The 1960s and early ‘70s was the era of cheap, affordable sports cars, with today’s entry-level offerings few and far between. Fortunately for car enthusiasts, our Japanese friends haven’t given up on the sportiest market yet, with Subaru having finally silenced doomsayers projecting the demise of the BRZ and its Toyota 86 clone, by introducing the fully redesigned second-generation coupe.
Currently, every BRZ/86 competitor is Japanese except for Fiat’s 124 Spider that’s based on Mazda MX-5 underpinnings (powertrain excluded), which is like overhearing Japanese spoken with an Italian accent while eating cannelloni flavoured sushi (hmmm… that might actually be good), and while today’s Nissan 370Z can be bought for a song in its most basic form, chances of a $30k 400Z are unlikely. For those not requiring as much forward thrust in order to have a good time, mind you, the upcoming 2022 BRZ could be the ideal answer.
The completely reengineered Subie will arrive with more power, however, bumping engine performance up from 205 horsepower and 156 lb-ft of torque to 228 horsepower and 184 lb-ft, which is an increase of 23 and 28 respectively. That won’t placate grumblers vying for the WRX STI’s 310-hp mill, or even the regular WRX’ 268 hp, but it’s respectable for this class.
The increased power comes from a new naturally aspirated 2.4-litre horizontally opposed four-cylinder, which is 400 cubic centimetres larger than the outgoing 2.0-litre powerplant. No turbo is attached, but keep in mind this is the same basic engine as used for the mid-size Legacy, Outback and three-row Ascent SUV, which with turbocharger attached makes of 260 horsepower and 277 pound-feet of torque. Therefore, a more potent performance model is once again possible for Subaru or mechanics with tuning chops.
More important than straight-line power in this category is low mass, and to Subaru’s credit only 7.7 kilograms (17 lbs) were added to this larger and more technologically advanced car, the 2022 BRZ weighing in at 1,277 kg (2,815 lbs) in base trim. Exterior measurements increase by 25 mm (1 in) to 4,265 mm (167.9 in) from nose to tail, while the 2,575-mm (101.4-in) wheelbase has only increased by 5 mm (0.2 in).
The change is the result of its Subaru Global Platform-sourced body structure, which makes the new model 50 percent stiffer than the old BRZ. In a press release, Subaru claims that key areas of strengthening included “a reinforced chassis mounting system, sub-frame architecture and other connection points,” while the car’s front lateral bending rigidity is now 60-percent more rigid, saying to “improve turn-in and response.”
Despite all the upgrades, the BRZ’s general suspension layout stays the same, with front struts and a double-wishbone setup in back, but the new model gets updates aplenty nevertheless, and now rolls on standard 17-inch alloy wheels with 18-inch rims optional, wearing 215/45R17 and 215/40R18 rubber respectively.
As was the case with the outgoing BRZ, a short-throw six-speed manual transmission will come standard with the 2022 model, while the same six-speed automatic with steering wheel paddles and downshift rev-matching is part of the 2022 package too. A standard limited-slip differential remains standard issue for the new BRZ too, so hooking up all that power won’t be an issue.
Performance aside, what do you think of the new look? So far, critics have been mostly positive, appreciating the 2022 model’s more aggressive character lines, while the interior has received universal praise. Yes, the current car has aged reasonably well, but it’s been nearly a decade so any modernization would likely be an improvement. Along with a complete instrument panel redesign, a 7.0-inch digital colour display has been integrated within the all-new primary gauge cluster, while over on the centre stack is a new 8.0-inch touchscreen housing Android Auto and Apple CarPlay smartphone integration, plus the usual assortment of entertainment and information functions.
Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.
Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.
It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.
As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.
The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).
The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.
As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).
Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.
The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.
Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.
The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.
The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.
Seen the new Z yet? The Z Proto (photo below) was introduced just a month ago, and while it might not yet be in full production trim, the car’s amazing attention to detail, particularly inside, makes it look very close to reality. So, where does that leave the current 370Z?
Let’s just call it a modern-day classic to be nice. Today’s Z is in fact the oldest generation of any car currently on the market, having been with us for over 11 years. The only non-commercial vehicle to beat that seasoned tenure is Nissan’s own Frontier pickup truck with 16 years to its credit, while GM’s full-size Chevy Express and GMC Savana commercial cargo/passenger vans are oldest of all, having dawned in 1995 and been refreshed in 2003. While old doesn’t necessarily mean bad, much has been learned in the decades that have passed, and therefore each could certainly be a lot better.
On the positive, this is the Z car’s 50th anniversary, and while I wish I had a special 50th Anniversary model to show you, complete with big, bold, diagonal side stripes, the Nismo is the best of the 2020 370Z crop, so I can hardly complain. To be clear, the anniversary car doesn’t provide the Nismo’s 18 additional horsepower and 6 extra pound-feet of torque, being limited to 332 and 270 respectively, instead of 350 and 276, but you can get it with the available paddle-shift actuated seven-speed automatic, the Nismo only available with a six-speed manual. Then again, it could be considered a moral crime to purchase the most potent version of this car with an autobox anyway.
Under the 370Z’s aluminum hood is a 3.7-litre V6 with a sensational looking red engine cover and an equally exciting reinforced three-point front strut tower brace hovering over top. Nissan should rightly celebrate this potent and dependable six-cylinder mill, and fortunately has provided an engine bay worthy of exposure at weekend parking lot car enthusiast meet-and-greets.
It doesn’t cost a lot to do it right, by the way, the base 370Z coming in at just $30,498, which is a hair over the much less powerful Toyota 86. Rather than get pulled into a comparison, which is oh-so easy with these two, I need to quickly point out that no amount of OEM options or packages can push the little Toyota sport coupe’s price up to my 370Z Nismo’s $48,998 MSRP.
For that money the 2020 Z gets some unique red and black trim accents around the its circumference, plus really attractive 19-inch Nismo Rays forged rims surrounded by a set of 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance rubber, not to mention a Nismo-tuned suspension featuring increased spring, dampening and stabilizer rates, front and rear performance shocks, a rear underbody V-brace, and the reinforced three-point front strut tower brace noted a moment ago. Oh, and that engine sends its wasted gas through a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.
As awesome as all that sounds, the 370Z Nismo’s black leather and perforated red Alcantara Recaro sport seats will probably get noticed first, especially because of the racing-style five-point harness slots on their backrests. There’s no shortage of red thread around the cabin either, and special Nismo logos elsewhere, such as the gauge cluster.
Plenty of comfort and convenience features get pulled up from lower trims, too, a few worth mentioning including automatic on/off HID headlights, LED daytime running lights, LED tail lamps, proximity-sensing entry with push-button start and stop, an auto-dimming rear-view mirror that houses a tiny reverse monitor for the backup camera, a HomeLink garage door opener, micro-filtered single-zone automatic climate control, a navigation system with detailed mapping and SiriusXM NavTraffic capability, a great sounding Bose audio system with available satellite radio, a USB charging port, etcetera.
If we put age aside, this 2020 370Z Nismo looks like an excellent value proposition. After all, when compared directly to key rivals from Toyota, the fully-loaded $34,450 86 GT only makes 205 horsepower on its best day, while the 382-horsepower turbocharged BMW 3.0-litre inline-six-powered Supra (I’d love to be living with that car out of warranty, not) will set you back a cool $67,690. Certainly, you can get a BMW-sourced 2.0-litre turbo four in the new Supra instead, but even that 255-hp mill is much pricier than the Z at $56,390.
The top-line Supra can be launched from standstill to 100 km/h in the low to mid four-second range, which is a considerable improvement over the 370Z Nismo’s high four-second to low five-second sprint time. The 86 hits 100 km/h in the mid seven-second range, and tops out at just 226 km/h (140 mph), not that any sane person would ever try that on a Canadian road. Still, bragging rights are bragging rights, allowing owners of straight-six-powered Supras to boast about its 263 km/h (163 mph) terminal velocity, which is plenty of fun until the guy standing in front of his 370Z Nismo at the aforementioned meet-and-greet mentions his comparatively geriatric rival maxes out at 286 km/h (178 mph), a whopping 23 km/h (15 mph) faster.
Of course, it’s not all about straight-line power. Anyone who’s spent time in a fast car knows that braking performance matters a lot more than acceleration, but don’t worry, Nissan has stopping power covered too. Up front, 14- by 1.3-inch vented rotors get the bite from four-piston opposed aluminum calipers, while the 13.8- by 0.8-inch rear discs are bound via two-piston calipers. Zs also receive high-rigidity brake hoses and R35 Special II brake fluid. The brakes are so strong, in fact, that I recommend doing so in a straight line when needing to scrub speed off quickly, because the Z’s 1,581 kilograms (3,486 lbs) of heft has been known to make its rear end a bit squirrely when getting hard on the binders mid-corner. I’ve experienced this myself, one time becoming especially uncomfortable just ahead Laguna Seca’s famed Corkscrew, and you don’t want to enter that one sideways.
Fortunately, getting out of trouble fast is Z car hallmark, the current 370’s double-wishbone front suspension and four-link rear setup being wonderfully balanced most of the time. It gets stiffer roll calibrations and increased damping levels in Nismo trim, plus a 0.6-inch wider track, yet drives quite smoothly nonetheless. All Z’s utilize a carbon-fibre driveshaft to shave off pounds and improve throttle response, plus a viscous limited slip differential for putting power down to the ground via both rear tires.
If you think all of this sounds good, and it should, wait until you’ve downshifted with the Z’s SynchroRev Match equipped six-speed manual that automatically blips the throttle mid-shift to match the upcoming gear ratio. You’ll be sounding like you’re a pro at heel-toe shifting, when you might not even know what I’m talking about. More importantly, SynchroRev Match ideally makes sure that shifts transition smoothly, thus minimizing drivetrain jolt. The shifter feels great too, thanks to a nice and tight, notchy feel and engaging response, while the clutch take-up is smooth yet engaging, and the arrangement of all aluminum pedals is great for the aforementioned heel-toe technique.
As you might expect in a modern sports car, there’s much more aluminum to go around than just the foot pedals, with plenty of bright and brushed metalwork elsewhere in the cabin. Then again, calling the Z a modern sports car is giving it much more respect than it deserves, particularly with respect to the interior’s design and execution. Its red on black colour theme is nice enough, but even this top-tier Nismo variant almost makes the 86 seem fresh.
Don’t get me wrong, because the Alcantara seat and door inserts are pretty plush, as are the same faux-suede armrests and lower centre stack sides, not to mention the nicely padded stitched leatherette dash top and door uppers. More contrast red stitched leather-like material flows around the shifter, and not just the boot. In fact, Nissan dresses up the top surface of the lower console in what comes across like leather, giving it some of the Maxima’s premium flair.
Even the sportiest Maxima SR doesn’t come close to offering seats as completely enveloping as the 370Z Nismo’s, their aggressive side bolstering and shoulder harness holes nodding to the car’s track potential and their maker, Recaro, renowned for producing some of the best performance seats in the business. They’re manually eight-way adjustable to save weight (the passenger gets four adjustments), and while the side dials aren’t as easy to modulate as levers, they’re infinitely adjustable and remain steadfast once set. While this is good, not providing any telescoping reach from the steering column is a massive fail, especially for those of us with longer legs than torso. The result is a need to crank the seatback into an almost 90-degree angle to comfortably and safely grip the steering wheel, which while the ideal position for the track isn’t exactly the most enjoyable on the road.
Now that I’m griping (and you’d expect complaints about an interior that’s into its third decade), the 370Z’s electronic interfaces are downright archaic. I have zero quibbles about the analogue gauge cluster, because I happen to love analogue dials for cars and watches, being a bit of a throwback myself, the car’s trio of ancillary gauges atop the dash one of its most loved design details. I even appreciate the digital clock that harks back to my teenage era, my watch collection including a few these as well, but modern it’s not. The multi-information display left of the tachometer is more of a simple trip computer that’ll have old-school PC users conjuring up memories of pre-Windows MS-DOS video games like Digger and Diamond Caves, not to mention the unusual rows of orange dots above and below for the respective fuel gauge and engine temp. It’s so old that it’s almost cool… almost.
In comparison the Z’s main infotainment touchscreen is mind-blowingly advanced, but of course it’s rather dated compared to most anything else currently on the market. Navigation, Bluetooth phone connectivity, and other function are included, but its graphics are yesteryear, processing speed lethargic, and display resolution quality only slightly more up-to-date than the car itself. It all works well enough, nonetheless, so if you can live with merely adequate electronics, or don’t mind swapping them out for an aftermarket alternative, they’ll do fine.
Of course, this being a two-seat sports coupe, the 370Z isn’t big on cargo capacity either. You can stuff enough bags for a weekend getaway for sure, but the 195 litres (6.9 cu ft) on hand won’t allow for much more. Again, compromises are always required when opting for such a track-ready sports car, so consider this a simple reminder.
In summary, you can get into a new 2020 370Z for less than $30,000, and while not as fancy or powerful as this Nismo variant, it comes reasonably close and you won’t lose as much when driving off the lot. Either way you’ll get a fantastic performance car with a reasonably refined interior, just not a very modern one. If you’re fine with that, it’s hard to beat the base 370Z’s starting price.
Say hello to Thing 1 and Thing 2. They’re not very pretty, but they can shoo, shoo, shoo, shoo!
Ok, Dr. Suess we’re not, but you’ve got to give us some credit for having a little fun with BMW’s two new cartoonish cars. The 2021 M3 sports sedan and M4 sport coupe were unveiled Tuesday, September 22, after which the world’s performance car netizens let their feelings be known in (mostly) unsatisfied ways. Artist’s renderings soon popped up showing how BMW should have designed the oft-criticized duo, which certainly isn’t the best of initial signs.
Of course, plenty of pandering professional pundits were merely calling the new M cars “bold” or “dramatic”, which probably shows more kindness than the polarizing cars deserve, but to each his or her own, as the saying goes, so whether we like BMW’s new styling approach or not, we can at least revel in their engineering prowess.
Certainly, BMW is reaching back into its storied history for inspiration, possibly pulling new M3 and M4 frontal design cues from the original mid-‘60s 2000 C and 2000 CS sport coupes that eventually became the much-loved and highly collectible 1968 to 1975 E9 CS series of coupes, not to mention much earlier 1930s and ‘40s-era 300 series cars that wore then-typical tall and narrow radiator grilles. Either way the Bavarian automaker has the automotive world abuzz, which isn’t such a bad thing on its own.
The new M3 (G80) and M4 (G82) are the products of BMW design head Domagoj Dukec, who made sure everything rearward of the massive vertical dual-kidney grille is sleek and acceptably stylish, not dissimilar to the F80, F82 and F83 compact M cars that came before. Even these models were more aggressive than any previous M3 (the M4 only came into existence with the F models), featuring subtler bodywork that more easily slid past the radar.
Now the new M3 and M4 look as fast as they are. Both are capable of sprinting from zero to 100 km/h in just 4.2 seconds in their most basic “core” trims, plus 80 to 120 km/h in only 4.1 seconds when their standard six-speed manual transmission is placed in fourth gear, and on to a top speed of 250 km/h unless upgraded with an M Driver’s Package that pushes their terminal velocity to 290 km/h.
As is now part of the M business model, upgraded Competition models can be had that chop the M3 and M4’s zero to 100 km/h time by 0.3 seconds to a mere 3.9 seconds, while the two cars’ 80 to 120 km/h passing capability gets axed by a whopping 1.5 seconds resulting in just 2.6 seconds to accomplish the feat, or so says BMWblog.com.
BMW’s 3.0-litre TwinPower Turbo inline six-cylinder engine, now internally dubbed S58, has been upgraded for its new application, with two mono-scroll turbochargers boasting quick-reacting electronically-controlled wastegates, plus ultra-efficient air-to-water intercooling. Like the old S55 twin-turbo I-6, the new engine is built upon BMW’s B58 engine architecture introduced five years ago.
The entry-level engine used in M3/M4 core models produces 48 additional horsepower over its predecessor for a maximum of 473 hp at 6,250 rpm, whereas the even more potent Competition version puts out 59 more hp for a max of 503, also at 6,250 rpm. Redline is a lofty 7,200 rpm, impressive unless comparing it to the 2007-2013 E90/E92/E93 M3 that stuffed an absolutely brilliant V8 behind its subtler grille, which easily wound up to 8,400 rpm and delivered an auditory sensation second to few.
The two M models’ quad of 100-millimetre diameter tailpipes should blat out an enticing soundtrack nonetheless, thanks in part to electrically opening/closing flaps controlled by an M Sound button. This lets drivers reduce exterior sound levels when driving through quiet neighbourhoods or merely wanting a more refined experience, or alternatively adding more sound when pushing the envelope, which requires opting for SPORT or SPORT+ modes.
Wire-arc sprayed cylinder liners lower friction and weight for a more free-revving engine, while a lightweight forged crankshaft reduces rotating mass further. Both are attached to a rigid closed-deck engine block, while the engine’s cylinder head boasts a 3D-printed core to provide better coolant flow-through along with less weight.
The core models’ torque rating is identical to the previous M3 and M4 at 406 lb-ft between 2,650 and 6,130 rpm, with Competition cars getting 73 lb-ft more for a new maximum of 479 lb-ft between 2,750 and 5,500 rpm.
In place of the core model’s standard six-speed manual gearbox, which features a rev-matching Gear Shift Assistant that makes any driver sound like a pro when downshifting, Competition model buyers need to accept BMW’s eight-speed M Steptronic automatic with Drivelogic. Drivelogic features three drive settings including “ROAD”, “SPORT” and “TRACK”, the latter only available after selecting the cars’ M Drive Professional setting. The autobox can be shifted with steering wheel paddles, which is par for the course in this class, but take note that it will remain in its chosen gear without automatically upshifting when in manual mode.
The M3 and M4 once again arrive standard with a rear-wheel drivetrain, although now new Competition trim can also be had with BMW’s xDrive all-wheel drive. The system is rear-wheel biased under normal conditions to promote BMW’s classic driving feel, but an Active M Differential apportions some of that torque to the front wheels when those in the rear experience slip.
When the aforementioned Sport mode is selected, however, additional power will be directed to the wheels in back for a more enjoyable driving experience, even so much that the rear end of the car will be able to slip sideways for some tail-wagging fun. This said, driving experts can shut off traction control entirely in order to utilize oversteer to their advantage. The M Traction Control system controls it all, with 10 different settings from near total intervention to wholly unchecked.
Considering the eyeball-pulling power of the new M3 and M4’s front grille design, you may not have noticed the longer wheels that extends 45 millimetres past the outgoing car’s axle separation, while it also includes slightly wider track for what should resulting in better ultimate road manners. A beautiful carbon fibre reinforced plastic (CFRP) roof panel is now standard, helping to lower the car’s overall centre of gravity. Lastly, the new M3 and M4 are weight-balanced front to rear ideally at 50/50.
If you think all good things happen in threes (or was that bad things?), the M3 and M4’s transmission isn’t the only component with preset driving settings. The cars’ chassis also gets three preset settings to optimize varying road conditions through an electronically-controlled Adaptive M suspension that features Comfort, Sport and Sport Plus modes. Together with a progressively stiffening setup, the M Servotronic steering system increases sharpness for better response, while 275/40ZR18 front and 285/35 ZR19 rear performance tires benefit core and Competition model handling with their rear-wheel drivetrains. Alternatively, all-wheel drive Competition trims get a set of 275/35ZR19s up front and 285/30ZR20s in back.
Braking performance has been enhanced to mirror the two M cars’ engine and suspension improvements too, with new six-piston fixed-caliper binders clamping down on 380 mm rotors in front and single-piston floating calipers biting into 370 mm discs at the rear. The brand’s M Carbon ceramic brakes are also available, featuring bigger 400 mm front and 380 mm rear rotors for even shorter stopping distances and reduced fade, enhanced thermal stability, and longer overall life. They’re easy to differentiate thanks to gold-painted calipers in place of standard blue or optional black or red. An electric “integrated braking” actuator helps improve braking response further, no matter which brakes are chosen.
Notably, the M Carbon ceramic brakes are available as a standalone option or as part of the M Race Track Package that also adds light-alloy wheels and lightweight M Carbon front seats. The M Drive Professional upgrade package, which comes standard on Competition models and is optional with core cars, features an M Drift Analyzer that records oversteer as well as opposite lock events, including the timed duration, line and drift angle. Your personal results are rated from one to five stars.
BMW Canada is promising 2021 M3 and M4 deliveries to start next spring, with pricing set to $84,300 for the sedan and $85,100 for the coupe (plus freight and fees), while pricing and details for the 2021 M4 Cabriolet should arrive sometime within now and then. Competition trim seems to be excellent value at just $4,000 extra, so therefore we think it will be most buyers’ first choice.
Just a final thought before signing off, anyone wanting the performance of the new M3 or M4 yet uncomfortable with the attention-getting grille might want to check the cars out in all-black trim. Sure it’ll be a scratch, dirt and dust magnet, but a photo of one that emerged as part of BMW’s simultaneous Performance Parts catalogue launch shows the four-door version in a much more appealing light. The digital catalogue promoted a Darth Sith-like red and black version too, which was even more over the top than the dayglow yellow and soylent green launch models, as were the counter table-sized rear wing and triangular quad of exhaust pipes. A white M4 wearing traditional M-striped BMW livery was pretty good looking though, so it appears some of the grille’s initial wow-factor can be downplayed with a subtler colour choice.
We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
Following Porsche’s usual product launch plan, a new Cayenne GTS has surfaced for the 2021 model year, and while this might normally be a small story about blackened trim, Alcantara interior detailing and a lowered suspension, quite a bit has changed since a Cayenne GTS was last offered three years ago.
As many reading this will already be aware, the Cayenne received a ground-up redesign for 2019, and while such would always occur before a new GTS release, this time around there are two third-generation Cayenne body styles instead of just one, including the regular Cayenne and the new Cayenne Coupe, both of which will be available in new GTS trim.
Also new, the two 2021 Cayenne GTS models will be powered by a twin-turbo 4.0-litre V8 instead of the outgoing twin-turbocharged 3.6-litre V6, the change upping horsepower by 13 and torque by 14 lb-ft resulting in a new total of 453 horsepower and 457 lb-ft of torque.
Needless to say the new 2021 Cayenne GTS is faster than its three-year-old predecessor, with both body styles sprinting from standstill to 100 km/h in a scant 4.5 seconds when equipped with their Sport Chrono Packages, which is 0.6 seconds quicker than previous examples. The base Cayenne GTS achieves a zero to 100 km/h sprint in 4.8 seconds, by the way, while both are capable of a 270-km/h terminal velocity, this being an 8-km/h improvement of their predecessor.
The 4.0-litre direct-injection V8 utilizes a new intelligently designed thermal management system as well as adaptive cylinder control to achieve its performance targets, while Porsche’s eight-speed Tiptronic S automatic transmission was once again chosen for shifting duties. Additionally, Porsche Traction Management (PTM) all-wheel drive continues to be standard equipment.
A beefy standard exhaust system shows two large circular tailpipes poking through each side of a sportier rear fascia, for a total of four, the new look appearing menacing to say the least, while in a press release Porsche claimed they produce “a rich, sporty sound with a unique character.” Those opting for the Cayenne GTS Coupe can alternatively choose a special high frequency-tuned sports exhaust system when also upgrading to the Lightweight Sports Package, the tailpipes on this version of the SUV denoted by even larger oval tips emanating from the centre of the rear bumper.
The renewed Cayenne GTS also gets some suspension upgrades such as a set of redesigned Porsche Active Suspension Management (PASM) dampers that, when combined with the standard three-chamber Air Suspension, lower the utility’s ride height by 30 mm compared to the current Cayenne S, while Porsche Torque Vectoring Plus (PTV Plus) is standard equipment too.
The base Cayenne GTS and Cayenne GTS Coupe models ride on a special set of black-silk gloss 21-inch RS Spyder Design alloy wheels, although take note that many wheel and tire packages are available. Likewise, grey cast iron 390 by 38 mm front and 358 by 28 mm rear brake rotors come standard, as are a set of red-painted calipers, but the new GTS can be had with the tungsten carbide-coated Porsche Surface Coated Brake (PSCB) system, or better yet the Porsche Ceramic Composite Brake (PCCB) system. Two additional options include rear-axle steering, and Porsche Dynamic Chassis Control (PDCC) active roll stabilization.
The two new GTS model wouldn’t be complete without a bevy of styling enhancements from the exterior to the interior, so Porsche has added the usual blackened trim bits outside via the standard Sport Design package, which darkens accents on the front air intakes, side window surrounds, exhaust tips, plus the Porsche badges and model designation in back. Likewise, the LED headlamps, which feature the Porsche Dynamic Light System (PDLS), are tinted black too, as is the new LED taillight bar.
As is normally the case with GTS models, Porsche covers the interior door and centre console armrests in rich suede-like Alcantara, not to mention the seat centre panels, the roof liner, and more, while dark-brushed aluminum accents separate the GTS’ cabin from the brighter aluminum used on other Cayenne trims.
The standard eight-way powered front sport seats are improved with larger side bolstering too, as well as “GTS” embroidery on the head restraints, but this isn’t the only place you’ll find the renowned GTS emblem. Check out the primary gauge cluster’s tachometer dial, the door entry sills, and the front outer door panels too. Those wanting more can opt for a GTS interior package that features Carmine Red or Chalk colour accents, including decorative stitching.
The new 2021 Cayenne GTS and 2021 Cayenne GTS Coupe are now available to order from your local Porsche dealer ahead of arriving during Q4 of 2020, while respective pricing starts at $120,400 and $126,500, plus freight and fees.
After eight long years of the sixth-generationJetta, Volkswagen introduced a ground-up redesign for the 2019 model year and Canadian compact sedan buyers responded by boosting the model’s sales by 14 percent. That’s a good news story for VW Canada, but 17,260 units in 2019 is a far cry from the car’s high of 31,042 deliveries in 2014.
All we need do to understand this scenario more clearly is compare the VW Tiguan’s sales of 10,096 units in 2014 to the 19,250 sold in 2019 (which was actually down 10 percent from the 21,449 examples sold in 2018), and thus we see another example of crossover SUVs encroaching on the conventional car’s traditional territory.
As VW fans will already be well aware, the German brand controls more of the compact segment than the Jetta’s sales indicate on their own. Most rivals, including Honda’s best-selling Civic, Toyota’s second-rung Corolla, Hyundai’s third-place Elantra, and the list goes on, combine multiple body styles under one nameplate. This was true for VW’s fifth-place Golf for the 2019 model year too, and previously when available as a Cabriolet, but with the SportWagen being cancelled for 2020 the little hatchback moves forward with just one profile shape. Speaking of that Golf, if its 2019 calendar year sales of 19,668 units were combined with the Jetta’s aforementioned total, created one collective whole, VW would no longer sit in fifth and sixth places respectively, but instead jump past Mazda’s 21,276 unit-sales with a new compact total of 36,928 deliveries. That puts the Golf/Jetta combo mighty close to the Elantra’s 39,463 deliveries.
OK, I got a little carried away with numbers, as I sometimes do (just be glad I didn’t add the 3,667 Ioniq and 1,420 Veloster sales to Hyundai’s 2019 calendar year mix, or the 2,910 now discontinued VW Beetles), but you should now have a better understanding of the situation. Volkswagen continues to be a serious player in compact arena, and the Jetta is a key component of its mostly two-pronged (so far) approach in this market segment. This said, VW has done compact performance better than most of its rivals for a lot longer, with entries like the iconic Golf GTI and hyper-fast Golf R playing it out in the hot hatch sector, and the Jetta GLI being reviewed here pushing VW’s agenda amongst affordable sport sedans.
Yes, Honda deserves kudos for its long-running Civic Si (now with 205 hp) that arrived in 1985 as the CRX Si and in regular Civic form for 1988, and currently puts out a beastly compact sport hatch dubbed Type R (306 hp), which is a similar combo to Subaru’s legendary WRX (268 hp) and WRX STI (310 hp) twins, while Mazda’s less formidable yet still respectable 3 GT is in the mix (186 hp—how we miss the Mazdaspeed3, but there is recent talk of Mazda’s 250-hp turbo 2.5 with 310 lb-ft of torque improving 3 performance), but the South Koreans have recently been stepping up competition with sporty alternatives of their own, respectively including the Elantra Sport (201 hp) and Kia Forte GT (201 hp) that actually use identical powertrains and ride on the same platform architecture. While this is good news for performance fans, Ford recently nixed its fabulous Focus ST (252 hp) and sensational Focus RS (350 hp) along with their entire car lineup (sacrificed to the crossover SUV), Mustang coupe and convertible aside, showing some come and some go. Yes, there’s something to be said for honest to goodness longstanding performance heritage, and the Jetta’s three-letter GLI acronym beats all rivals excepting the GTI in the test of time, with its 1984 inception resulting in 36 years under its belt.
To its advantage, the new Jetta GLI is one good looking sport sedan. Those who might be turned off by Honda’s boy-racer Civic Si design and Subaru’s rally-ready WRX look should gravitate to the sporty VeeDub thanks to its more discreet appearance. The usual blackened exterior trim is once again joined by tasteful splashes of red accenting key areas, this latest version getting a red horizontal divider across its grille as well as big red brake calipers framed by special red trim circling each of its dark grey 18-inch wheels. Of course, the front and rear “GLI” badges are doused in bright red as well, as is a really attractive set of front fender trim pieces that boast this GLI 35th Edition’s unique designation.
As far as the GLI’s glossy black trim goes, there’s a thick strip along the top portion of the grille, plus more of the inky black treatment surrounding the lower front fascia’s corner vent bezels, painting the side mirror housings, finishing the front portion and rear portions of the roof, and coating the tastefully small rear deck lid spoiler. It’s a real looker from front to rear, and more importantly for people my age (let’s just say above 50), the type of compact sport sedan that won’t make you look like you’re trying to relive your glory days when seen behind the wheel.
As expected in any performance-tuned VW, the GLI includes a well-bolstered, comfortable set of perforated leather front seats. They’re highlighted with sporty red contrast stitching and attractively patterned inserts, for a look that’s simultaneously sporty and luxurious. What’s more, the steering wheel is downright performance perfection, featuring a slightly flat bottom section and ideally formed thumb indentations, plus red baseball-like stitching around the inside of the meaty leather-wrapped rim. VW continues the cabin’s bright red highlights with more crimson coloured thread on the leather gear lever boot, plus the centre armrest, the “GLI” portion of the model’s “GLI 35” seat tags, as well as the identical logo on the embroidered floor mats and stainless-steel sill plates.
There’s also a fair share of satin-silver aluminum trim around the cabin, including the previously noted steering wheel’s spokes, the foot pedals, various switches and accents on the centre stack and lower console, plus more. Additional trim worth noting include a small dose of fake carbon-fibre and larger sampling of piano black lacquer on the dash and upper door panels, whereas the former area is wholly soft-touch due to a premium-like composite that wraps down to the instrument panel ahead of the front passenger, before this premium treatment continues to the front door uppers, inserts and armrests.
While all of this luxury-level pampering sounds good, I’m quite certain most would-be buyer’s eyes will be find the standard digital instrument cluster even more appealing, at least at first sight. If you’ve seen Audi’s Virtual Cockpit you’ll know what I’m talking about, although VW calls theirs a Digital Cockpit. Similarly to the fancier German brand, the GLI’s Digital Cockpit includes a “VIEW” button on the left-side steering wheel spoke that transforms the cluster’s look from a traditional two-dial layout with a multi-function display in the middle to a massive MID with tiny conventional gauges below. This is looks especially good when filling the MID with the navigation system’s map, and makes it easier to glance down for directions than when on the centre display. The Digital Cockpit can do likewise with other functions, resulting in one of the more useful electronic components currently available from a mainstream brand.
The Jetta GLI’s centre touchscreen is a big 8.0-inch display boasting high-definition resolution and bright, colourful graphics with rich visual depth and contrast, while just like the primary instrument package it comes well stocked with features such as tablet-style tap, pinch and swipe gesture controls, Android Auto, Apple CarPlay, and Mirror Link smartphone integration, audio, navigation, application, driving mode and fuel-saving eco “pages”, plus finally a performance driving interface with a lap timer and more.
Strangely, active guidelines are not included with the backup camera, which is a bit odd for the GLI’s top-level trim, which included an available $995 ($1,005 for 2020) Advanced Driver Assistive Systems (ADAS) upgrade bundle featuring a multi-function camera with a distance sensor. This package also adds Light Assist auto high beam control, dynamic cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind-spot monitoring with rear cross-traffic alert, and Lane Assist lane keeping capability.
An attractive, well-organized and easy to use three-dial dual-zone auto climate control interface sits just below the infotainment display on the centre stack. It includes switches for the GLI’s standard three-way heated and ventilated front seats, the former warm enough for therapeutic lower back pain relief and the latter helpful for reducing sweat during hot summer months, while under this is an extremely large and accommodating rubber-based wireless device charger as well as a USB-A charging port.
A gearshift lever with a sporty looking metallic and composite knob and aforementioned red-stitched leather boot takes up its tradition spot on the lower console between front occupants, surrounding by an electric parking brake, traction control and idle-stop system defeat buttons, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.
Speaking of centre consoles, the overhead one above houses a handy sunglasses holder as well as switchgear for opening the big power glass sunroof that also includes an opaque fabric sunscreen with an upscale aluminum handle.
And so it should, as the GLI, starting at $32,445 plus freight and fees for the manual, or $33,845 for my as-tested DSG dual-clutch automated model, is starting to encroach into low-end premium territory. Fit, finish, materials tactile quality and overall refinement is only so-so, however, not even measuring up to VW’s own Golf GTI. It used to be that a Jetta was merely a Golf (or Rabbit) with a trunk, the latter useful for mitigating inner-city security risks, but now the two cars look totally different other than the badge on their grilles and backsides and a handful of cross-model components.
The base 2019 Golf GTI is available from $30,845 (and when I recently checked plenty were still available in Canada, probably due to the health situation that I don’t want to name due to being negatively flagged by search engines, etcetera) and $850 less than the $31,695 entry-level Jetta GLI, but the sporty VW hatchback boasts fabric-wrapped A pillars, just like its more affordable Golf counterparts, while no Jetta, including this GLI, gets this semi-premium treatment. All of the Jetta’s hard composites below the waist, and some of them above, don’t feel all that substantive either.
Certainly, we need to factor in the Jetta’s compact status, an entry-level model for Volkswagen that doesn’t sell a subcompact car in North America, but such is not the case for its main rivals that are seeing this compact segment as a growing alternative for those who might have otherwise purchase a mid-size sedan or wagon. The fact is, rivals from Japan and Korea are packing more soft-touch luxury and premium features into their smaller cars, and winning over buyers who want to be pampered instead of punished for choosing a more environmentally conscious small car. Just get into a fully loaded Mazda3, Toyota Corolla or Kia Forte and you’ll quickly figure out what I’m talking about. They’re delivering at a high level, and deserve to attract new buyers that aren’t being gobbled up by the Civic, the Corolla and Elantra.
The shame is VW used to lead in small car refinement, to the point that previous Jettas were probably too good for this segment, even starting to be uncomfortably compared against the automaker’s own Audi A4. Therefore, anyone trading in their 2005–2011 fifth-generation Jetta for the current version, whether trimmed out to top-line GLI spec or not, will probably find the cabin’s finish and materials quality less than ideal.
By the way, I tested a new Forte GT recently, and have to say it does a good job of competing against old guard sport compacts like this GLI and Honda’s Civic Si, but unlike this car the Forte’s rear door panels were finished to the same high-quality, soft-touch level as those up front, whereas none of the above can be found on the GLI’s rear door panels. I can’t think of another car in this class that misses the mark so blatantly in this respect, and call for VW to step things up before it completely loses its reputation for tactile quality.
This said, a set of heated outboard rear seats would’ve been much appreciated by rear passengers mid-winter, not that these aren’t offered by competitors, but once again the panel surrounding the three-way buttons was about as primitive as this class provides. The seats were comfortable and supportive, mind you, as well as attractive due to the same red stitching and perforated leather as those in the front, not to mention sculpted backrests in the outer window positions. A decent sized folding rear centre armrest includes cupholders, but unlike Jettas that came before there’s no cargo pass-through door behind for stuffing long items such as skis. This means you’ll have to lower the 40-percent side of the 60/40-split rear seatbacks when four people are on board, forcing one rear occupant into the less comfortable middle seat, and making the rear seat warmer on that side redundant when that rear passenger will want it most. On the positive, the trunk is large at 510 litres, and could potentially house shorter skis diagonally as well as snowboards. Of course, the Jetta is not alone in choosing less costly 60/40 split-folding rear seatbacks, but the Golf offers the centre pass-through and therefore is the better choice for active owners.
A few minutes behind the wheel and you’ll quickly forget about such shortcomings, however, as the GLI is a blast to drive. Truly, this sport sedan is one of the most enjoyable to drive within its mainstream volume-branded compact sedan class, thanks to a new 228 horsepower 2.0-litre turbocharged four-cylinder engine with 258 lb-ft of torque. That’s an increase of 18 horsepower and 51 lb-ft over the GLI’s predecessor, incidentally, and due to only being available with front-wheel drive the motive wheels/tires have a habit of squealing during quick takeoffs. Certainly, there’s traction control, as noted earlier, but it comes on a bit too late to stop any noisy commotion from down below, so you’ll need to restrain your right foot in order to maintain civility and not engage any police intervention.
The GLI’s new seven-speed dual-clutch automated DSG transmission is as important an upgrade as the engine’s newfound power, and feels even faster between paddle shift-actuated gear intervals than the previous model’s six-speed unit, while gaining a taller final gear to improve fuel economy (it’s rated at 9.6 L/100km in the city, 7.3 on the highway and 8.5 combined with the six-speed manual and a respective 9.3, 7.2 and 8.4 with my tester’s A7 DSG auto).
While the new GLI is nowhere near as fast as the aforementioned Golf R, or some of that model’s equivalently quick super-compact competitors such as Subaru’s WRX STI and Mitsubishi’s awesome EVO X (RIP), it’s more than respectable amongst mid-range sport models like the Civic Si, while making wannabe performance cars like the Mazda3 GT feel as if they’re standing still. Momentary burnouts during takeoff aside, the new Jetta GLI was unflappable when pushed hard through high-speed curving sections of backcountry two-lane roadway, even when pavement was so uneven that the car’s rear end should’ve been hopping and bopping around the road. Fortunately, unlike that top-tier Mazda3 and VW’s more pedestrian Jetta trims below that use a torsion-beam rear suspension, the GLI includes a multi-link setup in back, which absorbed jarring potholes and other road imperfections with ease, allowing most of the stock 225/45 Hankook Kinergy GT all-season tires’ contact patches to remain fully engaged with the road below. To be fair to the Mazda3, it’s surprisingly stable during such otherwise unsettling circumstances due to available AWD with G-Vectoring Plus.
Back in the city, the GLI’s idle-stop system shut off the engine when the car came to a stop amid parallel parking manoeuvres. This wouldn’t normally be a problem, as it should quickly reignite the engine when lifting off the brake, but while I was purposely parked too close to the vehicle ahead in order to straighten the car out, it wouldn’t restart while in reverse. This necessitated shifting back into park and then pressing on the throttle to wake up the engine, and then shifting back to reverse before aligning the car. This is probably a software glitch, but I’d be complaining to my dealer if it persisted. Fortunately, I experienced no other instances of this happening, but remember I only live with test cars for a week at a time.
The previously noted $32,445 (for the base manual) and $33,845 (for the DSG auto) base prices meant the 2019 GLI 35 is nicely equipped, with items not yet covered including fog lamps, LED headlights, proximity entry with pushbutton start/stop, rain-sensing wipers, an auto-dimming rearview mirror, a potent 8-speaker BeatsAudio system with a subwoofer, a power-adjustable driver’s seat with two-way powered lumbar and three-position memory, and the list goes on. The same goes for the 2020 model, by the way, as there haven’t been any changes except for the discontinuation of this model year-specific 35th Edition.
Speaking of model years, VW Canada will give you up to $3,000 in additional incentives on a 2019 Jetta (which remained available when this review was written), while the new 2020 GLI can be purchased with $1,000 in additional incentives, although keep in mind that CarCostCanada member savings averaged $2,500 for the newer 2020 model. To learn more, see our 2020 Volkswagen Jetta Canada Prices page and/or 2019 Volkswagen Jetta Canada Prices page, where members can find out about manufacturer rebates, leasing and financing deals, plus dealer invoice pricing that could add up to even more savings. What’s more, you can now download our free CarCostCanada app from Google Play Store or Apple iTunes/App store so you can have all of our important info in the palms of your hands when negotiating at the dealership, whether purchasing this Jetta GLI or any other new vehicle sold in Canada.
In the end, I can’t help but like the new Jetta GLI, even despite its less than ideal shortcomings. It looks great, takes off like a scared rabbit (GTI) when called upon, and is filled with most of the features premium car buyers are learning to expect. Yes, I’d prefer if Volkswagen improved some of the Jetta’s touchy-feely interior surfaces, but being that most owners will spend all of their time up front in the driver’s seat, it’s shouldn’t be a deal-killing issue.
Modern-day crossover sport utilities are great, but let’s face it, most everyone’s got one these days. There’s a reason, of course, as they combine loads of practicality with car-like attributes, with some even coming close to matching the performance of sport sedans.
Mercedes’ AMG sub-brand is good example of the latter thanks to the German brand providing Canadian luxury buyers with hyper-tuned versions of their GLA subcompact SUV, GLC compact SUV (including the GLC Coupe), GLE mid-size SUV (the GLE Coupe only coming in AMG trims), and rugged G full-size off-road capable SUV, but take note that performance buyers wanting the same kind of utility as an SUV with even better cornering capability, due to inherently lower centres of gravity, can opt for Mercedes’ lineup of performance wagons too.
Mercedes has a long history of producing ultra-quick wagons, the 1979 (W123-body) 500 TE AMG quickly coming to mind, so it’s great news to diehard performance enthusiasts that the tradition continues to this day. Check out the brand’s retail website and you’ll easily find AMG-tuned versions of its C- and E-Class Wagons, including the AMG C 43 4Matic Wagon on this page, plus the AMG E 53 4Matic+ Wagon and AMG E 63 S 4Matic+ Wagon.
While very practical for those with active lifestyles, the last car on this list might be outside of most buyers’ budgets at $124,200, although if you’re late for Johnny or Jenny’s morning skate there’s no better way to make up for lost time than in a five-door that can shoot from standstill to 100km/h in an unfathomable 3.3 seconds. The fire-breathing demon under the hood is Mercedes’ 603 horsepower 4.0-litre biturbo V8, while the $87,800 AMG E 53 4Matic+ Wagon still does pretty well with a 4.5-second run to 100 km/h from its 429 horsepower 3.0-litre inline six.
The smaller AMG C 43 4Matic Wagon is most affordable at $60,900, but don’t let its relatively inexpensive price make you think it’s by any means lethargic off the line. In fact, its 385-horsepower 3.0-litre biturbo V6, which features rapid-multispark ignition and a high-pressure direct injection system, launches it from zero to 100 km/h in just 4.8 seconds, much credit to 384 lb-ft of torque, and the noise emanating from its engine bay and available sport exhaust system means that its auditory delights are almost as delectable as the rush of speed to the head.
Interestingly, the only D-segment wagon on the Canadian market with similar engine specs to this AMG C 43 is Volvo’s 405 horsepower V60 Polestar, but as amazing as its engineering is, the Swedish automaker’s ultra-smooth 2.0-litre turbocharged and supercharged hybrid powertrain is not as stimulating as the AMG C 43 Wagon’s rambunctious V6, or for that matter its new AMG SpeedShift TCT nine-speed transmission, or its AMG tuned 4Matic all-wheel drive system.
I’ve seen the C 43 in black and it looks a lot more menacing than my tester’s Polar White, but Mercedes made up for its angelic do-gooder appearance with plenty of standard matte and optional glossy black exterior accents. Highlights include a black mesh front grille and lower vent gratings within a deeper front fascia, plus gloss-black strakes over corner vents, the mirror housings, the partial glass roof and roof rails, the side window trim, the aggressive rear diffuser, the four exhaust pipes, and the 19-inch alloy wheels encircled by Continental ContiSportContact SSR 225/40 high performance summer tires.
My test model’s LED headlights were style statements of their own, with each featuring a trio of separate lighting elements that look as good as the well-lit road ahead, while nice splashes of chrome around the body remind everything that this is AMG C 43 is a Mercedes-Benz after all, and therefore designed to be just as luxurious as it is sporty.
To that end, proximity keyless entry allows access to the cabin, where your eyes will likely first fixate upon two of the most impressive sport seats in industry. They’re covered in black perforated leather with red stitching and brushed aluminum four-point harness holes on their upper backrests, as well as a small AMG badge at centre. Then again, it’s quite possible you’ll first be distracted by the incredible door panel design, which gets even more brushed and satin-finish aluminum trim, as well as optional drilled aluminum Burmester speaker grilles and black leather with red stitching elsewhere.
The red-stitched, padded leather treatment continues over to the dash top and instrument panel, all the way down each side of the centre stack, while the latter features gorgeous optional carbon-fibre surfacing that extends down to the lower centre console that terminates at a big, bisected centre armrest/storage bin lid finished in yet more soft leather with red stitching.
Big in mind, two large glass sunroofs look like a single panoramic roof at first glance, yet provide more torsional rigidity than a full glass roof would. Considering the C 43 Wagon is capable of a 250-km/h (155-mph) terminal velocity, as well as harrowing at-the-limit handling, it’s critical to have a stiff body structure, and fortunately this minimizes the luxurious wagon’s wind and road noise.
Of course Mercedes wraps the roof pillars in the same high-quality fabric as the roofliner, which helps to reduce NVH levels somewhat, but most is due to the rigid body structure noted earlier, plus the various seals, insulation, engine and component mounts, plus more. Therefore it’s a near silent experience, other than the rumbling of the engine and/or the sensational Burmester audio system.
It’s possible to control the volume of its 13 speakers from a beautifully detailed knurled metal cylinder switch on the right steering wheel spoke, this being only one of the C 43’s impressive array of steering wheel buttons, toggles and touch-sensitive pads. Yes, each spoke gets its own classic Blackberry-like touchpad that lets you scroll through the available digital gauge cluster or the main display on the centre stack. The steering wheel rim is as attractive as the metallic surfaced spokes, its partial Nappa leather-wrapping around flattened sides and bottom for an F1-inspired look, while a slim red leather top marker aligns the centre, and suede-look Dinamica (much like Alcantara) makes for better grip at each side.
I’d have to say there’s more satin-finish and brushed aluminum trimmings in the AMG C 43 than any rival, but rather than looking garish Mercedes pulls it off with a tasteful level of retro steampunk coolness that elevates it into a class of one. The highlight for me are its five circular air vents on the instrument panel, the three in the middle hovering above an attractive row of knurled metal-topped satin aluminum toggle-like switches, and these are only upstaged by a great looking knurled metal cylinder switch for the drive mode select, which includes Comfort, Sport, Sport+ and Slippery settings. There’s a rotating dial for the infotainment system too, this also finished in knurled aluminum, and positioned just underneath Mercedes’ trademark palm rest, which doubles as a touchpad with an upgrade.
Premium brands mostly use better quality digital displays than their mainstream volume competitors, which is how it should be given their loftier prices, and Mercedes is no different. In fact, the most recently updated three-pointed star cars and SUVs include the brand’s ultra-advanced double-display design that seamlessly mates a tablet-style 12.3-inch screen directly in front of the driver for all primary gauges with an identically sized infotainment display. This said the current fourth-generation (W205) C-Class (S205 for the wagon) introduced in September of 2014 for the 2015 model year, and therefore in its seventh production year, hasn’t been updated with latest dash design yet, but its more conventional hooded analogue gauge cluster (with a big multi-information display at centre) can be swapped out for a 12.3-inch set of digital instruments when upgrading to the C 43 Wagon’s Technology package.
Mercedes digital instrument cluster is as colourful as any on the market, and very customizable with a variety of background designs and plenty of multi-info functions. It allows for many feature combinations as well, and can be set up with a traditional dual-gauge look, or the entire display can be a navigation map, for instance.
The AMG C 43 Wagon’s infotainment display is smaller at 7.0 inches, although it can be upgraded to 10.25 inches like my tester. As is common these days (although Mercedes was an initiator of the design), the centre display sits upright atop the dash, while its graphic design is as colourful and appealing as the just-noted gauge cluster. Its features are comprehensive, but take note you’ll need to use the aforementioned lower console-mounted controls for any tap, swipe and pinch finger gestures, as it’s not a touchscreen.
The Technology package I spoke of a moment ago will set you back $1,900, while together with the 12.3-inch digital instruments it also includes the active Multibeam LED headlamps mentioned earlier, plus adaptive high beam assist, while the gloss-black exterior accents mentioned before comes as part of a $1,000 AMG Night package.
The AMG Nappa/Dinamica performance steering wheel that I lauded earlier can be had if you choose the $2,400 AMG Driver’s package, which also adds the free-flow AMG performance exhaust system with push-button computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model sports 18s), increased top speed to 250 km/h (155 mph), and an AMG Track Pace app that allows performance data like speed, acceleration, lap and sector times to be stored in the infotainment system when out on the track.
If you’re really up on your AMG C 43 knowledge, and I have readers who are, you’ll immediately notice that my tester’s steering wheel is devoid of the extra switchgear the AMG Driver’s package includes for 2020, so no I must confess that the car you’re looking at is actually a 2019 model I drove last year, but didn’t get around to reviewing (bad journalist). New this year (2020) is an AMG Drive Unit that with F1-inspired switchgear attached below each steering wheel spoke, these designed for quickly making adjustments to performance settings. The pod of switches on the left can be assigned to features such as manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP system, and the AMG Performance Exhaust, while the circular switch on the right selects and displays the current AMG Dynamic Select driving mode.
By the way, the C 43 Wagon on this page is otherwise identical to the 2020 model, except for twin rear USB ports that are now standard in all 2020 C-Class models. Likewise, the $5,600 Premium package included with my test car is the same as the one found in the 2020 C 43 Wagon, both featuring proximity keyless entry, the touchpad infotainment controller, and the 590-watt Burmester surround sound system, as well as an overhead bird’s-eye parking camera, Android Auto and Apple CarPlay smartphone integration, a very accurate navigation system, voice control, satellite radio, real-time traffic information, a wireless phone charging pad, an universal garage door opener, semi-autonomous self-parking, rear side window sunshades, and a power liftgate with foot-activated opening.
The $2,700 Intelligent Drive package was also added, this collection of goodies including Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.
While the hot looking $250 designo red seatbelts certainly deserve attention, I’ll refrain from delving into standard features and options as this review is already epic. My C 43 Wagon was nicely loaded up and even base models are generously equipped, while their finishing is second to none in this class. Most important amongst AMG cars is the driving experience, however, and to that end I couldn’t help but also notice the impressive dual-screen backup and 360-degree surround camera with dynamic guidelines as I backed out of my driveway, but strangely to those not familiar with Mercedes-Benz, this sport wagon’s auto shifter remains on the column like classics from the good old days. While this might seem a bit old school, it’s actually efficiently out of the way. One flick of the stalk-like lever and it’s state-of-the-art electronic innards will make themselves known, while pressing the Park button is a dead giveaway that it’s hardly an automotive anachronism. Look to the steering wheel-mounted paddles for manual shifting, something I found myself doing more often than not thanks to the superbly engineered nine-speed automatic gearbox.
Of course it’s smooth, Mercedes never forgetting the C 43 Wagon’s pragmatic purpose, but the transmission’s AMG programming puts an emphasis on performance. Its nine speeds result in a wider range of more closely spaced ratios that shift lickety-split quick, while previously noted AMG Dynamic Select’s Comfort, Sport and Sport+ modes truly add to the magic. This said, Mercedes included three overdrive ratios for optimizing fuel economy, which together with ECO Start/Stop that automatically turns off the engine when it would otherwise be idling adds to its efficiency while also reducing emissions. The end result is good fuel economy considering the power on tap, the C 43 Wagon capable of an estimated 12.4 L/100km city, 8.9 highway and 10.8 combined in both 2019 and 2020 model years.
Of course, all-wheel drive saps energy while enhancing traction, but the C 43’s AMG 4Matic AWD system provides a good balance of efficiency and at-the-limit grip. To manage the latter it has a fixed 31:69 front/rear torque split, while a nicely weighted electromechanical power-assist rack-and-pinion steering system provides good feel, and a standard AMG Ride Control Sport Suspension includes three-stage damping for exceptionally good road-holding. Even with the traction/stability control turned off it delivered good mechanical grip, only stepping out at the rear when pushed ultra-hard and then doing so with wonderful predictability.
If you’ve never taken the opportunity to drive something as fast and capable as the C 43 you’ll be amazed at this compact wagon’s command of the road. This includes stopping power due to a racetrack-ready AMG Performance Braking system featuring perforated 360 mm rotors and grey-painted four-piston fixed calipers in front, and a solid set of 320 mm rotors in back. Astute readers may have noticed I said perforated instead of cross-drilled, and my words were chosen carefully because the C 43’s front discs are actually cast with holes from the onset in order to add strength and improve heat resistance. This process results in extremely good braking prowess, even when laying into them too hard and too often during high-speed performance driving. I’d say they’re the next best thing to carbon-ceramic brakes, although they feel nicer for day-in-day-out use.
As fun as the AMG C 43 is to drive, let’s not forget that it’s five-door layout makes it extremely practical. It’s spacious in front with a driver’s seat that was as comfortable as any in the D-segment, while the rear seats provide good support and plenty of space for stretching out the legs. A folding centre armrest includes pop-out cupholders along with a shallow storage bin, or if you need to load long cargo in back take note the centre portion of the C’s 40/20/40-split rear seatback can be lowered. Additionally, the rear seats flip forward automatically by way of two electric buttons, making the C 43 as convenient to live with as it’s brilliantly fun to drive. In the end, cargo capacity can be expanded from 460 to 1,480 litres, which means that it’s luggage volume sits between the GLA- and new GLB-Class subcompacts.
It truly is cool to be practical, at least if you’re driving an AMG C 43 Wagon. All of Mercedes-Benz’ AMG wagons deliver big on spacious, comfortable, luxurious performance, not to mention prestige, so the fact that Mercedes is now offering up to $5,000 in additional incentives on 2020 C-Class models is impressive.
To learn more go to our 2020 Mercedes-Benz C-Class Canada Prices page where you can find out about all C-Class body styles, trims, packages and standalone options, and then build the car you’re interested in. What’s more, a CarCostCanada membership will fully prepare you before even speaking with your Mercedes retail representative, by informing you about any available manufacturer rebates, financing and/or leasing deals, and dealer invoice pricing (the price the dealer pays for the car before marking it up), which means you’ll be able to negotiate the best deal possible.
Right now most Mercedes-Benz dealers will bring the car you’re interested in to your home so you can so you can test it without having to go to the dealership, and don’t worry as the entire car will have been sterilized before you poke around inside and take it for a drive. Considering the incentives available for the AMG C 43 Wagon and just how impressive it is overall, you may want to take them up on that.
Do you prefer wing spoilers or lip spoilers? You’ll need to contemplate this before purchasing a new Subaru WRX STI. It might be an age thing, or the highest speed you plan on attaining. If you’ve got a racetrack nearby, I recommend the wing.
Being that my slow-paced home of Vancouver no longer has a decent racecourse within a day’s drive my thoughts are divided, because the massive aerodynamic appendage attached to this high-performance Subaru’s trunk adds a lot of rear downforce at high speeds, which it can easily achieve. Speed comes naturally to the STI. It’s rally-bred predecessor won the FIA-sanctioned World Rally Championship (WRC) three years in a row, after all, from 1995 to 1997, amassing 16 race wins and 33 podiums in total. That was a long time ago, of course, and Subaru has not contested a factory WRC team for more than ten years, but nevertheless the rally-inspired road car before you is much better than the production version tested in 2008.
Rivals have come and gone over the years, the most disappointing loss being the Mitsubishi Lancer Evolution (EVO) that was discontinued at the close of 2015, while sport compact enthusiasts are no doubt lamenting the more recent cancellation of Ford’s Focus RS too, that car going away at the end of 2018 due to the death of the model’s less formidable trims. This said, the super compact category isn’t dead. Volkswagen revived its Golf R for 2016 and it’s still going strong, while Honda’s superb Civic Type R arrived on the scene for 2018, while Hyundai is getting frisky with its new Veloster N for 2020, although the last two mentioned don’t offer four-wheel drive so therefore don’t face off directly against their all-weather, multiple-terrain competitors.
The WRX STI seen here is a 2019 model, which means it hasn’t been updated with the new styling enhancements included for the 2020, but both get the 5-horsepower bump in performance introduced for 2018. To clarify, the regular WRX looks the same for 2020, at least from the outside, although its cabin gets some extra red stitching on the door trim plus its engine bay comes filled with a retuned 2.0-litre four, while the differential receives some revisions as well. This means only the STI receives styling tweaks, which include a new lower front fascia and new 19-inch aluminum machined alloy wheels for Sport and Sport-tech trims. The 2020 WRX STI Sport also receives proximity keyless access with pushbutton start/stop.
My 2019 WRX STI tester was in Sport trim, which fits between the base and top-line Sport-tech models. The base STI starts at $40,195 plus freight and fees, with the Sport starting at $42,495 and the more luxury-trimmed Sport-tech at $47,295. And by the way, the wing spoiler is standard with the Sport and Sport-tech, but can be swapped out for the previously noted lip spoiler when moving up to the Sport-tech at no extra charge.
Pickings are slim for a 2019 model, but I poured over Canada’s Subaru dealer websites and found a number of them still available. Just the same, don’t expect to find the exact trim, option and/or colour you want. At least you’ll get a deal if choosing a 2019, with our 2019 Subaru WRX Canada Prices page showing up to $2,500 in additional incentives available at the time of writing. Check it out, plus peruse a full list of trim, package and option pricing for both WRX and WRX STI models, as well as information about special financing and leasing offers, notices about manufacturer rebates, and most important of all, dealer invoice pricing could help you save thousands. This said if you can’t locate the 2019 model you want, take a look at our 2020 Subaru WRX Canada Prices page that’s showing up to $750 in additional incentives.
While the 2019 WRX STI looks no different than the 2018, it remains an aggressively attractive sport sedan. The 2018 STI added a fresh set of LED headlamps for a more sophistication appearance along with better nighttime visibility, while a standard set of cross-drilled Brembo brakes feature yellow-green-painted six-piston front calipers and two-piston rear calipers aided via four-channel, four-sensor and g-load sensor-equipped Super Sport ABS.
Subaru also revised the STI’s configurable centre differential (DCCD) so that it’s no longer a hybrid mechanical design with electronic centre limited-slip differential control, but instead an electric design for quicker, smoother operation, while the car’s cabin now included red seatbelts that, like everything else, move directly into the 2019 model year.
The STI’s interior also features a fabulous looking set of red on black partial-leather and ultrasuede Sport seats, with the same plush suede-like material applied to each door insert, along with stylish red stitching that extends to the armrests as well, while that red thread also rings the inside of the leather-wrapped sport steering wheel, the padded leather-like centre console edges, and the sides of the front seat bolsters. Recaro is responsible for the front seats, thus they are as close to racecar-specification as most would want from a car that will likely get regular daily use. The driver’s is 10-way power-adjustable, including two-way lumbar support, and superbly comfortable.
The rear passenger area is roomy and supportive as well, and impressively is finished to the same standards as the front, even including soft-touch door uppers. Additionally, Subaru added a folding armrest in the middle for the 2018 model year, with the usual dual cupholders integrated within.
If you want a reason why both WRX models sell a lot better than the arguably more attractive BRZ (at least the latter is sleeker and more ground-hugging), it’s that just-noted rear passenger compartment. The BRZ seats four, in a literal 2+2 pinch, but the WRX does so in roomy comfort. It has the rare pedigree of being a legendary sports car, yet provides the everyday usability of a practical sedan. Its 340-litre trunk is fairly roomy too, while the car’s rear seat folds down 60/40 via pull-tab latches on the tops of the seatbacks.
Additionally, all passengers continue to benefit from less interior noise, plus a retuned suspension with a more comfortable ride, while the WRX was given a heavier duty battery last year as well, plus revised interior door trim. What’s more, a new electroluminescent primary instrument cluster integrated a high-resolution colour TFT Multi-mode Vehicle Dynamics Control display, providing an eco-gauge, driving time information, a digital speedo, a gear selection readout, cruise control details, an odometer, trip meter, SI-Drive (Subaru Intelligent Drive) indicators, and the Driver Control Centre Differential (DCCD) system’s front and rear power bias graphic, whereas the 5.9-inch colour multi-information display atop the dash was also updated last year, showing average fuel economy, DCCD graphics, a digital PSI boost gauge, etcetera.
Subaru’s electronic interfaces have been getting steady updates in recent years, to the point they’re now some of the more impressive in the industry. The STI’s two touchscreens are as good as they’ve ever been, but compared to the gigantic vertical touchscreen in the new 2020 Outback and Legacy they look small and outdated. The base 6.5-inch screen in this 2019, in fact, which carries over to the 2020, shouldn’t even be available anymore, at least in a car that starts above $40k. In its place, the top-tier Sport-tech’s 7.0-inch touchscreen should be standard at the very least. Navigation doesn’t need to be included at the entry price, but one would think that one good centre display would make better sense economically than building two for such a niche model. Either way, both feature bright, glossy touchscreens with deep contrasts and rich colours.
The standard infotainment system found in my tester came with Apple CarPlay, Android Auto, and Subaru’s own StarLink smartphone integration, which also includes Aha radio and the capability of downloading yet more apps. I like the look and functionality of the current interface too, which features colourful smartphone/tablet-style graphics on a night sky-like blue 3D tiled background, while additional features for 2019 include near-field communication (NFC) phone connectivity, a Micro SD card slot, HD radio, new gloss-black topped audio knobs, plus more. My Sport tester can only be had with the base six-speaker audio system too, which had me missing the Sport-tech’s nine-speaker 320-watt Harman/Kardon upgrade, but I have say I would’ve been content with the entry sound system if I’d never tried the H/K unit.
Together with everything mentioned already, all three STI trims include a gloss black front grille insert, brushed aluminum door sills with STI branding, carpeted floor mats with red embroidered STI logos, aluminum sport pedals, a leather-clad handbrake lever, black and red leather/ultrasuede upholstery, two-zone auto HVAC, a reverse camera with active guidelines, voice activation, Bluetooth phone connectivity with streaming audio, AM/FM/MP3/WMA audio, vehicle-speed-sensitive volume control, Radio Data System, satellite radio, USB and auxiliary plugs, etcetera.
The STI gets a number of standard performance upgrades as well, like quick-ratio rack and pinion steering, inverted KYB front MacPherson struts with forged aluminum lower suspension arms, performance suspension tuning, high-strength solid rubber engine mounts, a red powder-coated intake manifold, a close-ratio six-speed manual transmission, a Helical-type limited-slip front differential, a Torsen limited-slip rear diff, and more.
Additional Sport trim features include 19-inch dark gunmetal alloy wheels wrapped in 245/35R19 89W Yokohama Advan Sport V105 performance tires, the aforementioned high-profile rear spoiler, light- and wiper-activated automatic on/off headlights with welcome lighting, a power moonroof, Subaru’s Rear/Side Vehicle Detection System (SRVD) featuring blindspot detection, lane change assist, rear cross traffic alert, etcetera.
Finally, top-line Sport-tech features that have yet to be mentioned include proximity keyless entry with pushbutton start/stop, navigation, as well as SiriusXM Traffic and Travel Link with weather, sports and stocks information, while the Sport-tech’s Recaro sport seats only get eight power adjustments.
As is the case with all Subaru models, except the rear-drive BRZ sports car, the WRX STI comes standard with Symmetrical-AWD, the torque-vectoring system considered one of the best in the business. You can fling it sideways on dry or wet pavement, or for that matter on gravel, dirt, snow, or most any other road/trail surface, and remain confident it will pull you through, as long as it’s shod with the right tires for the occasion and your driving capability is at the level needed to correctly apply the steering, throttle and braking inputs as necessary.
As far as performance goes, the WRX STI is a car that is much more capable than most drivers will ever know, unless its deft poise saves them from an otherwise unavoidable accident. Its sporting prowess is legendary, and thanks to changes made a couple of years ago to the shifter and suspension, which made it much more enjoyable to drive in town as well as at the limit, it’s now an excellent daily driver. The manual transmission shifts smoother and easier, clicking into place with a more precise feel than in previous iterations.
The upgraded six-speed manual takes power from a 2.5-litre turbo-four that received beefier pistons, a new air intake, new ECU programming, and a higher-flow exhaust system than the previous generation, resulting in an identical 290 lb-ft of torque and the 5 additional horsepower mentioned earlier, the STI now putting out 310. Additionally, the just-mentioned transmission gets a reworked third gear for a faster takeoff. Translated, the latest STI feels even more enthusiastic during acceleration than pre-2018 models, which were already very quick.
As always, the 2019 STI’s road-holding capability is fabulously good. It feels light and nimble, yet kept the rear wheels locked mostly in place through high-speed curves, whether the tarmac was smooth or strewn with dips and bumps. I only used the word “mostly” because it oversteers nicely when coaxed through particularly tight corners, like those often found on an autocross course. At such events braking is critical, so it’s good that the STI’s big binders noted earlier scrub off speed quickly, no doubt helped in equal measures by the Sport’s standard 245/35R19 Yokohama performance tires.
I can’t see fuel economy mattering much to the majority of STI buyers, but Transport Canada’s 2019 rating is reasonably efficient for a performance sedan just the same, at 14.1 L/100km city, 10.5 highway and 12.5 combined. Notably, these numbers haven’t change one bit from last year, while Subaru doesn’t show any advancements in the STI’s naught to 100km/h time either, once again claiming a sprint time that’s just 0.5 seconds faster than the regular WRX at 4.9 seconds. With only small adjustments made to its 1,550- to 1,600-kilogram curb weight (depending on trims), plus 5 additional horsepower now combined with a stronger third gear, both standstill and mid-range acceleration should be faster, which leaves me wondering whether Subaru is being conservative or if their marketing department merely hasn’t got around to updated the specs in their website.
So is the WRX STI for you? If you’re a driving enthusiast that still needs to stay real and practical, you should consider Subaru’s performance flagship. It’s well priced within the low- to mid-$40k range, and it’s an easy car to live with. Of course I can’t help but recommend it.
My gawd this thing is nuts! The power, the insane sound of the supercharged V8’s sport exhaust system, and the near overwhelming sensation of 550 horsepower and 502 lb-ft of torque pressing head and backside into the opulent red and black diamond-pattern leather-upholstered driver’s seat at launch while fingers grasp at the leather-wrapped sport steering wheel rim, there’s really nothing that completely mirrors it in the compact luxury SUV segment.
With a flagship sport utility like the F-Pace SVR you’d think this SUV would be tops in its hotly contested class, and while it’s certainly the best selling model within Jaguar’s range it appears luxury buyers are more interested in being comforted than having their senses wowed by ultimate performance. Truly, F-Pace and most Jaguar models deserve more attention than they get.
For starters, the F-Pace is inarguably attractive no matter which trim we’re talking about, with this SVR amongst the best looking in its category. There’s no crossover SUV I find more attractive, unless the outrageous Lamborghini Urus enters the discussion, or for that matter Audi’s Q8 that shares much of its running gear, but the ultimate Italian, at least, hovers up in a totally different pricing stratosphere with a base price of $240,569 CAD, compared to a mere $89,900 for this 2019 F-Pace SVR.
The cheapest Q8 will save you $7k and change, but the sporty looking German’s $82,350 entry model merely puts out 335 horsepower, and while a superbly comfortable and wholly attractive, well-made urban and freeway cruiser it’s doesn’t even enter the same performance league as the SVR. The equivalent Q8 is the upcoming near 600-hp RS, but that upcoming model will eventually cost you something around $110,000 (its pricing hadn’t been announced before I wrote these words, and it’s bigger mid-size proportions means it doesn’t directly compete).
Targeted rivals in mind, Audi does offer up the 349-hp SQ5 in the F-Pace’s compact luxury SUV segment, and while a fully capable autobahn stormer, its 5.4-second sprint from zero to 100 km/h can’t line up against the SVR’s 4.3 seconds, and I can attest that its 3.0-litre turbo V6 doesn’t come close to sounding as Mephistophelian as the SVR’s supercharged 5.0-litre V8.
A truer F-Pace SVR competitor is the new Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbocharged V8 resulting in a blast from standstill to 100km/h in only 3.8 seconds. The Merc tops out at 280 km/h (174 mph) compared to the Jag’s slightly quicker 283 km/h (176 mph) terminal velocity, so they nearly share their two key bragging rights evenly. All you need do if you desire the Mercedes is to add about five percent or $4k onto your purchase, the AMG available just over $93k, unless you end up purchasing the 2020 F-Pace SVR that is, which is now $92k even.
Top-selling German compact luxury SUVs in mind, the BMW X3 M deserves mention too, thanks to 503 horsepower (in the Competition model), 442 lb-ft of torque, and a 4.1-second sprint from standstill to 100 km/h, all from an inline TwinPower turbo six-cylinder. The top-tier Competition model will set you back $93,500 plus fees, while the 473 horsepower base X3 M costs just $83,200.
I haven’t driven the BMW X3 M or the GLC 63 4Matic+, but I’ve driven a lot of six-cylinder BMW Ms and AMG V8s, and while brilliant in their own rights, neither sounds as malevolent as Jaguar’s V8. Sure, the zero to 100km/h numbers are better and their prices aren’t much higher, but performance fans will know how important the auditory experience is to the thrill of high-speed driving. As for measuring the few milliseconds of sprint time differences, that’s downright impossible from the seat of the pants.
Using the Mercedes for comparison, both of these compact luxury SUVs provide nearly identical wheelbases of 2,874 millimetres for the SVR and 2,873 mm for the AMG, while their tracks are nearly the same too, the Jag measuring 1,641 mm up front and 1,654 mm in the rear and the Merc spanning 1,660 mm at both axles, but despite the F-Pace being 52 mm lengthier at 4,731 mm, 79 mm wider (mirrors included) at 2,175 mm, and 42 mm taller at 1,667 mm, plus having 100 litres of extra cargo capacity behind the back seats at 650 litres, it tips the scales 67 kilos lighter at just 1,995 kg. That’s thanks to its mostly aluminum body and chassis over Mercedes’ mix of steels and alloys.
I can’t move past this point without mentioning two more compact SUVs capable of contending in this ultra-fast compact luxury SUV category, these being the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio, the German making 400 or 440 horsepower depending on whether you’re looking at the outgoing 2019 model or the new second-generation 2020 variety, or for that matter choosing the older Macan with its Performance Package upgrade (which also puts out 440-hp). The more potent engine options make this German SUV’s acceleration similar to the F-Pace SVR, yet it’s pricing delves into six figures, while the zippy Italian produces 505 horsepower and sprints to 100 km/h in just 4.0 seconds, while its price starts at $95k. These two SUVs are impressive as well, but once again their turbocharged V6 engines, while brilliant, can’t measure up to the sonorous delights of Jaguar’s big, hairy V8.
Truly, you’ve got to hear it at full song to appreciate what I’m talking about. It’s giggle-inducing joy on one hand and devilish horror on the other, particularly after pressing the exhaust button that provides a freer flow resulting in more snap, crackle and pop from its backside when lifting off the gas pedal.
You’d think with this level of dark, malevolent behaviour its interior would be a hard stone dungeon of dank sombreness, and while some trim pulls thoughts of red hot hellfire, the SVR’s cabin gets raised the level of super SUVs from more exotic names. It’s also capable of loading in the kiddies and lots of family gear, thanks to that aforementioned cargo hauling capacity.
You can also experience some light off-roading, as long as you’re willing to change out my testers optional 22-inch black-painted rims and 265/40 front and 295/35 rear Pirelli Scorpion Zero all-season tires to something more useful off pavement. I’d recommend something around 18 inches in diameter with a higher sidewall and much more tread grip, but then again you’re probably not buying this SUV for scaling the Rubicon trail. No, it’s much more capable of turning winding side roads into straight stretches roadway, or at least its near flat stance at breathtaking speeds makes them feel as if they were straight.
The F-Pace SVR’s wide track and lighter than average weight (for its length, big powerplant and over-the-top luxury upgrades), plus the just-mentioned Pirelli rubber (you can get even better performance from a set of Jaguar-specified P Zeros, available from tire retailers) and its stiffer aluminum-intensive front strut and rear multi-link suspension featuring sportier tuning to its adaptive setup, plus sharper electric power-steering tuning, all come together for about as much sports car feel as most any SUV can provide (Urus aside).
The SVR shines on the types of narrow, undulating, ribbons of asphalt that the mind conjures up when looking at an F-Type SVR, but I have to say I really appreciated the added ride height this SUV provided over any low-slung sports car when coursing through heavily treed backroads. To be clear, the F-Type remains the Jaguar to beat through winding roads, not to mention road courses, but when visibility around curves or over sharp declines becomes difficult, the extra few inches of added sight line makes for a bit more confidence at high speeds, as does the wheel travel and more compliant suspension of the bigger, heavier SUV. Both SVRs work best when their previously noted Dynamic driving modes are selected, over their more comforting and economical options at least, this more assertive adaptive suspension setup stopping its tall body from pitching and rolling.
Of course, I didn’t drive it like I stole it during my entire weeklong test, and not just because of the otherworldly fuel cost. Transport Canada estimates a 14.5 L/100km city, with 11.0 highway and 12.7 combined, which not too bad considering its outrageous power. Alfa Romeo’s most formidable Stelvio is rated at 14.1, 10.4 and 12.4 respectively, while the new 2020 Macan Turbo manages 14.2 in the city, 10.1 on the highway and 12.0 combined. How about the Merc-AMG GLC 63? It’s pretty bad at 15.0 L/100km in the city, 10.9 on the highway and 13.2 combined, but BMW’s X3 M is the least fuel conscious amongst all rivals with an embarrassing rating of 16.6 city, 12.1 highway and 14.2 combined, if buyers in this class actually care.
Together with the SVR’s Dynamic sport mode mentioned before, which I kept engaged most of my test week, there’s also a Comfort mode for rougher road surfaces or more relaxing moods, plus an Eco mode, which I likely should have chosen more often for overcoming the fuel economy noted above. The latter two drive modes let the engine turn off when it would otherwise be idling, saving fuel and reducing emissions. The big Eco screen that estimated how much fuel I saved while using its most economical driving mode was a bit humourous in this beast of an SUV, but fortunately the centre display offers up a Performance panel too, which I found much more useful.
Unlike most in this class, the F-Pace only uses a touchscreen for accessing infotainment, which will put off those who prefer to make commands via a lower console-mounted controller. I like touchscreens so it’s not an issue, and even better Jaguar’s interface has wholly improved in recent years. The display itself is fairly big at just over 10 inches, while the digital interface is divided into three big tiles for navigation/route guidance/maps, media, and phone, or whatever functions you choose as it can be organized for personal preferences. Swipe the display to the left and a second panel with nine smaller tiles shows up, providing access to most any function you could want. It’s a simple, straightforward system and thus user-friendly, with its just-mentioned swipe gesture control accompanied by the usual smartphone/tablet-type tap and pinch capabilities, the latter helpful when using the nav system’s map. Android Auto and Apple CarPlay smartphone integration apps are included too, as are myriad additional features (although you’ll need to pay more for satellite radio), Jaguar’s system being fully up to the class standards.
Better yet, the SVR’s 12.3-inch Interactive Driver Display (a.k.a. digital instrument cluster) is wonderful. It’s fully configurable, with the ability to appear like a classic two-dial primary gauge package, a single driving dial with a numeric speed readout surrounded by a graphical tach at centre with a panel filled with alternative info to each side, while you can also transform the entire cluster into a giant map. Go ahead an configure almost any way you want, while an available head-up display can provide even more key info right on the windshield.
There’s decent device connectivity within a minuscule centre bin, including dual USB-A ports, a Micro SD card slot, plus a 12-volt charger. Why Jaguar didn’t include a wireless charging as part of the rubberized pad ahead of the shifter that fit my Samsung S9 perfectly is anyone’s guess, but such is life. Oddly it’s not even available as an option for 2019 or 2020, so ask your dealer if there’s an aftermarket solution.
From the quality of electronics to the quality of the F-Pace SVR’s interior materials, not to mention interior quality and style of the five compact luxury SUVs discussed in this review, it’ll come down to personally taste, with all presenting fairly dramatic interior designs packed with better than average materials quality and worthwhile digital screen time. Having spent time with each of these vehicles in lesser trims for weeks apiece, I’d probably give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar SUVs seeming to have conceded the ultimate interior mantle to its Land Rover sister brand. The F-Pace is related to the Range Rover Velar, which provides a far more appealing cabin), whereas my Stelvio tester was the only vehicle in 20 years of reviewing cars that’s ever left its ultra-cheap hood release lever in my hand after trying to take a look at the engine (which I unfortunately never saw or photographed due to this bizarre malfunction).
The SVR does up the quality of its cabin materials plus its overall sense of occasion when compared to lesser F-Pace trims, especially when the optional black Suedecloth roofliner and pillars get added. Contrast stitched premium leather can be found just about everywhere else, the bottom portion my test model’s dash and centre console, plus its armrests and seat bolsters finished in a rich Pimento red colour, while Ebony Lozenge hides covered most other surfaces, including the quilted leather seat inserts. It’s an eye-catching design, but I personally would want something less red. I loved the carbon-fibre detailing elsewhere, mind you (this being an upgrade over the standard textured Weave aluminum inlays), while plenty of piano black lacquer glitz things up further. Ditto for brushed aluminum trim, the SVR replete with genuine aluminum accents, my favourite bits being seat backrest cutouts front and back.
While some in the super-SUV class only provide space for four, the F-Pace SVR includes a middle seat in back, but I personally wouldn’t want to sit on top of it, as it’s little more than a padded bump between two wonderfully sculpted outboard seats. For those who need somewhere to strap in a smaller child, it could be a dealmaker, but bigger kids and adults alike will be snapping up the window seats first, which provide excellent support all-round. Rear passengers can also benefit from as-tested available quad-zone automatic climate control, featuring its own control panel on the backside of the front console. Included are switches for the rear outboard seats’ three-way heated and ventilated cushions.
Another dealmaker is the rear passenger/cargo configuration, featuring a 40/20/40-split down the seatbacks. This means you wont be forced to stick one child (or friend) on the centre hump when heading to the ski hill, which might end up in some heated arguments when factoring in those just-noted seat warmers. Jaguar also offers cargo wall levers for folding down those seats automatically, but you’ll need to pay a bit extra for them.
I know I’m sounding all practical in a review that should really be more about power and performance, but if you only wanted to go as fast as possible you’d probably be reading one of my F-Type SVR reviews. The F-Pace SVR is a best of all worlds alternative, with one of the best sounding engines currently being made. If you’re wishing our compact SUV looked and felt more like a supercar, Jaguar’s F-Pace SVR might be just the ticket.