As beautiful as it is powerful, the new 911 Turbo is here sporting 572 horsepower.
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.
Even those this is an all-new model with no body panel remaining the same as the previous 2019 911 Turbo, it’s unmistakably a Porsche.
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 911 Turbo strikes a powerful pose.
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.
The new 911 Turbo includes all of the interior updates as all new 911 models, plus more.
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.
Infotainment and other interior features have been dramatically improved in this latest generation 911.
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.
The Genesis G80 still provides a lot of style despite its years.
A perfect storm? Two issues are causing mayhem in the automotive sector this year, the first being a Canadian economy that started slowing last year, and the second more obvious problem being the current health crisis that has put so many out of work, resulting in plenty of 2019 model year vehicles still available more than halfway into 2020. Such is the case for the 2019 G80, which fortunately for you didn’t change much when moving into the newer model year.
In fact, the G80 didn’t change a heck of a lot from its previous Hyundai Genesis Sedan days, back in model years 2015 and 2016, to the four-door mid-size luxury sedan that came for the 2017 model year and the one we have now, other than some very minor styling tweaks and the addition of the mid-range turbocharged V6 being tested here. The new powerplant gives the G80 a three-engine lineup, which is exactly one for each of its three trims. Base Technology trim gets a naturally aspirated 3.8-litre V6 good for 311 horsepower and 293 lb-ft of torque, this Sport model receives a 3.3-litre twin-turbo V6 capable of 365 horsepower and 376 lb-ft of torque, and the top-line G80 Ultimate goes quickest thanks to a naturally aspirated 5.0-litre V8 that puts out 420 horsepower and 383 lb-ft of torque. All utilize an eight-speed automatic and each comes standard with all-wheel drive, so finding traction off the line is no problem at all.
The G80’s rear styling is reminiscent of some Hyundai models, particularly the previous generation Sonata.
Specs aside, the G80 is an excellent example of modern engineering done well, as are all Genesis models. It can easily keep up with its German, domestic and Japanese rivals, while it’s also attractive, impressively refined with nicely finished materials inside, filled with tech, convenience and luxury features, and wholly deserving of being slotted alongside the Mercedes E-Class/CLS-Class, BMW 5/6 Series, Audi A6/A7, Lexus GS, and other luxury-branded mid-size E-segment sedans. The only negatives worth interjecting include a lack of heritage, which was also true of entries from Lexus, Acura and Infiniti in their early days, and the model’s age. As it is, the G80 is well into six model years, which is a slightly lengthier stint than average in this class or any, but being that there aren’t too many on the road it still appears fairly fresh, plus it doesn’t hurt that its design was great looking from onset.
Model year 2021 will see an all-new G80, which looks fabulous thanks to an even more eye-catching version of the G90’s brilliant-cut diamond-shaped grille and plenty of styling cues from the intriguing new GV80 mid-size luxury crossover, so therefore mid-size luxury sedan buyers wanting to take advantage of any deals available on 2019 or 2020 models should act quickly.
A big, bold grille, sporty lower fascia, LED headlamps, 19-inch alloys… all the trappings of a mid-size luxury sport sedan.
The only changes from 2019 to 2020 was to the centre stack, the CD player being removed for some reason. It’s an odd update for a car that will only be around for one year, but it is what it is, and thus the newer model will be more appealing to those who consider CDs antiquated, and less so for those who still appreciate this format’s better sound quality (than mp3s).
This means the rest of the 2020 G80 is exactly the same as the outgoing 2019 model, which as noted is hardly a bad situation. Making either model better are factory leasing and financing rates from zero percent. You can find out all about it on our 2019 Genesis G80 Canada Prices page or our 2020 Genesis G80 Canada Prices page, and while you’re there check out our configuration tool that allows you to build either car out in detail. A CarCostCanada membership will provide you with leasing and financing deal information for other models as well, plus manufacturer incentives including rebates, and best of all, dealer invoice pricing that can save you thousands. Learn how it works now, and also enjoy the convenience of our free CarCostCanada app, downloadable from the Google Play Store or Apple Store.
LED taillights come standard.
Google and Apple in mind, Android Auto and CarPlay smartphone integration comes with every 2019 and 2020 G80, that aforementioned Technology model starting at $58,000 and including LED DRLs and taillights, 18-inch alloys, proximity keyless access with a hands-free power-opening/closing trunk, genuine open-pore hardwood interior trim, a heatable steering wheel, power-adjustable tilt/telescopic steering, a 7.0-inch colour multi-info display/digital gauge package, a head-up display, a large 9.2-inch centre touchscreen, navigation, 17-speaker audio, an auto-dimming centre mirror, LED interior lighting, a big panoramic moonroof, a 16-way power-adjustable driver’s seat, a 12-way power-adjustable front passenger’s seat, Nappa leather upholstery, heated front and rear outboard seats, cooled front seats, and a bevy of advanced driver assistance systems including autonomous emergency braking with pedestrian detection, blind spot detection, lane departure warning, lane change assist, lane keep assist, rear cross-traffic alert, adaptive cruise control, and driver attention alert.
The G80 Sport’s two-tone interior is really eye-catching.
Both $62,000 Sport and $65,000 Ultimate trims replace the base model’s bi-xenon headlamps with full LEDs, while also adding 19-inch alloys, a microsuede headliner, and a credit card-style remote key fob, while exclusive to the Sport is a unique set of 16-way powered front Sport seats that were especially comfortable and wonderfully supportive to the lower back as well as under the knees, the former benefiting from four-way powered lumbar support adjustment, and the latter getting a power-extendable bottom cushion.
My tester featured a duo-tone light grey and charcoal black interior colour combo that was really nice looking, the two shades divided by stunning carbon-fibre glossy trim across the instrument panel and on the upper door sections, while a tasteful supply of brushed aluminum highlights added bling to key surfaces throughout the interior. Genesis even drilled out the aluminum Lexicon speaker grilles with a cool geometric design, while all of the various buttons, knobs and switches give the G80 a sense of occasion. There’s no shortage of soft-touch composites and leathers either, the Nappa leather seat upholstery particularly plush, resulting in a very refined, upscale environment.
The carbon-fibre trim really suits this sportier trim line.
While it might be hard to find hard plastics in the new G80, it’s not exactly the most advanced when it comes to digital displays. It was certainly up to speed six or so years ago, but massive advancements in high-definition, fully digital gauge clusters and widescreen centre displays have made this otherwise beautiful cabin seem a bit dated compared to most rivals. The new 2021 G80 will take care of this problem, so tech fans may want to wait, but those who don’t care about the latest gadgets will likely be fine with the current model’s mostly analogue gauge package, which is highly visible in all lighting conditions, plenty colourful at centre, and fully functional, while the previously noted head-up display was wonderfully useful and plenty advanced.
The centre-mounted infotainment touchscreen is up to task too, providing an attractive graphical display for the superb Lexicon stereo noted before, not to mention the advanced parking camera with active guidelines, 360 degrees of overhead views, and various closeup angles. While the climate control system needs to be actuated via a separate interface below, when choosing a given setting, a simulated cabin graphic shows individual temperatures on the main screen, which is pretty cool.
Maybe not the most electronically advanced car in its class, but the G80 is certainly comfortable.
Amid the various knobs and buttons on the just-noted HVAC interface, an attractive square analogue clock provides a level of elegance that Genesis won’t be carrying over to the 2021 G80, unfortunately, while the CD changer in the similarly styled audio panel just below has already been deleted as mentioned earlier. Genesis provides USB and aux connectors in a lidded compartment below these as part of the lower console, right next to a wireless device charger that ideally tilts towards both front occupants.
An overhead console hovers above with handy felt-lined sunglasses storage, plus LED reading and dome lamps, powered panoramic sunroof controls, the glass of which can be shaded by pushing forward on a secondary switch. That shade is wrapped in a super soft microsuede, just like the roof liner, both sun visors, and each of the G80’s roof pillars.
The G80’s gauge package isn’t quite as advanced as some rivals.
The mid-size Genesis’ driving position is inherently good, and made even better thanks to those previously noted sport seats, while those in back get an equally spacious compartment. After setting the driver’s seat up for my long-legged, short-torso, five-foot-eight body, I had approximately eight inches ahead of my knees, plenty of legroom, about four inches from the door panel to my shoulders and hips, plus three or so inches of headroom left over, which means the majority of folks should fit in back with room to spare.
As yet unmentioned rear seat goodies include LED reading lights overhead, separate HVAC vents with separate controls housed on the back of the front console, and a pair of particularly well-made magazine pockets on backsides of the front seats, which incidentally are very nicely finished with leather (or at least it looked like leather) from top to bottom. The rear door panels are just as nicely made as those in front, by the way, while the flip-down centre armrest gets dual cupholders, as is almost always the case, plus an unusual set of three-way seat heater controls. A metal clothes hook can be found on the backside of each B-pillar too, which I find very helpful when wanting to arrive at an event without creases in my jacket.
Press a button on the climate control interface below the centre screen and individual temperature settings pop into view.
At 433 litres the G80’s trunk is quite sizeable too, but the back seats don’t fold down to accommodate longer cargo like most rivals. Still, you can stuff skis and the like into a centre pass-through, which almost makes up for the rear seats’ static status.
While the rear of the G80 is pretty well unchanged since inception, some trim details aside, the model received new headlights for 2018, plus a reworked lower front grille, slightly refreshed front and rear facias, new standard 18-inch alloys, new primary instruments, the gorgeous analogue clock and front speaker grilles mentioned before, and a new leather-wrapped, metal-clad shifter knob topping an even more impressive electronic eight-speed automatic transmission that replaced the older-tech mechanical eight-speed autobox.
A new gearshift lever tops off an entirely new eight-speed electronic transmission.
A mere tap rearward puts it into Drive and equally light push forward engages Reverse, with the centre position reserved for neutral as one might expect. The unexpected was an electronic gearbox that’s as easy to slot into gear (or out of gear) as the old-school tranny was, which is not always the case for some (I’m talking to you, Chrysler 300). Like all electronic automatics you don’t need to select Park when shutting off the ignition, as pressing the dash-mounted Engine Start Stop button will do the same thing.
A drive mode selector can be found just aft of the shift lever, with Normal, Eco and Sport selections. Eco mode really retards throttle response, which went a long way to helping the hefty sedan achieve its as-tested Transport Canada fuel economy ratings of 13.8 L/100km city, 9.7 highway and 11.9 combined. The entry-level V6 achieves a 13.4, 9.6 and 11.7 rating respectively, whereas the V8 is thirstiest at a claimed 15.6 city, 10.4 highway and 13.2 combined.
These 16-way sport seats are superb.
Sport mode makes a dramatic difference over the default Normal setting too, with even more satisfying results. The 3.3-litre twin-turbo’s 365 horsepower feels strong when pushed hard from takeoff, much due to each of the G80 Sport’s four 245/40R19 Continental all-season tires biting into pavement simultaneously via Genesis’ HTRAC all-wheel drive system, the car’s brilliantly quick sprints only improved upon by relentless highway passing performance.
The V6-powered G80 Sport benefits from a little less weight over the front wheels than the Ultimate with its Tau V8, which certainly benefits quickness through fast, tightly spaced curves. The G80 Sport manages these with ease, even with 2,120 kilograms pulling in the opposite directions, making the big sedan feel lighter and more agile than it should. Then again, the G80 provides one of the nicer rides in its class too, Genesis managing to be a best-of-both-worlds alternative to its European peers when it comes to quickly riding in comfort.
The rear seating area is roomy, comfortable and nicely finished.
While most of the G80’s rivals offer more advanced features, especially in the tech department, Genesis’s mid-size offering will probably be more reliable over the long haul. Even better, it’s backed up by a five-year or 100,000-km warranty if something goes awry, covering almost every component that comes with the car. Scheduled maintenance is complimentary too, while your car will be picked up by their valet service at your home or office, saving you time and therefore money. If the G80 didn’t already have you sold at hello, some of these latter factors combine to make any new Genesis a very practical luxury choice, and worthy of your consideration.
The good looking CX-5 was available with diesel-power in new Signature trim for 2019, but it has since been cancelled for 2020.
No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.
As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.
The 2.2L SkyActiv-D engine provides plenty of torque, yet not as much as the $5k less expensive 2.5L turbo SkyActiv-G engine, whereas the latter is much more powerful.
Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.
If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.
Signature trim provides LED fog lights and unique 19-inch alloy wheels, while all CX-5s get LED headlights.
Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.
Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.
Great looking LED taillights are even more enticing at night.
Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.
Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.
The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.
Signature trim adds Nappa leather upholstery and real hardwood trim on the dash and door panels.
The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.
Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.
The nicely laid out centre stack includes high-quality controls within easy reach.
I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.
Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.
The infotainment system is controlled by this stylish knurled metal knob and surround buttons.
I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.
I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.
The driver’s seat is extremely comfortable and driving position very good.
Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.
The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.
Rear seat roominess and comfort is excellent.
Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.
Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.
A 20/40/20-split rear seatback and auto-folding levers make the CX-5’s cargo compartment ultra-convenient.
After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.
The new Mercedes-Benz A 220 looks too sleek to be a regular four-door sedan.
I’ve heard the line before. People only buy Mercedes-Benz products to flash its prestigious three-pointed star. That may be true in some cases, but with respect to the new A 220, and many other cars in its extensive lineup, it wins new luxury buyers by being best in class.
It doesn’t hurt that the A 220 looks as good as it does, but take note that at just $37,300 (plus freight and fees) the newest model in Mercedes’ wide and varied 2020 collection isn’t just for the affluent. Yes, that number is a significant $2,310 more than last year’s A 220, but it now comes with standard 4Matic all-wheel drive, Canadians probably not buying enough of the 2019 front-wheel drive variants to make a business case viable moving forward. Still, Mercedes’ most affordable new model is well within reach of those not normally capable of buying into the luxury class, with this base model priced very close to fully loaded versions of mainstream volume-branded compacts.
At first sight the A 220 appears too long, low and lean to be a compact four-door sedan, but with a little research I soon found out its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase puts it slightly smaller than some mainstream compacts you likely know better, including the Honda Civic, Toyota Corolla, Hyundai Elantra and Mazda3, while it competes directly in size and particularly in price with premium-badged sedans such as the Audi A3, Acura ILX, and new BMW 2 Series Gran Coupe, although the Bimmer more accurately targets Mercedes’ sporty CLA-Class four-door coupe.
The subcompact luxury sedan provides a roomy interior with practical cargo carrying capacity.
The new BMW hasn’t been around long enough to collect usable sales data, and it’s hardly been the best of years for the car industry on the whole anyway, so therefore a look back to calendar year 2019 more accurately shows the A-Class and the rest of Mercedes’ small car lineup cleaning up in Canada’s compact luxury competition. Mercedes sold more than 5,000 subcompact luxury models in 2019, which included the new A 250 hatch as well as this A 220 sedan, plus the CLA-Class and outgoing B-Class (more than 300 of the now cancelled Bs were delivered last year, and another 200-plus over Q1 of 2020).
By comparison, the second-best-selling Mini Cooper, which is also a collection of body styles and mostly lower in price, found more than 3,700 Canadian buyers, whereas the Audi A3/A3 Cabriolet/S3 garnered 3,100-plus new customers, the ILX almost 1,900, the 2 Series (ahead of the new four-door coupe arriving) at just over 1,200, and BMW’s unorthodox i3 EV finding 300 new owners. Incidentally, the A-Class, which was the only model in this segment to achieve positive year-over-year sales in 2019 (slightly below 14.5 percent), won over 3,632 new buyers last year alone, placing it just behind the previously noted Mini that saw its Y-o-Y sales fall by 17 percent.
Its sporty styling, LED headlamps and attractive detailing sets the new A 220 apart.
Certainly, the A 220’s attractive styling and approachable pricing contributed to its strong sales last year, but there’s a great deal more to the swoopy four-door sedan than good looks and price competitiveness. For starters is a knockout cabin that wows with style and hardly comes up short on leading-edge features. Most noticeable is Mercedes’ all-in-one digital instrument panel/infotainment display, that combines some of the most vibrantly coloured, creatively penned graphics in the industry with wonderfully functional systems, while housing it all within an ultra-wide fixed tablet-style frame.
These electronic interfaces are important differentiators when comparing an entry-level Mercedes to fully loaded compact sedans from mainstream volume brands like Honda, Toyota, Hyundai and Mazda. Truly, the A 220’s lower dash and door panels aren’t necessarily made from better materials than its more common compact counterparts, respectively the Civic, Corolla, Elantra and Mazda3, but most everything above the waste comes close to matching the tactile and materials quality found in more expensive Mercedes models, like the C-Class and even the E-Class. Together with the eye-popping digital interfaces already mentioned are gorgeous stitched leather door inserts, rich open-pore textured hardwood along those door panels and across the dash, while satin-finish aluminum trim can be found all over the interior, my personal favourite application being the gorgeous turbine-like instrument panel HVAC vents.
The A 220’s luxurious cabin is sensational.
Going back to the all-in-one primary instrument cluster and infotainment widescreen display, dubbed MBUX for Mercedes-Benz User Experience, the left-side gauge package provides a number of different display themes including Modern Classic, Sport and Understated, plus the ability to create your own personalized themes, while the layout can be modified to a numeric format speedometer in place of the traditional-looking circular one, with the rest of the display area used for other features like navigation mapping, fuel economy info, regenerative braking charge info, Eco drive setting information, etcetera.
Over on the right-side of my test model’s MBUX display were the usual assortment of centre-screen infotainment functions, like navigation (albeit with the ability to opt for an augmented reality feature that shows a front camera view displaying upcoming street names and directional indicators); audio system info including graphical satellite radio station readouts; drive settings that include Eco, Comfort, Sport and Individual modes (that can also be chosen via a rocker switch on the lower console); advanced driver assistive systems settings; a calls, contacts and messages interface; a big, clear parking camera with active guidelines; plus more, and on top of all this Mercedes provides more hands-on control of infotainment functions than any competitor.
The entry-level A 220 provides all of the style and most of the features found in pricier Mercedes-Benz sedans.
Adjustments can be made via the touchscreen itself, which is rather uncommon in the luxury class, plus you can use Mercedes’ very smart Linguatronic Voice Control system that’s easily one of the most advanced in the industry (but take note that “Mercedes” is a tad too eager to help out, always responding with a pesky “How can I help you?” when mentioning her name), or alternatively let your thumbs do the talking via a miniscule set of BlackBerry-like optical trackpads on the steering wheel spokes, or finally use the touchpad on the lower console, which is surrounded by big quick entry buttons as well. That touchpad is the best I’ve used this side of my MacBook Pro, providing intuitive responses to tap, swipe and pinch inputs, is as easy to use as dropping your right arm from the steering wheel, and didn’t cause me to divert my eyes from the road more often than necessary.
An attractive row of climate controls stretches across a smartly organized interface just below the centre display, featuring highly legible readouts and lovely knurled aluminum toggle switches, all hovering above a big rubber smartphone tray that boasts wireless charging capability. All around, the A 220 provides most everything you’ll need and a number of things you won’t, but I like the soft purple ambient lighting nonetheless.
A fully digital gauge cluster comes as part of the new MBUX infotainment system.
The only negative I could find were the small, delicately sized and hollow feeling steering wheel stalks for the turn signals/wipers and selecting gears, but due to how well they’re made I still can’t lambaste them completely. I’m thinking they’re more about reducing mass to save on fuel and improve performance, not that they’d individually make a big difference to either. To be clear, I’ve never tested lighter or less substantive column stalks ever. In fact, the shift paddles feel heftier, but they certainly did what they needed to and won’t likely fall apart, it was just a strange decision for Mercedes to make such important hand/machine interfaces so flimsy feeling.
Even before I shifted the A 220 into gear, I was shocked at how thin the lower door panel composite was. Was this due to weight savings as well? The plastic extrusions were perfect with thin ribs strengthening their upper edges, so it wasn’t a case of cutting corners, but they didn’t feel up to Mercedes’ usual high-quality standards. Fortunately, as noted earlier, the A 220’s more visible surfaces are superb, other than the hard-composite lower centre console that might be somewhat disappointing to those that have recently spent time in one of the upper trims of the volume-branded compacts noted before, which mostly finish such areas in soft padded pleather.
Mercedes does away with a traditional centre stack, but what’s left is a much more convenient dash design.
Up above is a particularly nice overhead console featuring controls for a big panoramic glass sunroof, plus LED dome and reading lights, and more. It was strange that the B and C pillars weren’t wrapped in fabric, with only the A pillars done out to premium standards, just like the mainstream cars just mentioned, but of course this isn’t totally uncommon in the luxury segment’s most basic entry-level category. At least all of components fit nicely together, with each lid and every door shutting with firm Teutonic solidity, except for the glove box lid that was particularly light in weight.
My tester’s interior was doused in a light grey and black two-tone motif, much of the grey being leather that covers both rows of seats that are wonderfully comfortable and wholly supportive, particularly via their side bolstering. They even included manually-adjustable lower thigh extensions that I loved. I’m not only talking about the front seats, by the way, because those in the rear outboard positions provided good comfort as well, thanks to sculpted backrests and more foot and legroom than expected, plus a decent amount of headroom.
The new MBUX infotainment system is truly best in the industry.
After adjusting the driver’s seat for my long-legged, short-torso five-foot-eight, small-build body type, there was still about five inches in front of my knees and more than enough space for my feet while wearing a pair of boots, while side-to-side roominess was good too. With three inches of airspace over my head, tall teens and larger adults than me should have no problem fitting in back, while the rear headrests also provided comfortably soft support.
Mercedes provides a fold-down centre armrest in back, but I found it too low for comfort, although it would likely be ideal for smaller sized adults or children. It comes with a duo of pop-out cupholders that clamp onto drinks well, while a set of netted magazine holders are attached to the backside of each front seat too. Each rear outboard passenger gets their own HVAC vent as well, plus just under these is a pull-out compartment complete with a small storage bin and a pair of USB-C chargers. No rear seat warmers were included in my tester, but LED reading lights could be found overhead.
Cargo shouldn’t be a problem being that the A 220’s nicely finished trunk is quite big for this class, and I really appreciated the ability to stow longer items like skis down the middle thanks to ultra-versatile 40/20/40 split-folding rear seatbacks. Folding the seats down is easy too, because Mercedes offers up a set of trunk-mounted levers.
Mercedes provides four different ways to access the MBUX infotainment system, including this well designed trackpad.
Together with everything already mentioned, this year’s A 220 comes well equipped with standard features such as LED headlamps, 17-inch alloys, brushed or pinstriped aluminum interior inlays, pushbutton start/stop, MBUX infotainment (although the base model’s display size is smaller than my tester’s at 7.0-inches for each of its two screens), a six-speaker audio system (that provided deep resonant bass tones along with nice mids and highs), a power-adjustable driver’s seat with memory, heated front seats, the panoramic sunroof mentioned earlier, forward collision warning with automatic emergency braking, plus a lot more.
You may have noticed more gear in the photos, this because my test model also came with $890 worth of Mountain Grey Metallic exterior paint; $500 of 18-inch five-spoke alloy wheels; a $3000 Premium package featuring proximity keyless access, power-folding mirrors, a bigger 10.25-inch digital instrument cluster and the same sized centre display featuring Apple CarPlay and Android Auto smartphone integration, voice control, induction charging, auto-dimming rear view and driver’s side mirrors, ambient lighting, a foot-activated powered trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package that added multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; plus a $1,000 Navigation package including a GPS/nav system, live traffic, Mercedes’ Navigation Services, the augmented reality function noted before, a Connectivity package, and finally Traffic Sign Assist.
Comfortable, supportive and fabulous looking, the A 220’s seats are superb.
The long list of additions continue with a new (for 2020) $1,900 Intelligent Drive package boasting Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (which uses the nav system info to adjust the A 220’s speed based on road conditions ahead before the driver can even see what’s coming), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; $475 satellite radio; plus black open-pore wood inlays for $250 (walnut inlays are available for the same price); all of which added $10,515 to the 2020 A 220’s previously noted $37,300 base price, making for an impressively equipped compact Mercedes at just $47,815 (plus freight and fees).
It was missing a lot of additional gear too, by the way, including a $1,500 Sport package or $2,000 Night package, $500 optional 19-inch alloys, a $250 heated Nappa leather steering wheel, a $1,500 head-up display unit, a $650 surround parking monitor, a $700 450-watt, 12-speaker Burmester surround audio system (which is quite the deal for this brand), a $300 garage door opener, a $450 powered front passenger’s seat with memory (the base model’s is manually operated), and $1,200 worth of cooled front seats (these new for this model year).
This big panoramic powered glass sunroof comes standard.
As impressive as the new A 220’s styling, cabin design, detailed execution and loads of features are, the brand’s century of heritage really comes through when out on the road. Despite only endowed with 188 horsepower and 221 lb-ft of torque, straight-line acceleration is quite strong and even more so when set to Sport mode, at which point shifts from the seven-speed dual-clutch automatic come quickly and precisely. The car’s now standard 4Matic all-wheel drive allowed all four of the 225/45R18 Michelins below to latch onto pavement simultaneously, resulting in sharp, immediate results when my right foot was pegged to the throttle, while the little sport sedan tracked brilliantly during fast-paced highway and curving byway excursions, even in rain-soaked conditions.
Standard shift paddles add some hands-on engagement that was really appreciated when pushing hard in Sport mode, but I also found them useful for short-shifting to save on fuel. I opted for Eco mode for such situations, which provided even smoother more relaxed shifts as well as fuel economy improvements. The A 220 is rated at 9.6 L/100km city, 7.1 highway and 8.5 combined, and while we’re talking efficiencies, last year’s front-wheel drive version didn’t make that much of a difference due to a claimed fuel economy rating of 9.7, 6.8 and 8.4 respectively, so therefore Mercedes’ choice to offer AWD as standard equipment won’t hamper your fuel budget.
The rear seating area is roomy, comfortable and refined.
It was during my usual relaxed pace of driving, with a focus on saving fuel, that I really appreciated the A 220’s excellent ride quality, impressively smooth for this class of car, but then again it’s important for me to point out that it’s never soft and wallowy. In Germanic tradition its ride is firmer than rivals from Japan, although I couldn’t imagine anyone complaining about harshness. The A 220’s hushed ambiance makes it feel even more refined and luxurious, making it ideal for isolating noisy, bustling city streets as well as toning down the sound of wind on the open road.
I must say, if my own money was on the line in this entry-level luxury segment, I’d opt for the A 220 over its four-door subcompact premium rivals, as it scores high marks in all key categories. It looks stunning and offers up what I think is the nicest interior in the class, can be had with all the features I want and need, is great fun to drive when called upon yet provides all the pampering luxury I’d ever want, and is a fairly pragmatic choice too, at least with respect to four-door sedans.
The spacious trunk benefits from a large centre pass-through for loading in longer cargo like skis.
This said I have yet to drive the new BMW 2 Series Gran Coupe, although its self-proclaimed four-door coupe body style won’t be able to offer up the same amount of rear seat headroom as the A 220, and the only other subcompact luxury competitors are the Audi A3, which has been on the market for seven-plus years with only a subtle mid-cycle makeover, plus the Acura ILX that’s just as long-in-the-tooth, although only last year it had a much more dramatic update. Still, the ILX is merely an old Honda Civic under the skin, albeit with a better powertrain and gearbox.
Whether opting for the new A 220 or one of the other cars mentioned in this review, I’d be sure to check them all out right here at CarCostCanada before heading to the dealership, mind you. Our 2020 Mercedes-Benz A-Class Canada Prices page was showing up to $750 in additional incentives at the time of writing, while the 2019 model (if still available) was available for up to $2,000 in additional incentives. Members can access information about manufacturer rebates, financing and leasing deals, or other incentives, and best of all is dealer invoice pricing that can save you thousands at the time of purchase. Find out how CarCostCanada works here, and make sure to download our free app at the Google Android Play Store or Apple App Store so you can access all this valuable info when you’re at the dealership.
The Jetta GLI offers up a discreet, stylish look that’s as appealing to younger performance fans as it is to those that have been around awhile.
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.
LED headlamps come standard, as do “GLI” badges and unique red trim accents.
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.
Special aerodynamic aids visually separate the GLI’s styling from regular Jetta models.
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.
Exclusive grey-painted 18-inch alloys are encircled by red pin stripes, while red callipers promise stronger standard braking power.
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.
Special front fender garnishes include “GLI 35” badging.
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.
LED taillights provide a bright warning to following vehicles, plus tasteful good looks.
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.
The Jetta GLI’s interior combines premium-like features with some sub-mainstream materials quality.
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 GLI’s instruments and infotainment are a step above most rivals.
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.
This is as good as digital instrument clusters get in the mainstream volume-branded sector.
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.
The Jetta GLI’s 8.0-inch infotainment touchscreen is packed full of convenience and performance features.
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.
Every new car should come with a wireless charger, and VW makes this large one standard in the GLI.
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).
The GLI’s standard power-adjustable sport seats are comfortable and supportive.
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.
Volkswagen provides a comfortable, roomy rear passenger compartment, but the tactile quality of the rear door panels is not up to par.
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.
At 510 litres, the Jetta’s trunk is large, but no centre pass-through means it’s not as useful as the Golf’s cargo compartment.
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.
The upcoming 2021 Buick Envision is certainly no wallflower.
Market segments don’t come any more competitive than the compact luxury crossover SUV class, with younger brands like Acura, Lexus and Infiniti mixing it up with the old guard from Europe including Mercedes-Benz, BMW, Audi, Jaguar, Land Rover and Volvo. Nearly 20 models duke it out in this category, and Buick, which carefully balances between both luxury and mainstream volume market sectors, has been struggling to get noticed with a fairly safely styled Envision.
After two years of availability in China, Yantai, Shandong-built Envision wasn’t exactly fresh when it arrived in Canada for the 2016 model year, and while some of the just-named premium brands fare worse on the compact luxury SUV sales chart than Buick’s entry, it’s never found the type of traction an SUV priced as competitively in this segment should. In fact, unlike its closest rivals, Buick’s larger three-row Enclave SUV sold in greater numbers than the Envision last year, and its much smaller subcompact Encore sold almost four times as many units.
The outgoing 2016-2020 Buick Envision is less noticeable than the new model, yet still attractive.
Soon it will be out with the old and in with the new, however, this attractive new 2021 Envision showing that Buick is getting serious about competing against the best in the business, at least from a styling perspective. Only small design cues, such as the overall grille design and general shape of the headlamps and taillights, carry forward into the updated model, while much of its sheet metal appears more angular than in past Buicks, closer in fact to Cadillac’s XT crossover SUV line.
With just three exterior photos to go on, and very little information accompanying them, there’s not much to talk about. Buick mentioned nothing about the current 197 horsepower naturally aspirated base 2.5-litre four-cylinder engine, but did speak of the 252 horsepower 2.0-litre turbocharged four that’s now offered as an option in the 2020 model. Therefore we can assume the 2.0-litre turbo will come standard, and be joined up with a new nine-speed automatic that’s three gears more advanced than the one it will replace. Also expected, Canadian-bound Envisions will more than likely continue into the new generation with standard AWD.
The new 2021 Envision pulls a few design cues from its predecessor, particularly the shape of its headlamps and taillights.
Of note, the first-generation Envision rides on the same GM Delta platform as the current second-generation Chevrolet Equinox and GMC Terrain compact SUVs, so it makes sense that this latest iteration will do likewise. The current model offers a commendable ride and handling package thanks to a fully independent suspension with struts up front and four-link setup in the rear, so it’s likely something very similar will underpin the new 2021 model.
Additionally, the new 2021 Envision will arrive with standard forward collision alert, automatic emergency braking (for vehicles and pedestrians), lane keeping assist, lane departure warning, rear parking assist, etcetera. Reports also claim the new Envision’s advanced driver assistance systems were partially developed at General Motors’ Canadian Technical Centre, which is a nice connection to Canada.
Available features should include front parking assist, semi-automatic parking assist, an overhead parking monitor, blindspot monitoring with rear cross-traffic alert, a head-up display unit, a rearview mirror with an integrated camera system, and more.
The old Envision should be considered by luxury buyers wanting a nicely refined compact luxury SUV.
A 10.0-inch centre-mounted touchscreen featuring an HD reverse camera will be available, incidentally, as will Android Auto and Apple CarPlay smartphone integration, not to mention Amazon Alexa, while Buick will offer its top-line Avenir trim in the Envision for the first time.
Just in case you prefer the subtler, softer lines of today’s 2020 Buick Envision or simply want to take advantage of any deals that might be available now, like manufacturer rebates, financing and leasing offers, and dealer invoice pricing that could save you thousands, take note that an inexpensive CarCostCanada membership will provide you with everything just mentioned and more, giving you everything needed before speaking with your local Buick dealer.
As for the newly redesigned Buick Envision, it’s expected to go on sale sometime in early 2021, but we’ll no doubt be getting more details before then. Stay tuned…
The V90 Cross Country offers a nice combination of quick, comfortable wagon and rugged SUV.
Volvo’s V90 Cross Country started life just three years ago for the 2017 model year, and it’s already being discontinued in Canada. The 2019 model year will be this large luxury crossover wagon’s final curtain call, along with the regular V90 sport wagon that’s also seen sales diminish dramatically since the smaller V60 wagon, V60 Cross Country and XC60 luxury crossover SUVs were redesigned. This leaves the impressive S90 luxury sedan as the only model from Volvo’s mid-size threesome to continue into 2020.
It might seem a bit strange to choose a big luxury sedan over a supposedly trendier crossover wagon, but such is the case with Volvo Canada. The Swedish automaker’s US division is currently selling a 2020 version of the V90 Cross Country with a refreshed 2021 waiting in the wings, but we’ll need to go Stateside to see that. As it is, Volvo hasn’t been purveying many mid-size E-segment vehicles north of the 49th, with sales of its S90, V90 and V90 Cross Country trio plunging 65 percent to just 295 units last year.
Sadly, the good looking and highly functional V90 Cross Country was discontinued after the 2019 model year.
As a backgrounder, the V90 Cross Country replaced the much-loved 2000-2016 XC70, and by doing so combined Volvo’s recently reinvigorated sense of style with its well respected quality, sensible practicality, and turbocharged, supercharged four-cylinder performance to the mid-size crossover wagon category, while increasing the level of opulent luxury on offer.
Those familiar with today’s Volvo understand what I’m talking about, particularly when any of its models are upgraded to their top-tier R-Design or Inscription trim levels. This said the V90 Cross Country doesn’t get so fancy with hierarchal names here in the Canadian market, merely using one no-name trim and various packages to add options. On that note my test model featured a Premium package that includes a generous list of standard features and wealth of impressive furnishings, making for one of the more luxurious crossover wagons available.
The LED headlights, fog lamps and 19-inch alloys are standard.
I’m sure Audi and its many loyal enthusiasts would argue that the German brand’s entirely new 2020 A6 Allroad is even more resplendent, and despite the Ingolstadt-based contender being wholly impressive, Gothenburg’s outgoing alternative looks and feels even more upscale inside even though it’s priced $12,700 lower.
A 2019 V90 Cross Country can be had for just $62,500, whereas the A6 Allroad is comparably expensive at $75,200, and while Audi gets some prestige points for brand image, plus its potent turbocharged 3.0-litre V6 that puts out an extra 19 horsepower and 74 lb-ft of torque over Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that makes 316 horsepower and 295 lb-ft of torque, this Swedish alternative is a bit easier on fuel thanks to a claimed Transport Canada rating of 11.6 L/100km city, 8.1 highway and 10.0 combined, compared to 11.8, 9.1 and 10.6 respectively.
The V90 Cross Country’s SUV-like detailing is very upscale.
Previously Volvo sold a $59,500 V90 Cross Country T5 AWD with 250 horsepower, but it was cancelled at the end of the 2018 model year, as was the previous top-line $84,900 Ocean Race T6 AWD.The just-noted $3,900 Premium package certainly adds to this 2019 model’s luxury accoutrements, however, with features like heatable windshield washer nozzles, auto-dimming and power-folding exterior mirrors, LED interior lights, aluminum treadplates, a heatable steering wheel, front and rear parking sonar with graphical proximity indicators, Park Assist Pilot semi-autonomous self-parking, a 360 Surround View camera, a universal garage door opener, four-zone auto climate control, a cooled glove box, heated rear outboard seats, power-folding rear seatbacks and outer head restraints, a wonderfully useful semi-automatic cargo cover, an integrated mesh safety net to protect passengers from potentially flying cargo, blindspot monitoring with cross-traffic alert, etcetera.
The V90 Cross Country’s cabin is very inviting and more luxurious than you might be expecting.
The $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, incidentally, which is a no-cost option with Audi, but the A6 Allroad only gives you the choice of black or beige leather inside, and it’s not the same high-grade Nappa leather as in the V90 CC, which is available in four zero-cost optional colours including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).
Of course, both cars can be loaded up, my tester not fully equipped. In fact it was missing a $3,600 Luxury package featuring a beautifully tailored instrument panel, an enhanced set of front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage capability, and ventilation, as well as manually retractable rear window side sunshades.
Comfortable and well laid out, the V90 Cross Country is easy to live with.
My tester didn’t include the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only came with 19-inch alloy wheels instead of 20-inch alloys that cost $1,000 more, while it was also missing body-colour bumpers, wheel arches and sills, Metal Mesh decor inlays (although the hardwood was very nice), a black headliner, a graphical head-up display, a Bowers & Wilkins premium audio system (with ¬gorgeous aluminum speaker grilles—a $3,750 option), and two dual-stage child booster seats integrated within the rear outboard positions, all of which might add $18,375 to the 2019 V90 Cross Country’s price, potentially hoisting it up to $80,875.
A fully digital instrument cluster comes standard.
While this might seem like a lot of money for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without any massage action, and while Audi’s impressive “Virtual Cockpit” digital gauge package is included (the V90 features a digital instrument cluster too, just not quite as configurable), being massaged from below a higher grade of Valcona leather will cost A6 Allroad buyers an additional $4,050, whereas including all of the V90 CC’s advanced driver assistance systems will add another $2,400.
The V90 CC’s tablet-style infotainment touchscreen is fully featured and easy to use.
Audi buyers can also add the A6 Allroad’s $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, another $2,500 for Night Vision Assistant, $500 more for quieter dual-pane glass, $350 extra for Audi Phonebox with wireless charging, an additional $350 for rear side airbags, and $1,000 more for full body paint (which was already priced into the top-tier V90 CC), bringing the German car’s max price up to $102,650, less $1,000 in additional incentives when signing up for a CarCostCanada membership, which provides info on all current rebates, financing and leasing deals, plus otherwise difficult to get dealer invoice pricing, so you can be fully prepared before negotiating with your local retailer (see our 2020 Audi A6 allroad Canada Prices page).
Check out this bird’s eye view! The V90 CC’s overhead camera makes parking easy.
Keep in mind the additional incentives for the A6 Allroad are $1,000 less impressive than the $2,000 any Volvo dealer will chop off of the price of a 2019 V90 Cross Country (see that on our 2019 Volvo V90 Cross Country Canada Prices page), but even before factoring in such savings, this Volvo should truly impress anyone choosing between these two impressive crossover SUVs.
Both are unmistakably attractive inside and out, thanks to dynamic designs and the latest LED lighting tech. Some will like the minimalist Audi cabin more, while Volvo’s ritzier look will appeal to others. Faulting either on their quality of materials and overall construction will fall on deaf ears, as they’re both superbly crafted.
The V90 CC’s eight-speed automatic is sublimely smooth.
True, but Volvo makes a nicer key fob. Say what? Yes, it’s easily one of the nicest remotes in the industry, even making you feel special when outside of the car thanks to the same Nappa leather surrounding its flat surfaces as found the car’s seat upholstery, plus beautifully detailed metal around the edges. Of course, being that most owners only touch their proximity-sensing remotes when switching jackets or purses it seems a bit extravagant, but going above and beyond has always been part of what luxury owners crave.
Volvo covers the majority of surfaces with premium soft-touch synthetic or optional contrast-stitched leather, not to mention beautiful dark oak inlays on the instrument panel and doors. The more upmarket version swaps the wood out with metal inlays, as mentioned earlier, while there’s no shortage of satin-finish aluminum accents everywhere else.
Much of the V90 Cross Country’s switchgear is jewel-like.
Volvo makes sure to cover most surfaces below the waste in premium pliable synthetic, which isn’t the case with a fair number of premium brands like Lexus (although they don’t sell anything in this niche segment), while each pillar is covered in the same nicely woven material as the roof liner.
While most features mentioned so far is par for the course in the luxury sector, much of the V90 CC’s buttons, knobs and switches look more like fine jewellery than anything mechanical. Volvo uses a dazzling diamond patterned bright metal to edge much of its switchgear, including the main audio knob, the rotating ignition switch, the scrolling drive mode selector, and the air vent actuators. No rival goes so far to wow its owners this side of Bentley, making the V90 CC and most everything else Volvo has on offer stand out from the rest of the luxury field.
These seats are fabulous!
Before continuing, I need to point out that most everything I’ve mentioned comes standard in Canada, the aforementioned digital gauge cluster included. An impressive vertical tablet-like infotainment touchscreen takes up the majority of the centre stack, with super clear, high-definition graphics and deep, rich colours, plus an interface that’s as easy to use as a smartphone or tablet thanks to familiar tap, swipe and pinch capabilities (not always the norm in the luxury class). It comes filled with all the expected functions too, including one of the coolest HVAC temperature controllers in the industry, and a superb 360-degree overhead camera system. The touchscreen in my V90 CC tester, which comes near to being a top-line model, is almost exactly the same as the one in the smallest and most affordable Volvo XC40 crossover SUV, or any other new Volvo, which allows easy adaptation to those moving up through the range.
Big enough sunroof for you? The V90 Cross Country comes standard with this panoramic sunroof.
The digital instrument cluster offers up a bright, clear display too, albeit with a slight matte finish to diminish glare. While it’s configurable, Volvo doesn’t go so far to wow its driver as Audi does with its previously noted Virtual Cockpit, being that you’re not able to make the multi-infotainment display in the centre system larger and the circular gauges smaller. Where Audi amazes is the Virtual Cockpit’s ability to dramatically reduce the size of the primary dials and maximize the multi-info display to the point it takes over most of the screen, which is great for viewing the navigation’s map while driving. The V90’s gauge package provides good functionality in different ways, mind you, with the primary instruments reducing in size slightly while some multi-info display features get used, and the centre area is fairly large and appealing thanks to attractive graphics and most functions from the infotainment system.
The rear passenger compartment is roomy, comfortable, and beautifully finished.
While the V90 CC provides state-of-the-art electronic interfaces and surrounds its generous supply of features with a sumptuous interior, it wouldn’t matter one bit if Volvo didn’t supply the worthy powertrain noted earlier, and matching handling dynamics. The big wagon’s 315 horsepower and 279 pound-feet of torque are more than enough for energetic V6-like acceleration from standstill and ample get-up-and-go during passing manoeuvres. The engine combines with a quick-shifting eight-speed automatic transmission with manual mode, but alas there aren’t paddles for wandering fingers. Those wanting to do their own shifting can do so via the gear lever, but other than for testing I never bothered, as it’s a superb transmission when left to its own devices.
The V90 Cross Country’s innovative cargo cover automatically pulls itself up and out of the way when the tailgate opens.
The comfort-focused V90 Cross Country isn’t quite as quick through the corners as the more road-hugging V90 T6 AWD R-Design sport wagon I tested previously, but it’s not far off. The CC gets a 58-millimetre (2.3-inch) suspension lift, meaning that its centre of gravity is affected, so its lateral grip isn’t quite as tenacious as the sportier wagon. This said, unless really trying to make time through a winding mountainside back road you probably won’t notice, and besides, the Cross Country is more about comfort than speed anyway. To that end it’s suspension, together with its aforementioned front seats, is glorious, and ideal for charting the cottage road less travelled or trekking through deep snow.
Making the latter possible, all V90 Cross Country crossover wagons come standard with all-wheel drive, albeit no off-road mode so don’t go wild when venturing into the wilderness. Still, it handles slippery situations well, making me confident that light-duty off-road conditions would be no problem.
This built-in cargo divider includes grocery bag hooks.
Volvo provides a set of aluminum roof rails as standard equipment, while you can get roof rack cross-members, bike racks, storage toppers and more from your dealer’s parts department, all coming together to make the V90 Cross Country a perfect companion for outdoor activities such as cycling, kayaking, and camping trips. A $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA) is also available, perfect for towing a small boat or camp trailer.
Along with the comfortable ride and superb seats mentioned earlier, the V90 CC’s driving position is wonderfully adjustable and therefore ideal for most body types. I’m slightly shorter than average at five-foot-eight, with legs that are longer than my torso, which sometimes causes a challenge if the telescopic steering column doesn’t reach far enough rearward. The V90 CC had no such problems, resulting in a comfortable setup that left me fully in control.
A mesh cargo net keeps passengers safe from flying cargo in case of an accident.
When sitting behind the driver’s seat set to my height, I still had 10 inches ahead of my knees, plus about five inches from my shoulder to the door panel, another four beside my hips, and three and a half or so over my head. Stretching my legs out, with my shoes below the driver’s seat, was easy, while rear seat comfort was enhanced with my test car’s four-zone automatic climate control that included a handy interface on the backside of the front console. A set of heatable outboard seats would be popular with rear passengers for winter ski trips without doubt, as would the big standard panoramic sunroof anytime of the year. Adding to the sense of openness, the V90 CC also gets rear HVAC vents on the backside of the front centre console, plus another set more on the midpoint of each B-pillar. A really fancy centre armrest folds down between outboard passengers, featuring pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage bin, while LED reading lights hover overhead.
A small but useful centre pass-through ups the V90 CC’s practicality.
A power tailgate provides access to the V90 CC’s spacious cargo compartment, at which point the previously noted retractable cargo cover automatically moves up and out of the way. The cargo area measures 560 litres (19.8 cubic feet) aft of the rear seatbacks and about 1,530 litres (54 cu ft) with the rear row dropped down, and is beautifully finished with high-quality carpets right up each sidewalls and on the rear seatbacks, plus the floor of course, while underneath a rubber all-weather cargo mat (which comes as part of a $355 Protection package also including floor trays for four of the five seating positions, a centre tunnel cover, and the just-mentioned cargo tray), my test model’s floor included a pop-up cargo divider with integrated grocery bag hooks. The cargo floor can be lifted one more time, providing access to a shallow carpeted compartment for stowing very thin items (it was ideal for storing the carpeted floor mats while the all-season ones were being used).
No shortage of gear-toting space behind the 60/40-split rear seatbacks.
I really appreciated the V90’s centre pass-through, which made the otherwise 60/40 split-folding rear seatbacks more versatile, but this said it’s a bit small and narrow, and not as useful as a true 40/20/40-split rear seatback. Still, two pairs of skis could fit within, but you’d still need to stow two down the 40-percent portion of the cargo area if four wanted to go skiing, forcing one passenger onto the hump in the middle. When dropping those seats, however, powered release buttons on the cargo sidewall make the job ultra-easy. These flip the headrests forward automatically as well, which can also be lowered from the front to improve rear visibility.
There’s plenty of cargo space in the V90 Cross Country.
So who’s right for the V90 Cross Country? I think it’s perfect for those considering the move up from a traditional four-door sedan or wagon into something more practical, yet not ready for a big, SUV-style crossover like Volvo’s XC90. This said I’m not going to recommend the V90 CC over Audi’s new A6 Allroad or vice versa, at least not yet, mostly because I haven’t driven the new German. Still, having spent some time inside the Ingolstadt alternative, I can easily say this Volvo measures up, while Audi will have to work very hard to achieve more comfort than this V90 CC, and any advantage in fuel economy is a good thing (although some would rather have more power).
At the end of the day it comes down to one’s personal taste, not to mention the ability of your local Volvo retailer to source a new V90 Cross Country. If you like what you see don’t wait any longer as they’re disappearing quickly.
The new 911 Carrera will be available with the innovative InnoDrive adaptive cruise control system starting in 2021.
Porsche only showed its new 2021 911 Turbo S Coupe and Cabriolet models in March, and we’re already find out what they’ve got in store for next year’s 911 Carrera, Carrera S, and Carrera 4S.
The two sportier trims will soon get a new seven-speed manual transmission, but we’re not yet sure if the DIY gearbox will be standard in Canada and therefore priced lower than the current standard eight-speed automated PDK dual-clutch transmission, as it was in 2019, or if it will be no-cost option like the latest 2021 models are being offered in Europe. Fortunately, Porsche Canada will announce pricing in a few months, which will clarify this question.
Want a faster and more agile 911? Good news! 2021 Carrera Coupes will be available with a new lightweight glass package.
PDK-equipped 911s in mind, Porsche will make its InnoDrive adaptive cruise control system available for 2021 as well. InnoDrive has the ability to automatically maintain set speed limits and slow down for corners, in addition to the usual adaptive cruise control capabilities.
Also new, optional Smartlift raises the 911’s front axle to clear steep driveways and larger than average speed bumps, while it can also be programmed to automatically remember specific locations where it needs to lift. A tire temperature readout gauge is new for 2021 911s equipped with the Sport Chrono Package as well.
Smartlift will raise your 911s front end upwards to overcome big speed bumps and steep driveways.
In an effort to make the 911 even sportier, a lightweight glass package reduces mass up high in the body and therefore lowers the car’s centre of gravity. Only available with the Coupe, this feature will be popular with performance purists, while those wanting more refinement can opt for thicker, better-insulated glass.
Porsche looks to its past for a new leather upholstery upgrade package, introduced earlier for the base 2021 Turbo S. The retro upgrade pulls styling cues from the 930-generation 911 Turbo, and is available in both the Coupe and Cabriolet.
More trivial yet still cool, Porsche’s seven-colour Ambient Lighting Package has been renamed from the outgoing model year’s somewhat less obvious Light Design Package name, while the 911’s exterior paint palette has grown to include Python Green for 2021, a colour also offered with the 911 Turbo S and 718 Cayman GTS 4.0.
We can expect more 2021 911 details closer to launch.
The Mercedes-AMG C 43 4Matic Wagon is a fully capable sport sedan with the functionality of an SUV.
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.
Great looking AMG C 43 4Matic Wagon can be made even more menacing by adding glossy black exterior accents via the AMG Night package.
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.
LED cornering headlights, 19-inch alloys and glossy black details means that this AMG C 43 Wagon has some extras added.
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.
This C 43 Wagon’s aggressive rear diffuser gets stuffed full of a free-flow AMG Performance Exhaust System.
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.
The AMG C 43 Wagon’s interior is exquisite.
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.
No rival does door panels as nicely as Mercedes-Benz.
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.
A feast for the eyes and the senses, the C 43’s cabin is beautifully detailed, very well made and extremely comfortable.
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.
A fully digital gauge cluster is optional, and it’s a brilliantly colourful, fully featured design with good customization capability.
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.
The centre stack is well organized and impeccably finished, especially when upgraded to carbon-fibre surfacing.
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.
The high-definition centre display provides myriad functions and superbly colourful graphics.
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.
Performance seats don’t get any better than this.
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.
Rear seat roominess and comfort is great.
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.
Second-row seatbacks that fold 40/20/40 mean that rear passengers can enjoy the window seats when long cargo is stored down the middle.
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.
With the 2019 Mazda CX-5 GT, style comes standard.
There have always been automotive brands that bridge the gap between mainstream and luxury, Buick quickly coming to mind. It fills a niche between Chevrolet and Cadillac in General Motors’ car brand hierarchy, but it doesn’t rise up to meet newer luxury marques like Acura and Infiniti in most buyers’ minds. Lately, Mazda has been playing to this audience too, and is arguably doing an even better job of delivering premium cachet in its highest GT and Signature trim lines.
Where brands like Buick, and even the two Japanese upstarts just mentioned, along with Lincoln, Genesis (speaking of upstarts), Lexus, Audi (and all of the VW group luxury brands including Porsche, Lamborghini and Bentley), plus BMW and Alfa Romeo (to a lesser extent) share platform architectures with lesser brands, Mazda is one of the auto industry’s very rare independent automakers, with no ties to any other global group. Amongst volume-production premium brands only Tesla stands independent, while none other than Mazda are independent within the mainstream volume sector.
The CX-5 provides a sporty profile for this utilitarian class.
Yes, even little Subaru is partially owned by Toyota, and Mitsubishi is part of the Renault–Nissan–Mitsubishi Alliance. Whether or not Mazda will be able to stay independent through the uncertain economic climate we find ourselves in now, and is likely before us, is anyone’s guess, but then again it could be the brand’s saving grace if things get ugly out there, and marginally successful brands like Mitsubishi, Infiniti, Chrysler, Buick and who knows what else get axed from our market. Mazda’s unique position in the market gives it a lot of room to grow, while their good design, the quality of their products, and their credible performance DNA give them a certain street cred that other brands can’t match.
Mazda’s move up to premium status starts with really attractive exterior styling that translates well into all segments and body styles, the sporty CX-3 subcompact SUV sharing some of its design cues with the all-new, slightly bigger CX-30 and the even larger compact CX-5 shown in this review, not to mention the biggest crossover SUV of the Mazda bunch, the mid-size three-row CX-9, while all share visual ties with the compact Mazda3 sedan/hatchback and mid-size Mazda6 sedan, plus the brilliant little MX-5 sports car.
LED headlamps are standard, but the signature elements within are part of GT trim and above, as are the tiny LED fog lamps.
Mazda has long dubbed its design language KODO for “art of the car”, but its latest models are inspired by KODO 2.0, which is the second-generation of its clean, elegant design philosophy. W saw a glimpse of KODO 2.0 in the stunning Vision Coupe and Kai concepts from the 2017 Tokyo Motor Show, the latter of the two more or less morphing into the newest Mazda3 Sport. KODO 2.0 has also made its impact on the brand’s SUV lineup, the CX-5 showing obvious signs of influence.
Mazda replaced the Ford Escape-based Tribute with the first-generation CX-5 in January of 2012; the Mazda3-based design a much more modern offering that elevated the Japanese automaker’s prestige and sales. The second-generation CX-5 arrived in 2017, and thanks to greater use of the KODO 2.0 design language it transformed into a much ritzier looking compact crossover.
GT trim provides leather seats and trim, in black or this classy Pure White colour.
The CX-5’s truly upscale atmosphere is best experienced inside, mind you, with premium features like cloth-wrapped A-pillars and a plush, padded dash top, upper and lower instrument panels, and door uppers front to back, plus they’ve trimmed out the interior with a tasteful dose of anodized aluminum accents, this nicely brushed treatment even highlighting some of the buttons, switches and knobs, some of the latter even getting knurled metal edging. Last but hardly least Mazda includes genuine Abachi hardwood inlays in its top-line Signature trim, but being that my tester was just a GT its inlays were fairly real look faux woodgrain, plus it didn’t include the Signature’s dark chocolate brown Cocoa Nappa leather and trim, the latter covering the door inserts and armrests as well as the seat surfaces, but the GT’s no cost Pure White leather was impressive enough.
Yes, the CX-5’s GT trim is actually nicer than most rivals’ top-tier models, but just to clarify the Signature goes way over the top with features like a satin chrome-plated glove box lever, satin chrome power seat switches, nicer cross-stitching on the steering wheel, richer Nappa leather upholstery, a black roof liner, a frameless auto-dimming rearview mirror in place of the GT’s framed version, LED illumination for the overhead console lighting, the vanity mirrors, the front and rear dome lamps and the cargo area light.
The sporty CX-5 cockpit is comfortable and nicely organized for optimal usability.
Additionally, Signature trim provides a nice bright 7.0-inch LCD multi-information display at centre, a 1.0-inch bigger 8.0-inch colour centre touchscreen display, an overhead surround parking camera system, front and back parking sonar, gunmetal grey 19-inch alloy wheels instead of the GT’s silver 19s, off-road traction assist, and the fastest Skyactiv-G 2.5 T four-cylinder as standard, this engine getting a Dynamic Pressure Turbo (DPT) resulting in 250 horsepower (with 93 octane premium fuel or 227 with 87 octane regular) and 310 lb-ft of torque (for 2020 it gains 10 lb-ft to 320 when fuelled with 93 octane), plus paddle-shifters on the steering wheel for the standard six-speed automatic gearbox.
That’s a strong engine for this class and optionally available for $2,000 in my as-tested GT (for 2020 the GT with the turbocharged engine also gets paddles, off-road traction assist, and an 8.0-inch colour touchscreen display), but my test model came with the base sans-turbo Skyactiv-G 2.5 four-cylinder mill featuring fuel-sipping cylinder deactivation and zero paddles behind the steering wheel. The entry-level engine makes a total of 187 horsepower and 186 lb-ft of torque, which might seem a lot less than the turbocharged upgrade, but is still about the same as provided in top trims by some of the segment sales leaders. Also good, the CX-5 uses a regular automatic with six actual gears rather than most competitors’ CVTs, and I must say that a traditional autobox is much more engaging.
The 2019 GT still uses Mazda’s classic three-dial gauge design, but the 7.0-inch semi-digital display from this year’s Signature trim is standard in the 2020 GT.
I should also mention that Mazda offers a 2.2-litre four-cylinder turbo-diesel engine in the CX-5’s Signature trim that makes 168 horsepower and 290 lb-ft of torque. The Signature starts at $40,950 plus freight and fees, incidentally, and tops out at $45,950 with the diesel upgrade, so you might want to figure out how much you’re going to be driving over the lifetime of your car before anteing up $5k extra for the oil burner. This said, make sure to look around for any available CX-5 Signature Diesels, being that this upgrade was part of the 2019 model year (before writing this review there were quite a few available in each province, but nowhere near as many as those powered by good old gasoline).
I’ve driven the diesel, by the way, and liked it a lot, but its 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy rating doesn’t improve enough over the quicker turbo-four that manages a reasonably thrifty 10.8, 8.7 and 9.8 respectively, so the only thing that could possibly make more sense than discontinuing it would’ve been not bringing it to market at such a high price at all. My less powerful GT test model, which features standard i-Activ all-wheel drive (AWD) and can be had from $37,450, is capable of a claimed 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with FWD (standard with the $30,750 GS model) is the most efficient trim of all at just 9.3 city, 7.6 highway and 8.5 combined.
The regular 7.0-inch infotainment system is good, but I suspect it will grow in size for the CX-5’s next redesign.
There’s actually a fourth engine available too, another 2.5-litre four-cylinder found in the $27,850 base GX model, albeit this one comes without cylinder deactivation. It offers up the same performance specs, but is good for only 9.7 L/100km city, 7.8 highway and 8.8 combined with FWD, and a respective 10.2, 8.2 and 9.3 with AWD. Power from both axles requires a $2,000 investment in both base GX and mid-range GS trims, incidentally, while AWD comes standard with GT and Signature trims.
The 2019 CX-5’s list of standard and available features is extremely long, but I should itemize the GT model’s standard equipment being that it’s the one I tested. Therefore, items standard to both the GT and Signature (not found in lower trims) include the previously noted 19-inch alloy wheels on 225/55 all-seasons (less models include 17-inch alloys on 225/65s), adaptive cornering headlamps, LED signature elements in the headlamps and tail lamps, LED fog lights, LED combination taillights, power-folding side mirrors, plus piano black B- and C-pillar garnishes, and that’s only on the outside.
The infotainment system’s console-mounted controller is a real piece of art.
Proximity entry gets you inside and pushbutton start/stop brings it to live (the latter item is actually standard across the line), while the gauge cluster is Mazda’s trademark three-dial design with a smallish multi-information display at the right (the 7.0-inch LCD multi-information display comes standard in GT trim for 2020), and just above is a really useful head-up display unit that projects key info right onto the windshield, complete with traffic sign recognition. What’s more, the driver gets a comfortable 10-way powered seat with power lumbar support as well as two-way memory, while the front passenger gets six-way power adjustability. Both front seats are three-way ventilated too, while the two rear outboard window seats get three-way warmers.
A few pampering GT trim details need to be mentioned too, such as its satin-chrome front console knee pad, fabric-lined glove box, and upscale premium stitching on the front centre console, while Mazda also adds a power moonroof, a Homelink garage door opener, a good navigation system that took me where I needed to go (not always the case with some), and a great sounding premium audio system with 10 Bose speakers, an AM/FM/HD radio, a customizable seven-channel equalizer, SurroundStage Signal Processing, Centerpoint 2 surround sound tech, AudioPilot 2 Noise Compensation, and SiriusXM satellite radio with three months of complimentary service. CX-5 GT and Signature buyers also receive SiriusXM Traffic Plus and Travel Link services with a five-year complimentary service contract, plus they get two-zone auto climate control, HVAC vents on the backside of the front console, etcetera.
Fabric-wrapped A-pillars are a nice touch, as are these metal-rimmed Bose tweeters.
Features pulled up to GT trim from lesser models include auto headlight levelling, a windshield wiper de-icer, dynamic cruise control with stop and go, a heated steering wheel rim, two additional USB ports within the folding rear centre armrest, plus a host of advanced driver assistance systems like Smart Brake Support (SBS) with forward sensing Pedestrian Detection, Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS) and High Beam Control System (HBC) from second-rung GS trim, as well as auto on/off LED headlights, LED daytime running lights, LED turn signal indicators in the door mirror housings, rain-sensing wipers, an electromechanical parking brake, two USB ports and an aux input, Android Auto and Apple CarPlay, Stitcher and Aha internet radio, SMS text message reading and responding capability, and all the usual active and passive safety features from the base GX. There’s a lot more, but I’ll leave it at that.
The CX-5 is room and plenty comfortable no matter the trim you choose or where you’re seated, while the back row is wide enough for three across in reasonable comfort. Most should find legroom and headroom generous enough, but I need to criticize Mazda for stowing the rear seat heater controls within the folding centre armrest, because they can’t be accessed when someone is seated in the middle. And now that I’m complaining, I’d love it if Mazda offered a panoramic sunroof in its two top-line trims too.
You’ll need to stock up on blue jean stain remover if you opt for the white leather.
Rather than gripe about what’s not offered, I’d rather sing praises to Mazda for the CX-5’s awesome 40/20/40-split rear seatbacks. This allows longer cargo like skis to be placed down the middle, and by so doing frees the rear window seats for your passengers. As good, Mazda provides helpful release levers on the cargo sidewalls, even including a separate one for the 20-percent centre pass-through. This said, setting off to the ski hill, or even more so, returning when already cold and potentially wet, will make those rear seat heaters all the more welcome, but you’ll need to make sure to turn them on before loading in the skis as the centre pass-through will make that impossible. What’s more, if you stop for gas or a meal along the way, they won’t turn on again without removing the ski gear and lifting the armrest. Mazda should solve this problem for the CX-5’s redesign by positioning the buttons on the door panel instead.
Back to positives, behind the rear seatbacks the CX-5 can be loaded up with 875 litres (30.9 cubic feet) of gear, while it can pack in up to 1,687 litres (59.6 cu ft) when all are lowered, making it one of the more accommodating compact SUVs in its mainstream category.
The rear seats are roomy and comfortable.
All this spacious luxury gets topped off with performance that comes very close to premium as well, although as far as my base GT test model goes, it’s more about ride and handling than straight-line power. The CX-5’s feeling of quality begins with well-insulated doors and body panels, making everything feel solid upon closure and nice and quiet when underway, while the ride is firm in a Germanic way, but not harsh. It therefore manoeuvres well around the city and provides good agility when pushed hard on a curving road, but even though it manages corners better than most rivals it uses the same type of independent suspension as the others, consisting of MacPherson struts up front and a multi-link setup in the rear, with stabilizer bars at both ends.
As I mentioned before, the CX-5’s base powerplant is equal to some of the segment leaders’ best engines as far as straight-line performance goes, but more importantly it is very smooth and quite efficient, while the six-speed automatic was so smooth, in fact, that it had me wondering whether or not Mazda had swapped the old gearbox out for a CVT. It shifts like a regular automatic when revs climb, however, which is a good thing for enthusiasts, but it’s still smooth when doing so. To be clear, the regular GT doesn’t include paddle shifters, but you can shift it manually via the console-mounted gear lever, and also note that Mazda provides a Sport mode that gives it the powertrain a great deal more performance at takeoff and when passing, but no comfort or eco settings are included.
What initially seems like a clever idea, doesn’t work well when you want warm window seats but someone’s sitting in the middle position.
After a weeklong test, I found the 2019 Mazda CX-5 one of the best compact SUVs in its class, and wholly worthy of anyone’s consideration. Of note, that category is filled with some big-time players, including the Canadian segment leading Toyota RAV4 (with 65,248 sales in calendar year 2019), the Honda CR-V (with 55,859 deliveries during the same 12 months), the Ford Escape (which is totally redesigned for 2020 and sold 39,504 units last year), the Nissan Rogue (at 37,530 units), the Hyundai Tucson (at 30,075), and this CX-5 (at 27,696).
I know, the CX-5 should probably do better than it does, but we need to keep in mind that 14 compact SUV competitors are vying for attention, and none of the other get anywhere near close to the CX-5’s sales numbers. In fact, the next best-selling VW Tiguan only achieved 19,250 deliveries last year, while Chevrolet’s Equinox only found 18,503 new owners. As for Jeep’s Cherokee, just 13,687 buyers took one home during calendar year 2019, while a mere 13,059 bought the Subaru Forester, 12,637 purchased a Kia Sportage, 12,023 drove home in a GMC Terrain, 10,701 chose the Mitsubishi Outlander, and 5,101 decided to buy the Mitsubishi Eclipse Cross. Additionally, the CX-5 was one of only six compact crossovers to increase its sales numbers from calendar year 2018 to 2019, the remaining eight having lost ground.
Cargo space is generous, and the 40/20/40-split seatback is best-in-class.
It’s actually a good time to purchase a CX-5, as Mazda is offering up to $2,000 in additional incentives on this 2019 model, while those who’d rather have a 2020 CX-5 can get up to $1,000 off from incentives. Make sure to check the 2019 Mazda CX-5 Canada Prices page or the 2020 Mazda CX-5 Canada Prices page right here on CarCostCanada for details. You’ll find itemized pricing of trims, packages and individual options, the latest manufacturer financing and leasing deals, manufacturer rebate information, and dealer invoice pricing that can save you thousands. The majority of new car retailers will be available by phone or online even during the COVID-19 crisis, and as you might have guessed they’re seriously motivated to make you a deal.
Everything said, I recommend the CX-5 highly, especially in GT or Signature trims, as it gives you a premium experience at a much more affordable price.
Story credit: Trevor Hofmann
Photo credits: Karen Tuggay (exterior) and Trevor Hofmann (interior)
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
