understanding how it works are electrical engineers.
In order to simplify the science, Porsche hired Bill Nye The Science Guy, a popular TV personality, to explain all the key technology, which resulted in a five-part short-format video series. Each episode, which span just under a single minute to one-and-a-half minutes long, focus in on technologies that differentiate the Taycan from its competitors, such as its 800-volt battery, uniquely innovative aerodynamic design, regenerative braking system, two-speed transmission, and repeatable performance.
The YouTube series, dubbed “Bill Nye Explains The All-Electric Taycan,” was filmed at the Porsche Experience Center in Los Angeles, California. The entertaining host uses simple terms and silly antics to clarify otherwise complicated subject matter, resulting in a series that’s ideal for all ages.
The Taycan, which arrived on the electric scene only last year, is already available in two unique body unique styles and four individual trims, including 4, 4S, Turbo and Turbo S. The sleek Taycan four-door coupe can be had in three of the just-noted trims, including 4S, Turbo and Turbo S, whereas the more recently introduced Taycan Cross Turismo also has a base trim. Additionally, the Cross Turismo can be upgraded with an Off-road Design package that increases ride height while adding more aggressive styling enhancements.
Top-level Taycan Turbo S trim can accelerate from zero to 100 km/h in only 2.8 seconds, thanks to its 750-hp twin-electric-motor power unit, while standard AWD means that all four performance tires grip the road below, especially helpful in inclement weather or when off-road.
It helped that Genesis’ earliest two models were already in production as the Hyundai-branded Equus and Genesis Sedan, one of two cars, including the Genesis Coupe, that carried the new brand’s name for eight years before its steering wheel hub and trunk lid removed Hyundai’s stylized “H” for Genesis wings (which were already displayed proudly above the front grille), and “GENESIS” lettering was replaced by G80 badging at back.
Since then, all three early cars have been updated with fresh new styling, including a new pentagonal “Crest Grille” plus double-slatted LED “Quad Lamps” fore and aft, and heavily reworked interiors, resulting in a wholly cohesive design language to at least rival its key Japanese rivals, while the new G80 will soon be available with a two-motor pure electric drive system.
Granted, Genesis has a long way to go before it starts matching Lexus sales in Canada, with 1,737 units sold at the close of Q2 2021 compared to 12,405, but it’s closing in on Infiniti’s 3,189 total after the first six months of this year, and has already bypassed Jaguar’s 1,204 deliveries and Alfa Romeo’s 434. Lincoln is also in target with only 3,629 units sold as June ended, and this comes before any GV70 deliveries get added to the Genesis mix.
Interestingly, the sporty 2022 GV70 is not the least expensive compact luxury SUV on the market, a tactic often chosen by upstart luxury brands trying to attract new buyers by providing all the bells and whistles for a better price. Instead, the new model gets an all-inclusive price of $49,000, including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page).
The new GV70, in fact, is ninth most expensive in a compact premium crossover segment that’s now 16 competitors strong. That places it near the mid-point, although it’s important to point out that most competitors don’t include destination/delivery fees or the $100 A/C tax in their advertised prices. Therefore, after factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the new GV70’s retail price is more competitive thanks to a ranking of seventh most affordable.
By the numbers, alternatives priced lower than the new GV70 include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t find their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and lastly the $46,550 Audi Q5 (plus $2,395 for $48,945).
Genesis’ willingness to let eight brands advertise lower pricing in such a highly competitive market is a bold move, but it just might be calculated one, in that its mid-pack pricing could cause loftier perceptions of its brand identity, and therefore leave cheaper alternatives looking like they’re not good enough. After all, parent company Hyundai has long been seen as a value brand amongst its more established mainstream rivals, and while that’s changing because of impressive entries such as the Genesis and Equus models that came before, plus today’s Santa Fe, Palisade and the list goes on, it’s still important for Genesis to not allow such a more-for-less mindset and instead develop its own brand desirability.
An approximate $20,000 price gap, from least expensive to priciest, is a sizeable chasm for compact luxury SUV shoppers to cross, but it should be mentioned that any one of the compact luxury utilities named above comes close to the revered Velar’s starting price when amped up with options, while even the cheapest on this list can go much higher. What’s more, some boast more equipment in their various base trims than others, not to mention stronger performance, greater interior room, etcetera. In other words, it’s not a direct apples-for-apples comparison.
For around $50k, the 2022 GV70 2.5T Select AWD arrives standard with Quad LED headlights, LED tail lamps, 18-inch alloys, proximity-sensing keyless access with pushbutton start/stop and remote engine start, fingerprint authentication, an 8.0-inch LCD digital gauge cluster, a big 14.5-inch HD multimedia display incorporating Android Auto and Apple CarPlay smartphone integration, navigation, wireless device charging, a 12-way powered driver’s seat with power lumbar, an eight-way power front passenger seat, heated front seats, rear occupant alert, a hands-free tailgate, plus more.
Additionally, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite adds High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist to all the usual active and passive safety features.
As is often the case in this category, AWD is standard, while the GV70 also includes Terrain Mode Select. The base powertrain is a 2.5-litre turbo-four good for 300 horsepower and 311 lb-ft of torque, while a 3.5-litre twin-turbo V6 capable of 375 horsepower and 391 lb-ft of torque is available. An eight-speed automatic transmission also comes standard, as do steering wheel-mounted paddle shifters.
As for exterior colours, Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red are no-cost options, while base models can only be had with “artificial leather” upholstery in Obsidian Black (Genesis might want to reconsider the name it’s using for leatherette).
For $55,500 (including freight and fees), the 2022 GV70 2.5T Advanced AWD ups the ante with 19-inch alloy wheels, power-folding exterior mirrors with puddle lamps, a power tilt and telescopic steering wheel, genuine leather seat coverings (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a power panoramic glass sunroof, ventilated front seats, heated rear outboard seats, plus a fully automatic rear climate control system.
For $59,000, Advanced Plus trim continues adding features such as a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon sound system upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet for the rear cargo compartment.
Further up the range, the $63,000 GV70 2.5T Prestige AWD includes a Sport Appearance package featuring metal foot pedals, upscale Nappa leather upholstery with suede-like micro-fibre inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a psuede headliner, a driver’s seat power extension for the lower cushion as well as power side bolsters that cinch up in sport mode, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and Remote Smart Parking Assist (RSPA).
For $68,500, the GV70 3.5T Sport AWD trim line combines 2.5T Advanced AWD features with the larger, more powerful engine, as well as some of the just-noted Prestige items like the Sport Appearance package, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon audio system, and 115-volt power outlet, not to mention 21-inch alloys, special aluminum sports trim, enhanced monobloc brakes, an improved Electronic Control Suspension with Road Preview, plus Sport leather seating.
Finally, $75,500 GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a bigger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, plusher Nappa leather upholstery with stitched quilting (in all the same colours as Prestige and Sport trims), a micro-fibre headliner, and laminated acoustic rear door glass, plus the previously-noted surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades. Of note, this segment’s most affordable Cadillac XT5 reaches the same price point when fully optioned, as do most of the others.
Together with the premium finishings, arguably attractive design, no shortage of features and impressive performance numbers, Genesis provides owners with at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or other repairs are required during the first five years of ownership, or the SUV’s first 100,000 kilometres of use.
On top of this, GV70 owners benefit from Genesis Connected Services featuring map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most premium competitors’ comprehensive coverage, plus it’s an additional two years or 40,000 km better than the majority of competitive powertrain warranties.
Still, the compact luxury SUV market is deep with capable offerings, giving Genesis’ newcomer big challenges to overcome. How it’s received is anyone’s guess, but we’ll be certain to report on its success after it’s been around long enough to do so, and of course we’ll review it as soon as a test model becomes available.
Porsche’s new Taycan is doing a great job of scooping up premium EV buyers, enough so that Tesla may want to consider redesigning its Model S sometime soon. Of course, the iconic California-turned-Texan electric carmaker isn’t likely worried, thanks to a market cap that rivals the largest tech giants, not to mention key models in all of the most important luxury segments, but at least Porsche is succeeding where many others are struggling to gain ground.
Tesla’s Model Y fills the compact luxury SUV hole in its expanding lineup, exactly where Porsche plans to directly compete with an electrified version of its already popular Macan crossover. In order to make sure the Macan EV finds as many buyers possible, Porsche is getting busy testing it on road and track, and recently released some photos and info to let us know how the process is going.
Porsche plans a 2023 launch for its upcoming all-electric Macan, which should be enough time to get the kinks out. To that end, the Stuttgart-based luxury brand had been digitally and physically testing it on its Weissach Development Centre proving grounds until recently, but now has it touring public roads in heavily camouflaged attire, so as to hide its second-generation Macan sheet metal.
“Testing in a real-life environment is now getting underway – one of the most important milestones in the development process,” commented Michael Steiner, Member of the Executive Board, Research and Development, at Porsche AG.
Porsche plans to cover three million kilometres worldwide, in every possible type of condition, ahead of delivering fully electric Macans to market, and that lofty number doesn’t even include the “countless” virtual kilometres accumulated on the Weissach test track, not to mention many more miles achieved via digital prototypes.
According to Porsche, developing the new Macan EV digitally reduces capital expenditures and time, while it also minimizes the new model’s environmental impact. Rather than putting actual prototypes through their paces, a digital computational model replicates the kinds of true-to-life properties, systems and power units of the EV to a very high degree of accuracy. As part of the electrified Macan’s development, Porsche has utilized 20 digital prototypes in order to simulate all types of situations, resulting in critically important aerodynamic, energy management, operation, and acoustic data.
“We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” said Andreas Huber, manager for digital prototypes at Porsche, plus one of the first aerodynamics engineers to ever work with digital prototypes. “This allows previously undiscovered design conflicts to be swiftly identified and resolved.”
Reducing aerodynamic drag helps the Macan EV achieve its ultimate range targets, with even minimal flow enhancements making a significant difference.
“We started with a flow-around model when the project first started about four years ago,” added Thomas Wiegand, Director of aerodynamics development.
A team of Porsche engineers utilizes simulations so as to fine-tune each and every surface of the new crossover EV, with specific attention paid to cooling air ducts. Such calculations help the engineers arrange components that in-turn optimize efficiencies, while they also provide the required data for predicting variances in real-world temperature levels. Porsche actually claims the new testing procedures allow for extremely precise simulations of both aerodynamics and thermodynamics.
“The digital world is indispensable to the development of the all-electric Macan,” said Wiegand.
Returning to air ducts and cooling, the new EV’s motive electric system boasts a totally different cooling and temperature control concept than the conventionally-powered internal combustion engine (ICE) powered Macan. To be clear, the various ICE’s used in today’s Macan need a 90- to 120-degree (Celsius) temperature operating range, whereas the new electric-powered model’s drive system and high-voltage battery maintain a temperature window between 20 and 70 degrees.
Also unique to the electric Macan, where an ICE increases its temperature when starting and stopping during heavy traffic, the battery-powered version needs more cooling during high-power charging, particularly in warmer weather. Porsche is overcoming this challenge by calculating and digitally optimizing the “position, flow and temperature” via the digital prototypes mentioned earlier.
Digital prototype use can start quite early in any vehicle’s developmental stage. In fact, Porsche created a completely new driver interface for its upcoming second-gen Macan long before designing some of the other components. A revised driver display was included, of course, which, when ready for testing, Porsche brought to life in a “seat box” that was capable of simulating the actual driving environment.
“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” said Fabian Klausmann of Porsche’s Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimization even before the first physical cockpit has been built.”
The initial physical Macan EV prototypes were developed from information learned through the digital prototype program, and once these running prototypes were on the track, they fed additional data back to the digital prototypes to continue testing with. This process allowed Porsche’s engineers to continually update both the digital and physical prototypes, refining each aspect of the Macan EV throughout the development process.
“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high-quality standards,” continued Steiner.
The Macan EV continues to undergo a demanding testing process, including climate extreme endurance tests, plus the need to overcome all types of topographical conditions. Of course, this would include real-world charging and conditioning of the new EV’s high-voltage battery, with everyday reliability and segment-leading performance being high on the agenda.
“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” added Steiner, pointing to development goals such as the SUV’s long-distance range, high-performance fast charging, and goal of best-in-segment performance. “The all-electric Macan will be the sportiest model in its segment.”
The new Macan EV will also need to be highly efficient, of course, which is why it’s the first Porsche to make use of the brand’s new Premium Platform Electric (PPE) architecture. This said, most Macan owners will continue choosing one of the automaker’s conventional ICE’s instead of the electrical alternative, at least in its early years, particularly in markets where consumers aren’t penalized for not going green, thus gasoline-powered models will need to remain part of the overall Macan package for the unforeseen future.
“In Europe, demand for electric vehicles continues to rise, but the pace of change varies considerably across the world,” noted Steiner. “That’s why we’re going to launch another attractive conventionally-powered successor to the current Macan in the course of 2021.”
This said, the new second-generation Macan will launch later this year, with varied availability of ICE’s. The new Macan EV will follow in about three years and millions of kilometers of digital and physical prototype tests.
Genesis Motor sold its first car in 2015, but it has now expanded beyond South Korea, the United States and Canada, into China, Russia, the Middle East, and Australia. Once it launches in Europe, the process delayed due to the global health crisis, Genesis plans to grow its brand into additional Asian markets.
An upcoming plug-in electric version of the G80 made the mid-range sedan an important choice for the European market.
“The Electrified G80 will be the first all-electric Genesis to arrive in Europe,” states a Genesis Motor Europe press release. “A further two battery electric cars will follow, providing European customers with a choice of three Genesis zero-emission cars within the first year.”
Genesis has received mostly positive reviews as well as good luxury market acceptance here in Canada, and has arguably achieved greater prestige perception than some Japanese rivals that have struggled to increase their stakes in the luxury sector since the late ‘80s.
As an example, when Genesis arrived in 2015 its two-car lineup included a full-size luxury sedan dubbed G90, complete with formidable V6 and V8 engines. By comparison, Honda-owned Acura, as well as Nissan-controlled Infiniti, discontinued their full-size luxury sedans after lacklustre sales. The latter marque’s full-size Q45 was actually dropped back in 2006, after which it said goodbye to its mid-size Q70 and extended-wheelbase Q70L in 2019. Acura’s flagship sedan lasted longer, the RLX being discontinued just last year.
The latter brands do fairly well in the compact luxury sedan segment with their TLX (Acura) and Q50 (Infiniti), as does Genesis with its newer G70, the third model added to the lineup. The three cars go up against Lexus’ IS in this class, as well as longstanding favourites, the BMW 3 Series, Mercedes-Benz C-Class, and Audi A4. The latter brands offer sport coupes and convertibles in this category too, and to that end Genesis promises a two-door version of the G70 soon.
In fact, earlier this year the South Korean luxury brand wowed online audiences with the gorgeous X Concept two-door prototype. According to reports, the names GT60, GT70, GT80, and GT90 were trademarked in 2017, so one of these will likely be found on the rear deck lid of the brand’s upcoming coupe, a car we expect will provide good competition to the BMW 4 Series, Mercedes C-Class coupe, Audi A5, Infiniti Q60, Lexus RC, etcetera. Four-door coupes and convertibles will likely be part of Genesis’ GT line too, in all shapes and sizes.
No one can guess how each European market will take to Hyundai’s luxury brand, but if Genesis can come close to replicating its growth in North American markets, it will be cause for celebration. Sales more than doubled during the first quarter this year when compared to January through March of 2020, whereas year-over-year Q1 deliveries in its home market of South Korea had increased by 165 percent. Genesis was only recently introduced to the Chinese market, so only time will only tell how well it does.
Genesis sales in Canada increased from 229 units in the first quarter of 2020 to 628 deliveries during the same three months of 2021, which represented growth of 174 percent year-over-year. This improved on the previous quarter’s YoY uptick of 171 percent, although Q4 sales combined for a stellar 935 units, which made for the fledgling brand’s most impressive quarter yet.
Manufacturer incentives usually increase sales, so therefore Genesis Canada is offering zero-percent factory financing and leasing rates on every model in the lineup. On average, CarCostCanada members have been saving $2,666 on the 2021 Genesis G70 and $10,000 off of 2021 G90 models (at the time of writing, member savings were not shown for the G80 and GV80).
The savings come from otherwise difficult to get dealer invoice pricing, which translates into a big advantage when negotiating on a new vehicle. Make sure to learn how the CarCostCanada system works, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this critical information close at hand when you need it most.
It’s finally the C’s time to shine. As part of a thorough fifth-generation C-Class redesign, the new model will bypass first-gen MBUX electronics to be second in the lineup to feature Mercedes’ entirely new separated digital gauge cluster display and infotainment touchscreen.
That’s probably the biggest 2022 C-Class news, next to the updated model’s completely new sheet metal, mostly because the latter could’ve easily been guessed by looking at the recently updated fourth-generation A-Class sedan that debuted in 2018.
The new (W206) C-Class is the A’s obvious bigger brother, at least when the two model’s sedans are placed side-by-side. The A can be had in a sporty hatch as well, while the C is offered in coupe, convertible and wagon body styles. We’ve only seen the sedan and wagon thus far, and sadly the latter car won’t make the journey across the Atlantic later this year, news that no doubt has fans of low-slung, elongated five-door Mercs feeling woeful.
At least the new C four-door should put a smile on those who prefer keeping their cargo snuggly secured away in a locked trunk, as it’s one very stylish sedan. It boasts Mercedes’ new frowning oval grille (the previous sport grille was turned up at its ends, resulting in a happier countenance), also seen on the just-noted A-Class, plus the leaner looking CLA. Moving outward, a new set of more sharply angled Performance LED headlamps stretch farther around each front fender, while a reworked lower front fascia comes across cleaner for a more minimalist approach. Additionally, the hood incorporates a pair of sinuous character lines, pulling memories of the ‘50s-era 300 SL, which is certainly no bad thing.
Peering down each side, Mercedes abandoned the outgoing C sedan’s gracefully penned beltline crease, which used to sweep downward through the rear door ahead of disappearing under its handle. This said, the new model appears more slab-sided, although the lower crease remains, which kicks upward as it moves rearward.
Quite possibly the most obvious differentiator between old and new Cs are the taillights, the latest iteration featuring two-piece triangular lenses that wrap horizontally around the rear flanks, compared to the outgoing model’s less distinctive ovoid lamps. Look no further than the A-Class sedan for their inspiration. Finally, the new C-Class gets fresh sets of 18- and 19-inch alloys, along with a revised palette of exterior paint colours.
Those lured to a new car via modernized electronics may have already flocked to Mercedes in recent years, being that the brand’s two-in-one MBUX driving/infotainment display has been second to none (except for Hyundai/Kia that adopted a similar design for many of their latest models). As noted earlier, Mercedes is skipping over the initial MBUX system for an altogether different approach to design and functionality. Instead, it will keep a similar fixed tablet-style display for the car’s primary gauge cluster, but will host the majority of infotainment info on a much larger individual display in a more conventional location, a bit lower on the centre stack, which should be easier to reach for some drivers. Anyone moving from the current C’s analogue dial and digital multi-information setup to the new all-electronic layout shouldn’t be put off, but some elevating their lifestyle from an A-Class may be chagrined after getting used to the first-gen MBUX design. Then again, if new design is good enough for Merc’s full-size S-Class flagship, it should be acceptable for C-Class users, the smaller sedan being the second car in the Stuttgart-brand’s lineup to complete rework its entire instrument panel layout.
The centre display is an elegantly crafted bit of electronica, particularly how it appears to seamlessly meld into a high-gloss carbon fibre weave surface treatment as it curves into the lower console, save for a thin strip of bisecting analogue buttons. The larger display is a touchscreen, just like the outgoing C’s smaller monitor and Merc’s first-gen MBUX unit, the extra digital acreage necessary now that a console-mounted touchpad is nowhere to be seen. Fans of minimalism will like how it looks, but others who preferred a best-of-both-worlds approach will probably complain.
According to Mercedes, the new display integrates haptic feedback for more fingertip feedback, while updating the system software now takes place over-the-air. Mercedes has included mention biometric authentication too, via either voice command or fingerprint scanning, while touching the scanner will initiate pre-selected memory adjustments to the driver seat, radio station, etcetera. The ability to purchase apps (and no doubt additional items in the future) from the Mercedes Me store can be done via fingerprint scanning too, while the C’s new head-up display utilizes augmented reality to project real-time visuals on the windshield in front of the driver.
Not only the driver benefits from new C’s improvements, by the way. Everyone aboard should appreciate the added comfort from its increase width and length. Both front and rear passengers should have more space for their legs and shoulders at their disposal, which is critical in a category that includes a few rivals boasting almost mid-size dimensions.
For those put off by the larger car when parking, a rear-wheel steering system should make the process easier. Additionally, the C 300 4Matic model gets some major tech upgrades under the hood, such as a standard 48-volt integrated starter-generator (ISG), a.k.a. a mild hybrid drive system. It combines with Mercedes’ potent 2.0-litre four-cylinder engine and nine-speed automatic transmission, for a total of 255 horsepower and 295 lb-ft of torque. The electric motor is responsible for 20 of those horses, plus 147 lb-ft of additional twist, but despite its boost in output the new car is a tad slower than the outgoing model off the line. Of course, the changes are more about fuel-efficiency, the hybrid drivetrain joined by driveline drag reducing gliding capability, plus a kinetic energy recovery system.
Strangely, we won’t see the plug-in hybrid version, which reportedly has an EV range of 100 km between charges (maybe it’s reserved for Germany’s taxi fleets), so any hopes of scoring any front-of-business reserved plug-in parking spots when at the wheel of a C-Class need to be dashed, or for that matter blasting past rush-hour traffic in the HOV lane.
Mercedes has made no announcements of ultra-potent six- or eight-cylinder AMG-tuned C-Class models either, but instead we’re hearing reports of electrically-assisted four-cylinder variants, possibly similar to Volvo’s T8 and Polestar Engineered power units. The difference between regular and AMG hybrid Cs will come down to tuning, with the former prioritizing fuel economy and the latter focused on performance.
Of course, the new C-Class will also include all the expected driver assistive systems, including sign and red-light recognition, and steering assistance to help drivers maintain a chosen lane up to 210 km/h, where legally permitted.
As noted earlier, we can expect the new 2022 C 300 4Matic arrive in Canadian dealerships later this year, but we’ll have to wait a little longer for pricing and trim details. For the time being, Mercedes is providing up to $5,500 in additional incentives on the 2021 C-Class models, while CarCostCanada members are currently saving an average of $3,950.
To learn more about how to save money with your CarCostCanada membership, check out our “How it Works” page. Members receive info about manufacturer leasing and financing deals when available, plus factory rebates when available, as well as dealer invoice pricing that can help you save thousands when negotiating over a new vehicle. Also, be sure to download the our free app from the Google Play store or Apple store too, so you can access all this critical money-saving info on your smartphone.
The C-Class: Rapid-Fire Questions to Dirk Fetzer (1:07):
The New C-Class Sedan: An Intelligent Comfort Zone (0:49):
The New C-Class Sedan: A Connected Comfort Zone (0:56):
We can never say Infiniti is following the crowd by introducing its new QX55 crossover coupe. After all, the Japanese luxury brand helped define this niche market segment way back in 2002 when they unveiled the mid-size V6- and V8-powered FX35 and FX45. That strong-performing SUV would eventually transform into the even more dramatic QX70, and sadly be discontinued after the 2017 model year. It remains a great used buy for those wanting a true coupe-like “sport” utility featuring elegant finishings inside.
The new QX55 is for those who want something a bit sportier than the QX50, but more practical than the Q50 sedan or Q60 sports coupe. Sure, rear passengers need to give up a little headroom, while its cargo compartment is slightly smaller, but nothing in life is without compromise, and the QX55 delivers big in many other ways.
To be clear, the QX55 loses 134 litres of cargo capacity when compared to the QX50, which leaves 761 litres compared to 895. Sliding the rear seats forward can increase dedicated luggage space, but this versatility is unoptimized by less-than-ideal 60/40-split rear seatbacks, compared to European competitors that provide the more convenient 40/20/40 rear seat split that allows longer items, like skis, to be laid down the middle while two rear passengers enjoy the more comfortable rear window seats.
Those competitors include a few well-proven contenders, such as the BMW X4 that started the entire compact SUV coupe segment off in 2014. It was followed in 2018 by Mercedes’ GLC Coupe, while the Audi Q5 Sportback is entirely new for 2021. Now Infiniti hits the market as the first non-German luxury brand to offer an SUV coupe.
To be fair, some compact luxury rivals look similarly swank, including the Alfa Romeo Stelvio, Jaguar F-Pace, Range Rover Velar, Porsche Macan and Tesla Model Y, so they could very well vie for SUV coupe-like contention, but being the only compact models offered by their respective luxury brands, and providing similar passenger and cargo volumes to their more conventional category challengers, we’ll leave them off the list. They deserve honourable mentions, however, as does Genesis’ soon-to-arrive GV70.
The new QX55 can arguably be called the most attractive crossover in Infiniti’s shrinking SUV lineup (after they cancelled the QX70 they also nixed the subcompact QX30). It offers up a sizeable interpretation of Infiniti’s stylish double-arched grille, a standard set of slim LED headlamps, which Infiniti says “mimic the human eye,” plus gloss-black fog light bezels that look similar to brake cooling ducts. The look is imposing, yet classy.
Continuing rearward, dwn the QX55’s curvaceous side surfaces and arching roofline flow into a short rear deck lid, the latter said to be a “fresh interpretation of the FX silhouette” by Infiniti. It combines for a neat and tidy hind end, highlighted by “piano key” style tail lamps boasting 45 separate LEDs for quite the dazzling display after hours.
Black cladding trims off the SUV’s lower extremities, of course, running from the front wheel arches backward, sweeping upwards when reaching the rear bumper in order to outline a body-colour diffuser-style panel packed full of chromed rectangular exhaust pipes. It’s a handsome design that should be popular with those wanting something slightly more daring from a brand known to be more dependable than its European competitors.
Behind its elegant grille is the same variable-compression 2.0-litre turbocharged four-cylinder engine found in the QX50, in which it makes 268 horsepower and 280 lb-ft of torque. It’s conjoined to a continuously variable transmission (CVT) with steering wheel paddles, which while efficient and reliable, is rarely a performance fan’s first choice. Canadian examples feature standard AWD, while its fuel economy is slightly lower than the QX50’s at a claimed rating of 10.5 L/100km city, 8.3 highway and 9.5 combined.
Like the engine and drivetrain, the QX55’s cabin hardly deviates from its more conventionally shaped sibling, other than the top-tier Sensory model’s lack of quilted leather upholstery. Seeming to be trying for a sportier theme, this model gets optional two-tone Monaco Red and Graphite black detailing, joined by additional red accents on the centre stack and lower console, which truly highlights the unique shape of this technology-filled cabin divider. Additionally, this swath of bright colouring gets offset by dark grey, open-pore wood trim on the dash and door panels, while these pieces butt up against satin-finish aluminum trim that combines with yet more nicely finished metal throughout the cabin.
The Japanese brand’s InTouch 8.0- (upper) and 7.0-inch (lower) dual digital displays are once again front and centre, which is a sharp contrast to most premium rivals that house their main screens like upright fixed tablets on the dash top. This choice allows for touch capacitive use along with most peoples’ preferred smartphone-style tap, swipe and pinch finger gestures, while redundant controls are located on the steering wheel spokes. The QX55 will come standard with all expected infotainment functions too, such as Android Auto, Apple CarPlay, and 4G LTE wi-fi connectivity for up to seven devices.
The QX55 just went on sale with three available trim levels. The first is Luxe, which at $51,995 plus freight and fees includes standard AWD, 20-inch alloys, leatherette upholstery, dark aluminum interior trim, heated front seats, a powered glass sunroof, active noise cancellation, and a bevy of advanced driver assistive systems like predictive forward collision warning, forward emergency braking with pedestrian detection, automatic rear braking, blind spot warning, lane departure warning, rear cross-traffic alert, and automatic high beams.
Upgrade to $56,998 Essential ProAssist trim and you’ll get adaptive front LED headlights, an overhead surround parking camera with moving object detection, adaptive cruise control, distance control assist, blind spot intervention, and lane departure prevention, while additional features include InTouch navigation, a Bose audio system with 16 speakers, and leather upholstery.
As mentioned earlier, Sensory is the top-line trim in the QX55 hierarchy, which at $60,998 features plusher semi-aniline leather upholstery, the previously noted open-pore maple wood accents, three-zone auto HVAC, ambient cabin lighting, and a motion-activated liftgate, while this model’s tech systems are further improved with a head-up display, traffic sign recognition, full speed range and hold capabilities for the adaptive cruise control, ProPilot Assist semi-self-driving with steering assist, and finally, Infiniti’s exclusive drive-by-wire Direct Adaptive Steering system.
Infiniti’s new crossover luxury coupe faces some serious competitors, mostly because its brand name doesn’t provide the same premium cachet as more established marques like Audi, BMW and Mercedes-Benz. Nevertheless, the QX55 provides impressive good looks, similar levels of luxury, competitive technology and strong performance, while the new QX55’s value proposition should be a deal-maker for those concerned about their monthly payments.
Saving money in mind, Infiniti is already offering up to $1,500 in additional incentives for the new QX55, as seen on our pricing page, where you can choose one of its three trims and configure it to your liking. Find out how you can save thousands when buying your next vehicle by becoming a CarCostCanada member, and be sure to download our free CarCostCanada app as well, so you can get info on the latest factory rebates, newest manufacturer financing and leasing deals, and dealer invoice pricing that will make negotiating your best deal ultra-easy.