Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation, which promises performance purists less of what they don’t want and more of what they do.
Specifically, 718 Cayman T and 718 Boxster T buyers will get more performance features in a car that costs and weighs less. Starting with the base model’s 2.0-litre turbocharged four-cylinder boxer engine, good for 300 horsepower and 280 lb-ft of torque, T models add a short-throw shifter, a mechanically locking differential and Porsche Torque Vectoring (PTV) in base six-speed manual guise, or the Sport Chrono Package as standard equipment for seven-speed dual-clutch automated PDK cars, the latter resulting in 0.2 seconds of extra jump off the line from a car that’s already 0.2 seconds quicker than the manual.
Also notable, the Sport Chrono Package includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making it the transmission of choice when ultimate performance is paramount.
To clarify more fully, straight-line performance with the manual remains the same as the regular 718 Boxster and 718 Cayman at 5.1 seconds from standstill, while PDK-enhanced cars increase their zero to 100km/h sprint times from 4.9 to 4.7 seconds, identical to the base 718 models. Likewise, both base cars’ top speeds continue into T trim unchanged at 275 km/h.
Additional standard go-fast goodies in T trim include Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reducing vibration and even improving performance, claims Porsche, plus a sport exhaust system, unique high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and a first for the base turbo-four, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and driving style changes, all riding on a 20-millimetre lower ride height.
Making a visual statement is a grey side striping package featuring scripted “718 Cayman T” or “718 Boxster T” nomenclatures, and Agate grey mirror caps to match the aforementioned wheels, plus black chrome tailpipes.
Inside, the 718 Boxster T and 718 Cayman T are upgraded with a GT sport steering wheel, scripted “Cayman T” or “Boxster T” logos highlighting the black instrument dials, gloss black instrument panel inlays and centre console trim, special red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery featuring black Sport-Tex centre sections, embroidered “718” logos on the headrests, plus the most identifiable addition of all, black mesh fabric door pulls in place of the usual door handles, which can be changed for optional coloured pulls as seen in associated photos.
When checking the gallery you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that have been removed to reduce weight, and replaced by a big, gaping hole Porsche calls a “large storage compartment.” We won’t see this omission in Canada due to a new regulation that made backup cameras mandatory as of May 2018.
For this reason we shouldn’t hold out any hope for Canadian-spec 718 T models to be offered at five- to 10-percent discounts when compared to the current base Cayman and Boxster when outfitted with identical features, as promised in European markets, but we should get to choose from the same standard and optional colour palette that will include black, Indian Red, Racing Yellow, and white at no extra charge, plus optional Carrara White, Deep Black and GT Silver metallic hues, as well as somewhat pricier Lava Orange and Miami Blue special colours.
If you like what you see, make sure to contact your local Porsche dealer to reserve your very own 718 Cayman T or 718 Boxster T, because special models like these are in the habit of selling out quickly.
Also, make sure to check out our full photo gallery above and these three Porsche-supplied videos below (the third one is the most fun):
The new Porsche 718 Boxster T and 718 Cayman T. Welcome to life. (1:17):
The new Porsche 718 Boxster T and 718 Cayman T. First Driving Footage. (1:49):
JP Performance Test Drive: The Porsche 718 T Models. (1:08):
Which would you rather have, one of Chevy’s ultra-rugged off-road racing replica Colorado ZR2 pickup trucks with its standard V6 or with its optional diesel? We tested both, using just its default rear-drive…
Which would you rather have, one of Chevy’s ultra-rugged off-road racing replica Colorado ZR2 pickup trucks with its standard V6 or with its optional diesel? We tested both, using just its default rear-drive 4×2 mode on pavement, across some fast-paced gravel roads in 4WD high, and lastly with its 4WD-low gear-set engaged in the dirt and sloshing through some thick winter mud with a bunch of hip-wader-high puddles thrown into the mix.
The diesel-powered version was actually last year’s truck that we decided to cover in one review now that our V6 gasoline-fueled model arrived, allowing us to tell you about all the changes Chevy has made to this 4×4 beast as part of its 2019 model year changeover. Of course, this is a niche vehicle that won’t be to everyone’s taste, but the updates affect the majority of Colorado and GMC Canyon models, so it won’t matter whether you’re choosing one of the General’s mid-size pickups for work or for play.
Along with its off-road prowess the 2019 Colorado is better for everyday use too, thanks to a new larger 8.0-inch infotainment touchscreen in all trims except for the base WT (Work Truck) that still does pretty well with a new 7.0-inch main display. The larger of the two boasts beautiful HD graphics and even an HD backup camera, which we’ll make sure to comment on in our upcoming road test review.
Our ZR2 tester even includes a wireless smartphone charger, this feature standard with Z71 trim and above, while all trims include a new smaller Type-C USB port next to the conventional USB-A connection. These are located on the front centre console, next to an auxiliary input jack and an available SD card reader. Additionally, a second microphone mounted closer to the front passenger improves Bluetooth hands-free voice quality, while we really like the ZR2’s heatable steering wheel rim, this now standard on all trims above the LT.
I won’t bore you with all the ZR2’s comfort and convenience features, which are readily available on Chevy’s retail website or at CarCostCanada where I sourced all the 2019 Colorado’s pricing information including trims, packages and standalone options, not to mention money-saving rebate info and dealer invoice pricing, but suffice to say it’s very well equipped for just $46,100 plus freight and fees, albeit more focused on off-road prowess than pampering one’s backside.
Like the 2017 and 2018 Colorado ZR2, this new one gets a substantial boost in ride height and therefore ground clearance that’s up by 50 mm (2.0 inches), while any negatives to high-speed handling are offset by a 90-mm (3.5-inch) increase in front and rear track, new stiffer cast-iron lower front control arms, and special 8- by 17-inch alloy wheels cushioned by 31-inch Goodyear Duratrac off-road rubber. Handling off the beaten path, particularly improving suspension articulation is a new 1.0-inch-diameter solid anti-roll bar replacing the usual 1.5-inch hollow one, while leaving the best for last are special Multimatic shocks designed for cushioning the otherwise jarring impacts of rocks, roots and other obstacles you might find along an ungraded back road or trail.
Easier to see are skid plates below and tubular rocker extensions at each side, both designed to protect vulnerable components and bodywork, but the ZR2 is even more noticeable to passersby thanks to its all-business matte black grille and even beefier black hood dome that serve no purpose but looking good, rugged black bumpers that get chopped down a couple of notches to improve approach and departure angles, and muscular black fender flares that make way for those meaty tires just noted.
Between the front wheel wells of this $495 optional Kinetic Blue Metallic painted truck is the standard 3.6-litre V6 that’s good for 308 horsepower and 275 lb-ft of torque, the latter from 4,000 rpm, driving the rear axle or both via part-time four-wheel drive and an efficient eight-speed automatic transmission. The combination gets a claimed 15.0 L/100km city, 13.0 highway and 14.1 combined fuel economy rating, thanks in part to cylinder deactivation under light loads.
The Deepwood Green Metallic coloured truck (it looks grey), the optional colour discontinued for 2019, mates GM’s wonderful 2.8-litre Duramax turbo-diesel four-cylinder, good for 181 horsepower and a best-in-class 369 lb-ft of torque from just 2,000 rpm, to a less advanced yet still very capable and arguably more robust six-speed automatic gearbox, which come together for a much thriftier 12.5 L/100km city, 10.7 highway and 11.7 combined rating, which might not be enough fuel economy gains to justify its considerable $4,090 upgrade unless you happen to put a lot of distance between trade-ins, or require the diesel’s much improved efficiency to travel deeper into the woods than gasoline-powered truck owners dare tread.
So how does this tall, dark (re lack of chrome) and (arguably) handsome cross between the no-trails-barred Jeep Gladiator and off-road race replica Ford F-150 Raptor drive around town, down the highway and into the wild green yonder? Again, we’ll give you a complete buildup and rundown in our upcoming road test review, plus more in-depth details about its Multimatic shocks, suspension upgrades, interior upgrades, etcetera. Until then, enjoy our sizeable photo gallery…
Lovers of big full-size four-door cars aught to be giving Toyota a collective slap on the back, not to mention anteing up for its completely redesigned 2019 Avalon luxury sedan. That said they should…
Lovers of big full-size four-door cars aught to be giving Toyota a collective slap on the back, not to mention anteing up for its completely redesigned 2019 Avalon luxury sedan.
That said they should also be lovers of off-the-charts mechanical aeration and otherwise eccentric styling cues front to back, because the new Avalon lays to rest any preconceived notions of conservatism initiated by the yawn-inducing 1995–1999 first-generation model, or for that matter the oddly proportioned yet still boring 2000–2004 version, the much improved yet nevertheless forgettable 2005–2012 third-gen car, and (IMHO) the quite elegant and therefore best-yet 2005–2012 fourth-generation model.
While I opined against the oversized grille that visually weighed down the outgoing model, this new 2019 Avalon breaks the mould that previously cast the world’s largest engine vents, now staking claim on the ultimate gaping maw award, if there ever were such an accolade. My goodness what were they thinking? This design must be targeting a different market than North America, or possibly Toyota knows something about its aging Avalon demographic that we don’t, but boy-oh-boy this is one mind-bogglingly bizarre front fascia. At least it’s not boring, our tester’s base XSE trim line (a new designation for this model) making matters more unusual by substituting the top-line Limited model’s chrome for loads of glossy black detailing most everywhere that wasn’t tastefully painted in an earthy metallic dubbed Brownstone.
The new Avalon’s previously elegant rear quarters have been radicalized too, from a design I could have easily called beautiful to one that’s been hit with the Prius stick. Ok, it’s not quite as whacky as the world’s best-selling hybrid, but it’s revolutionary to the eyes thanks to a multi-angled taillight cluster featuring a body-wide light bar at centre, this branded with “AVALON” block lettering in the middle. A tastefully small “XSE” badge lets passersby know you didn’t spend as much as Avalon Limited owners, or alternatively that you’re an Av buyer that likes your ride on the sportier side.
Ok, you’ve got to know that last comment was made with tongue firmly planted in cheek. Despite the outgoing model being a decent handler, better even than some direct competitors, one of which is professed to be a “four-door sports car” yet when the road gets bumpy has trouble maintaining contact with pavement due to an overly rigid chassis, Avalon customers wouldn’t normally be associated with those seeking performance first and foremost.
Fortunately, a byproduct inherent in the new 2019 Avalon is a much-improved chassis architecture shared with the equally improved Camry, albeit lengthened to the same proportions as the recently redesigned Lexus ES 350/300h, which is also a much better performer than its forebears. It’s a bit large and soft to be considered a sport sedan, but the Av can now credibly zig and zag alongside its comparative rival from Nissan, not to mention other full-size front-drivers like the Kia Cadenza, Buick LaCrosse, Chevrolet Impala, and Ford Taurus.
This said it’s no challenger to now premium mid-size models like the Genesis G80, a model that previously wore the Genesis nameplate under the Hyundai brand, while it’s also no match for a fully equipped Chrysler 300 or Dodge Charger, which are also the sales leaders in this class.
This brings up what may be an interesting question: With sales of large sedans falling off the proverbial cliff, and various models within this segment being accordingly axed to make way for crossover SUV replacements, or so we’re told, why has Toyota, with some of the lowest sales in this class, chosen to completely redesign the Avalon? The answer may have little to do with the Av itself, and more to do with the aforementioned Lexus ES 350 it shares production space with.
The ES is one of Lexus’ more popular cars with U.S. sales of 48,482 units last year and 1,808 sold over the same 12 months in Canada, which when added to 33,580 Avalons purchased south of the 49th and 626 bought here (the latter number representing year-over-year growth of 41.0 percent), combines for 84,496 units. While a reasonable argument can be made for keeping the ES within Lexus’ lineup, especially when considering it’s also sold elsewhere, but the Avalon hardly seems like a worthwhile venture.
To put it in perspective, Ford just cancelled its full-size Taurus that found 40,341 U.S. and 2,812 Canadian buyers last year, a car that shares underpinnings with the Lincoln Continental that will also be discontinued despite 8,758 U.S. and 438 Canadian sales (which is nowhere near least popular in either market), while General Motors just announced the cancelation of its fraternally twinned Chevy Impala and Buick LaCrosse, the former growing its numbers by a shocking 26.8 percent to 3,903 units in Canada, thus beating the aforementioned Chrysler 300 to second place behind the Dodge Charger (LaCrosse sales were down 27.9 percent). The Impala was already in second in the U.S. with 56,557 deliveries in calendar year 2018, making it a much bigger seller than the Avalon, yet it’ll soon go the way of the dodo while Toyota’s large car entry soldiers on. Even the afterthought Buick sells stronger than the Avalon in Canada, managing 664 units last year, although its 15,527 U.S. total will mean that few will miss it south of the border.
Other large mid-size models will soon be sent to the chopping block too, including Chevy’s Malibu (with 6,822 unit sales in 2018), Ford’s Fusion (with 6,350 units) and Lincoln’s MKZ (833 units) (somehow Buick’s Regal, that sold just 799 examples last year, was saved), whereas near full-size mainstream models that (like the Avalon) find fewer buyers, such as the Maxima that saw a sales decline of 38.6-percent for 1,357 units last year, or the Kia Cadenza that lost 33.1 percent for a near nonexistent 83 deliveries throughout all of 2018, are continuing on. It seems nonsensical to those on the outside of such decision-making boardrooms, but each automaker has its reasoning and, to make a short story long, the renewed Avalon will continue to exist in a market segment that’s saying goodbye to the Impala, LaCrosse and Taurus.
As it is the redesigned Avalon offers a lot to traditional mid-size sedan buyers that want to step up into a larger, more luxuriously appointed car. Upwardly mobile Camry buyers seem like the obvious target market, the larger Toyota measuring 100 millimetres (4.0 inches) more from nose to tail, with a 50-mm (2.0-in) longer wheelbase, while it’s also 10 mm (0.4 in) wider than the more affordable sedan, albeit fractionally lower by the same 10 mm (0.4 in) measure.
This said the new 2019 Avalon is larger than the already sizeable outgoing version, its overall length having grown by 20 millimetres (0.8 inches) to 4,980 mm (196.0 in) and wheelbase by 50 mm (2.0 in) to 2,870 mm (113.0 in), while it’s now 15 mm (0.6 inches) wider at 1,850 mm (72.8 in), but following a trend is now 20 mm (0.8 inches) lower overall at just 1,440 mm (56.5 in), resulting in a leaner more athletic look.
The new Av backs up its sportier styling with more oomph under the hood, its massaged 3.5-litre V6 now outputting 10 more horsepower and 17 additional lb-ft of torque for 278 of the former and 265 of the latter, while in XSE trim this newfound performance is complemented by an “Engine Sound Generator” enhanced exhaust note that gets artificially amped up when Sport mode is switched on. What’s more, the entirely new eight-speed automatic transmission (not a CVT like one of the Avalon’s supposedly sportier competitors) that replaces the old six-speed unit even comes standard with (wait for it) paddle shifters. Yes, Toyota truly is trying to upset the mainstream volume-brand luxury car applecart, but it gets better still.
Underpinning the new Avalon is an extended version of the stiffer, more agile chassis that improved the most recent Camry, and likewise makes the new Lexus ES 350/300h more enjoyable to live with, the XSE’s front struts and rear multi-link setup even sport tuned and matched up to one-inch larger 19-inch alloy wheels on 235/40 all-seasons, my tester’s produced by Continental.
The Avalon smartly picks up where the Camry leaves off, the latter retailing for $41,090 plus freight and fees in top-tier XLE V6 trim and the base Avalon XSE starting at $42,790 (see all 2019 Avalon trims, packages and option pricing, plus rebate info and dealer invoice pricing that could save you thousands at CarCostCanada), but don’t expect to get all of the fully loaded Camry’s features in base Avalon form. I won’t detail out my disappointments in this abbreviated garage preview, but will instead go over a few highlights starting with a standard gauge cluster featuring a 7.0-inch digital multi-information display wedged between two analogue dials, which intelligently doubles up route guidance instructions in this easier to view location when the navigation system is in play, amongst numerous other functions.
Atop the redesigned centre stack is a large 9.0-inch touchscreen featuring Toyota’s Entune infotainment interface as standard equipment that, like Apple CarPlay and Android Auto, lets you connect to functions, music and info such as traffic conditions, fuel stations, weather forecasts, stocks and more via a variety of apps such as Scout GPS Link, Yelp, Slacker, NPR One and more through your smartphone.
iPhone users will appreciate that Apple CarPlay also comes standard (but there’s no Android Auto), as does a wireless smartphone charger, SMS/text- and email-to-speech functions, advanced voice recognition, a 14-speaker 1,200-watt JBL surround sound audio system with satellite radio, Bluetooth streaming audio, four USB charging ports, and more, while Entune Safety Connect provides automatic collision notification, stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance.
Some other noteworthy standard features include LED headlamps, LED taillights, proximity-sensing keyless access, pushbutton ignition, an eight-way powered driver’s seat, six-way powered front passenger’s seat, heatable front seats, an auto-dimming rearview mirror, a universal garage door opener, and dual-zone automatic climate control, while standard advanced driver assistance and safety systems include automatic high beams, adaptive cruise control, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, blind spot monitoring and rear cross-traffic alert, and more.
As noted, I won’t mention any negatives in this garage preview, and of course I won’t be going into any detail about the new Avalon XSE’s driving characteristics, interior refinements, creature comforts, etcetera, so make sure to come back to find out why I had reason to grumble when climbing into my test model each and every morning during my cold January test week…
I said this before and I’ll say it again, the new Accord is the most attractive car in its midsize sedan class, and one of the best looking to ever be sold in this segment. Not only that, I find it…
I said this before and I’ll say it again, the new Accord is the most attractive car in its midsize sedan class, and one of the best looking to ever be sold in this segment. Not only that, I find it better looking than a lot of premium-branded sedans, and wouldn’t doubt that some who might have never purchased in this class before will now consider doing so solely because it exists.
This scenario may have played out on Canada’s sales charts last year, with the Accord being the only mid-size sedan to see growth from January 2018 through December’s end. OK, its archrival Toyota Camry barely escaped the red by growing a scant 0.1 percent over the same 12-month period, but Accord deliveries were up 2.4 percent during an era that’s seen the mid-size sedan decimated by crossover SUV popularity. This last point was evidenced by other Accord competitors seeing their market shares eroded significantly, the next best-selling Chevy Malibu’s sales down 16.3 percent, followed by the Fusion dropping 34.8 percent, the Nissan Altima lower by 21.4 percent, the Hyundai Sonata by 33.6 percent, Kia Optima by 27.5 percent, Volkswagen Passat by 29.5 percent, Mazda6 by 9.8 percent, and Subaru Legacy down by 28.1 percent. That’s an unbelievable level of mid-size sedan carnage, but the new Accord solely rose above it all.
Of course, there’s a lot more to the 10th-generation Accord than just good looks. There’s an equally attractive interior filled with premium levels of luxury and leading edge electronics, plus dependable engineering borne from decades of production and non-stop refinements. The first hybrid drivetrain was introduced as an option to the seventh-generation Accord way back in 2005, skipped a generation and then came back as an option with the ninth-gen Accord in 2013, and now it’s here again.
As with previous iterations, the latest Accord Hybrid looks much the same as the conventionally powered model, which I appreciate because it’s not trying too hard to stand out and keeps the Accord’s attractive styling intact. Truly, the only noticeable difference is a removal of tailpipe finishers, the Hybrid featuring some discrete chrome trim in their place. Chrome in mind, both no-name Hybrid and Hybrid Touring trims feature the same chrome exterior details as the regular Accord’s EX-L and above trims, Sport model excluded.
Touring upgrades that aren’t as noticeable include full LED headlamps that feature light emitting diodes for the high as well as the low beams, plus unique signature LED elements around the outside of the headlamp clusters, chrome-trimmed door handles, and the availability of no-cost as-tested Obsidian Blue Pearl exterior paint instead of standard Crystal Black Pearl or $300 White Orchid Pearl, the only two shades offered with the base model.
Now that we’ve got the obvious visual changes from base Hybrid to Hybrid Touring trims out of the way, the top-line model also replaces Honda’s exclusive LaneWatch blind spot display system with a Blind Spot Information (BSI) and Rear Cross Traffic Monitor system, while adding adaptive dampers to improve handling, rain-sensing wipers, a head-up display (HUD), an auto-dimming rearview mirror, passenger side mirror reverse gear tilt-down, a HomeLink garage door remote, a powered moonroof, front and rear parking sensors, navigation, voice recognition, satellite and HD radio capability, HondaLink subscription services, wireless device charging, an AT&T Wi-Fi hotspot, driver’s seat memory, a four-way powered front passenger’s seat, a heatable steering wheel rim, perforated leather upholstery, ventilated front seats, heated rear outboard seats, and more for $40,090 plus freight and fees.
Incidentally, I sourced 2019 Honda Accord Hybrid pricing from CarCostCanada, which not only breaks everything down into trims, packages and standalone options, but also provides information about available rebates as well as dealer invoice pricing that could save you thousands.
Additionally, items pulled up to the Hybrid Touring from base $33,090 Hybrid trim include unique aerodynamically designed machine-finished 17-inch alloy wheels, auto-on/off headlight control with automatic high beams, LED fog lamps, LED taillights, a remote engine starter, proximity-sensing keyless access with pushbutton ignition, a leather-wrapped multifunction steering wheel, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, dual-zone automatic climate control, an 8.0-inch infotainment touchscreen with tablet-style tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, a multi-angle rearview camera with dynamic guidelines, Bluetooth phone connectivity with streaming audio, near field communication (NFC), 452-watt audio with 10 speakers including a subwoofer, two front and two rear USB charging ports, SMS text message and email reading functionality, Wi-Fi tethering, overhead sunglasses storage, a 12-way powered driver’s seat with four-way powered lumbar support, heatable front seats, the HondaLink Assist automatic emergency response system, plus all the expected active and passive safety features including front knee airbags.
Some safety features that might not be expected include the standard Honda Sensing suite of advanced driver assistance systems, incorporating Adaptive Cruise Control (ACC) with Low-Speed Follow, Collision Mitigation Braking System (CMBS), Forward Collision Warning (FCW), Lane Departure Warning (LDW), Road Departure Mitigation (RDM), Lane Keeping Assist System (LKAS), and traffic sign recognition, this being enough to earn the regular Accord a Top Safety Pick from the IIHS when equipped with its upgraded headlights, while all Accord trims get a best-possible five stars from the NHTSA.
The long list of Accord Hybrid Touring features comes in a cabin that exudes quality and refinement, thanks to premium-level soft synthetic surfacing on most surfaces above the waste, authentic looking matte woodgrain inlays spanning the instrument panel and door panels, tastefully applied satin-silver accents throughout, supple leather upholstery on the seats, door inserts and armrests, padded and stitched leatherette trim along the sides of the lower console, the front portion protecting the inside knees of driver and front passenger from chafing, and some of the highest quality digital displays in the class.
Immediately impressive is the brightly lit primary instrument package that looks like a giant LCD panel at first glance, but in fact houses a digital display within its left two-thirds while integrating an analogue speedometer to the right. The screen on the left is filled with hybrid-specific info by default, but you can scroll through numerous other functions via steering wheel controls, resulting in a very useful multi-info display.
Likewise you can project key info onto the windshield via the HUD by using another steering wheel button, the system showing graphical information for route guidance, the adaptive cruise control system and more up high where you can see it without taking your eyes off the road.
Over on the top portion of the centre stack, Honda’s new infotainment interface has become a personal favourite amongst mainstream volume brands, thanks to high definition displays, wonderful depth of colour and contrast, plus fabulous graphics, the elegantly arranged tile system easy to figure out and plenty attractive to look at. Being a hybrid, a number of cool animated graphic sections are included, while the navigation system’s mapping was excellent and route guidance easy to input and precisely accurate, plus the backup camera was equally clear and dynamic guidelines helpful. Yes, I would’ve appreciated an overhead 360-degree bird’s-eye view, but the ability to see a variety of views thanks to its multi-angle design, no matter the trim, is a bonus that others in the class don’t offer.
The final digital display is Honda’s dual-zone automatic climate control interface, which is attractively designed in a narrow, neatly organized, horizontal row that includes an LCD centre display, three knurled metal-edged rotating knobs, and a variety of high-quality buttons for the HVAC system and heated/ventilated front seats.
I should mention that all of the Accord Hybrid Touring’s switchgear was excellent, and much of it beautifully finished with aforementioned satin-silver detailing, while the audio system knobs got the same grippy and stylish knurled metal treatment as those used for the HVAC interface. Much of the design shows an artistically flair too, particularly the recessed speaker grille behind the fixed tablet style display atop the dash, and the 3D effect used to raise the top buttons on the HVAC interface above those below.
At the very base of the centre stack is a little cubby filled with a 12-volt power outlet, a charged/connected USB port and a wireless charging pad that’s large enough for big smartphones like the Samsung Note series. Interestingly Honda has done away with the classic old auxiliary plug, replacing it with near field communication (NFC) as noted earlier, and three more USBs, the second one found within the centre storage bin under the armrest, which includes another 12-volt charger as well. The bin has a nice removable tray as well, which feels very high in quality and is rubberized so that it doesn’t rattle around like so many others in this class. This is just one of many details that let you know the Accord’s quality is above average.
The leather seats are nicely styled with perforations the three-way forced ventilation noted earlier. The driver’s was extremely comfortable, with good side support for this segment and excellent lower back support. On that note I was surprised that Honda not only includes a power-adjustable lumbar support with fore and aft control, but it’s a four-way system that also moves up and down to ideally position itself within the small of your back. That’s unusual in this class, even when compared to some premium models like the Lexus ES 350 and more directly comparative ES 300h hybrid that only include two-way powered lumbar. Likewise for the Toyota Camry and Camry Hybrid, plus a few others in this segment that don’t measure up either.
The seating position is good, probably on par with the aforementioned Camry, but I must say neither is excellent when it comes to adjustability. Their steering columns don’t offer enough reach, forcing me to power my seat too close to the pedals in order to achieve optimal comfort and control of the steering wheel. We’re all made differently, and I happen to have longer legs than torso. The compromise was a more upright seatback than I would have otherwise liked, but doing so allowed ample control and decent comfort, so this is how I drove all week.
Controlling the gear selector is a lot easier, although if you’re not familiar with Honda’s new assemblage of buttons and pull levers it’ll take some getting used to. The Accord Hybrid comes standard with the complex selector, and while it might be a bit confusing at first try I recommend giving it a little time before getting flustered. I’ve had a lot of opportunity to use this system in a variety of Honda models, the new Odyssey and Pilot immediately coming to mind, while it’s similar to the system used in new Acura models, so now I don’t swear at it when trying to find reverse in the middle of a U-turn. Other than the pull lever-type electromechanical parking brake found at its rearmost section, it consists of three pushbuttons, for park, neutral and drive, and another pull lever for reverse. I almost never use neutral, simplifying the process further, so it’s a tug on the lever for reverse and a simple press of the large centre button for drive or park, that’s it.
Next to the parking brake there’s another set of buttons for Sport, Econ and EV modes, plus a brake hold button. I left it in Econ mode most of the time and EV mode whenever it would allow, because this is what hybrids are all about, saving fuel and minimizing emissions and cost. This said the Accord Hybrid is one of the thriftiest vehicles I’ve driven all year, only costing me $24 after a week’s worth of very thorough use, and that’s when gas was priced at an outrageous $1.55 per litre. At today’s slightly more agreeable prices it would allow even more savings, its claimed 5.0 L/100km city, 5.0 highway and 5.0 combined fuel economy rating one of the best in the non-plug-in industry.
So what’s all the mechanical and electrically charged wizardry behind its superb fuel economy? A unique two-motor hybrid powertrain joins an efficient 2.0-litre Atkinson-cycle four-cylinder engine to provide the Accord Hybrid with a class leading total system output of 212 horsepower, while its electric drive motor puts 232 lb-ft of near instantaneous torque down to the front wheels.
To clarify, one of the electric motors drives the front wheels, while a smaller secondary motor serves mainly as a generator, providing electric current to the drive motor in order to supplement or replace power from the battery during lighter loads, such as cruising. The second motor also starts the engine that in-turn adds torque to the wheels, but it’s never used as the motive driving force for those wheels.
Additionally, the car’s Electric-Continuously Variable Transmission, or E-CVT, removes any need for a conventional automatic transmission, or even a traditional belt/chain-operated continuously variable transmission (CVT), both of which inherently rob performance and efficiencies from the powertrain. Instead, Honda’s E-CVT drives the front wheels directly through four fixed drive ratio gearsets, without the need to shift gears or vary a planetary ratio. This means there is no “rubber-band” effect when accelerating as experienced in regular CVTs, or in other words the engine is never forced to maintain steady high rpms until road speed gradually catches up, this process causing a much-criticized audible “droning” effect with other CVT-equipped cars. Honda claims its direct-drive technology benefits from 46 to 80 percent less friction than a conventional automatic transmission, depending on the drive mode.
What’s more, you can choose between three standard propulsion modes as well, including electric-only (providing the 6.7-kWh lithium-ion battery is charged sufficiently), gasoline-only, or blended gas and electric (hybrid).
Despite my favouritism for Econ and EV modes, Sport mode worked very well, making itself immediately known after engaging at a stoplight by bringing the engine back to life from its auto start/stop mode, and then boosting acceleration significantly at takeoff. A set of standard steering wheel paddles improves the driving experience further, although flicking the right-side shifter to upshift while accelerating does nothing perceptible, this because the paddles are primarily for downshifting during deceleration. Therefore, tugging on the left paddle when braking, or pretty much any other time, causes a gear ratio drop that really comes in handy when wanting to engine brake or recharge down a steep hill, or when setting up for a corner.
And I must say the Accord Hybrid handles brilliantly for a car in this class. Really, the only vehicle in this segment with more agility around curves is the latest Mazda6 and possibly the Ford Fusion Sport, and these by the narrowest of margins, with Accord Hybrid seeming to dance away from its closest competitors, including the Toyota Camry Hybrid XSE that I tested earlier this year, which is the sportiest version of that car.
The Accord Hybrid handles long, sweeping high-speed corners well too, while its ability to cruise smoothly on the highway is as good as this class gets. It’s underpinned by the same fully independent front strut and rear multi-link suspension as the conventionally powered Accord, while my tester was once again outfitted with the upgraded adaptive dampers for a little more at-the-limit control and enhanced ride quality. This gives it a wonderfully compliant setup where ever you’re likely to drive, whether soldiering over bumpy back alleys, fast tracking across patchwork pavement, or negotiating wide bridge expansion joints, all of which were experienced during my test week.
My only complaint were front parking sensors that continually went off in regular traffic, highlighting an image of the car’s frontal area on the touchscreen when vehicles were merely pulling up beside me in the adjacent lane. I’ve encountered this problem with a few other cars over the past couple of years, and it’s always annoying. I pressed the parking sensor button off and on again, which remedied the problem until it happened again after a couple of days, at which point I rebooted the system the same way and never had to deal with it again.
This foible and the aforementioned lack of telescopic steering reach aside, the Accord Hybrid was a dream to live with. The rear seating area, a key reason many buy into this class, is as spacious as the regular Accord and more so than many in this segment. With the driver’s seat set up for my five-foot-eight medium-build frame, which as noted was set further back than average due to my longer legs, I was left with nearly a foot from my knees to the backrest ahead, plus so much room for my feet that I was able to completely stretch out my legs and move my shoes around underneath the front seat. Really, its rear legroom comes close to many full-size sedans. Likewise, there’s plenty of headroom at about three and a half inches, plus more than enough shoulder and hip space at about four to five inches for the former and five-plus for the latter.
This said I was disappointed that Honda finished off the rear door uppers in hard plastic. They’re not alone in this respect, but others do a better job pampering rear occupants. The previously noted Mazda6, for instance, at least in its top-line Signature trim level that I tested last year, which incidentally uses genuine hardwood inlays throughout, finishes the rear door panels as nicely as those up front, making it closer to premium status than anything else in its class. In most other respects the Accord nudges up against premium levels of luxury too, including excellent rear ventilation from a centre panel on the backside of the front console that also houses two USB charge points, while the outboard seats are three-way heatable as noted earlier, and there’s a nice big armrest that flips down from the centre position at exactly the right height for adult elbow comfort, or at least it was perfect for me. Honda fits two big deep cupholders within that armrest, which should do a pretty good job of holding drinks in place.
The trunk is sizeable too at 473 litres (16.7 cubic feet), which is exactly the same dimensions as the regular Accord, plus it’s also extendable via the usual 60/40 split-folding rear seatbacks. This said there are still some hybrids that don’t allow much expandable storage due to batteries fitted within the rear bulkhead, so I can’t really complain that Honda doesn’t include a centre pass-through like Volkswagen’s Passat, which would allow rear passengers to enjoy the heated window seats after a day on the slopes. On the positive, a handy styrofoam compartment resides below the trunk’s load floor, ideal for stowing a first aid kit or anything else you’d like to have close at hand. It comes loaded up with an air compressor that could potentially get you to a repair shop if needed, but I’d personally prefer a spare tire so I could make it farther if damage to the tire doesn’t allow it to hold air.
So is this the best hybrid in the mid-size class? The new Accord Hybrid would certainly get my money. It looks fabulous, delivers big inside, and provides all the luxury-level features most will want, plus it drives brilliantly and delivers superb fuel economy, while Honda’s experience building electrified powertrains should make it plenty reliable.
As you may have noticed, orange is all the rage as far as fashion colours go. This works well for me because I happen to like most mixtures of red and yellow, but sometimes a brand takes their pumpkin,…
As you may have noticed, orange is all the rage as far as fashion colours go. This works well for me because I happen to like most mixtures of red and yellow, but sometimes a brand takes their pumpkin, ochre, tangerine, or fire hue too far, resulting in a styling faux pas.
It’s not the thick orange striping along the otherwise matte black lower exterior panels that puts me off the new 2019 Forester Sport, but rather the metallic orange dash vents and orange painted shifter surround that assault my senses. I wish they’d just left it at orange contrasting thread.
This said the new fifth-generation Forester is a big step up over its predecessor, and while Sport trim wouldn’t be my first choice due to orange overload, they’ve got plenty of other trims and colour choices to pick from. What’s more, this new 2019 model has been thoroughly redesigned around the new Subaru Global Platform (SGP), which has resulted in greater refinement, capability and dynamic performance, plus more interior roominess.
The new Forester is now 15 millimetres (0.6 inches) longer from front to back at 4,625 mm (182.1 inches), with 30 mm (1.2 inches) more wheelbase at 2,670 mm (105.1 inches), while it’s also 21 mm (0.8 inches) wider including its mirrors at 2,052 mm (80.8 inches), or 20 mm (0.8 inches) wider not including its mirrors at 1,815 mm (71.4 inches). Its front and rear track has widened too, now up 20 and 15 mm (0.8 and 0.6 inches) respectively to 1,565 and 1,570 mm (61.6 and 61.8 inches), which, along with the Forester’s other dimensional and mechanical changes has caused a one-metre (3.3-foot) larger curb to curb turning circle of 5.4 metres (17.7 feet).
Despite maintaining its minimum ground clearance at 220 mm (8.6 inches), the new Forester is actually 5 mm (0.2 inches) lower in height than its predecessor with its roof rails included at 1,730 mm (68.1 inches), while its base curb weight has increased by just 26 kilograms (57.3 lbs) at 1,569 kilos (3,459 lbs) when compared to the previous model with its optional CVT, which is now standard. Still, the fully loaded 2019 Forester Premier now weighs in at 1,630 kg (3,593 lbs), which actually makes this top-line model a surprising 56 kg (123.4 lbs) lighter than the ritziest version of the 2018 model in spite of its greater size.
Along with a more spacious passenger compartment that can really be felt when seated inside, the new Forester improves cargo capacity by 29 litres (1.0 cubic-foot) behind the 60/40 split-folding rear seatbacks in base trim, from 974 to 1,003 litres (34.4 to 35.4 cubic feet), and by 40 litres (1.4 cubic feet) in base trim when those seats are laid flat, from 2,115 to 2,155 litres (74.7 to 76.1 cubic feet). When the optional sunroof is added, which encroaches slightly on overhead space, the difference from old to new grows to 43 litres (1.5 cubic feet) behind the rear seatbacks, from 892 to 935 litres (31.5 to 33.0 cubic feet), and 68 litres (2.4 cubic feet) when those rear seats are lowered, from 1,940 to 2,008 litres (68.5 to 70.9 cubic feet). This is a significant improvement that can really make a difference when faced with a large load of gear.
Back up front, the driver’s seat is quite comfortable and included two-way powered lumbar support that matched up well to the small of my back, while the driving position is excellent with plenty of rake and reach from the tilt and telescopic steering column. In Sport trim the steering wheel gets a nice leather-wrapped rim with orange stitching, its spokes filled with nicely organized controls that even include an “S#” mode for enhancing performance, or alternatively adaptive cruise control switchgear for a more relaxed highway driving experience.
A whole host of Subaru EyeSight advanced driver assistance systems come standard with the Forester Sport and other top trim levels, these including pre-collision braking, pre-collision brake assist, pre-collision throttle management, lead vehicle start alert, lane departure warning, lane sway warning, lane keep assist, reverse automatic braking, and just noted adaptive cruise control.
But I’m getting ahead of myself. The 2019 Forester starts at $27,995, which while $2,000 more than last year’s base model now includes standard LED headlamps, a stylishly advanced safety technology that previously required a move up to Limited trim in order to partake, and one that’s still optional with most of its rivals including the totally redesigned 2019 RAV4 and recently redesigned Honda CR-V—the Mazda CX-5 already comes standard with LED headlights, as does the refreshed 2019 Jeep Cherokee. The Forester’s include automatic on/off as well, so you won’t always have to remember to turn them on and off manually, this standard feature part of last year’s Convenience upgrade, while new standard automatic climate control gets pulled up from the 2018 model’s Touring trim.
Also positive, a new electromechanical parking brake replaces the old handbrake, freeing up space between the front seats and modernizing the driving experience, while auto vehicle hold now replaces the old hill holder system that previously only came with the manual transmission, the latter now discontinued as noted earlier. Now that Subaru’s Lineartronic continuously variable automatic transmission (CVT) is standard across the line, its impressive X-Mode off-road system with Hill Descent Control, and SI-Drive drive mode selector are now standard too.
Together with the CVT and Subaru’s much praised Symmetrical full-time all-wheel drive system that remains standard, all 2019 Foresters get a new direct-injection enhanced 2.5-litre four-cylinder boxer engine that’s good for 182 horsepower and 176 lb-ft of torque, resulting in a 12-horsepower and 2-lb-ft gain over last year’s identically sized base engine.
The upgraded drivetrain now includes an auto start/stop system that automatically shuts off the engine when it would otherwise be idling, helping reduce emissions while improving fuel economy, but my tester’s wasn’t without fault. In fact, it was by far the roughest idle-stop system I’ve ever experienced, jerking the steering wheel sideways and even jarring my arm once when doing so. To be clear it didn’t go into fits and spats every time it engaged, but rather shut off and started up smoothly more often than not. Nevertheless, once in awhile it was a demon possessed, so I think Subaru will want to sort it out.
On the positive, the sometimes spastic auto start/stop system helped the 2019 Forester achieve 0.2 L/100km savings in combined city/highway driving despite the increase in performance, from 9.2 L/100km city, 7.4 highway and 8.4 combined in the old model to 9.0 city, 7.2 highway and 8.2 combined in the new one.
This said, a major source of disappointment for the 2019 model isn’t with this improved base powertrain, but rather the discontinuation of Subaru’s wonderful 2.0-litre turbocharged engine upgrade that previously put out 250 horsepower and 258 lb-ft of torque yet still managed a relatively thrifty 10.2 L/100km city, 8.6 highway and 9.5 combined fuel economy rating. True, few vehicles in this class offer such a formidable optional engine, but it was nevertheless an important differentiator in a market segment that’s highly competitive.
As it is, the 2019 Forester is more about comfort than speed. This philosophy certainly hasn’t hurt market leaders like the Honda CR-V or Toyota RAV4 in years past (although recent updates mean they’re both more formidable in a straight line than the Forester), but even with the aforementioned S# sport mode engaged, an exclusive Forester Sport feature that provides more immediate throttle response, there’s nary a hint of WRX in Subie’s little family hauler. Therefore, with performance now of secondary importance the focus is on efficiency, comfort and practicality, all of which are Forester strengths.
We’ve covered efficiency, leaving us with a really smooth ride and even smoother Lineartronic CVT. It’s hard to knock a CVT in this type of vehicle. Its simple, reliable design and creamy power delivery is perfect for tooling around town, whirring down the highway, or trekking across a countryside gravel road, and when combined with the Forester’s fully independent front strut and double-wishbone rear suspension setup it’s comfortable over most any road surface. Handling is plenty capable too, and braking is strong, especially in Sport, Limited and Premier trims that come upgraded with 316 by 30 mm front discs. The new Forester is really a nicely balanced compact SUV.
Trims in mind, the 2019 Forester is now available in base 2.5i, Convenience, Touring, Sport, Limited and Premier grades. Along with everything already mentioned, the base model includes standard power-adjustable heated side mirrors, variable intermittent wipers, steering wheel controls, cruise control, filtered air conditioning, a backup camera with dynamic guidelines, Bluetooth with audio streaming, StarLink smartphone integration with Aha radio, HD and satellite radio, two USB ports/iPod interfaces, an aux input, heatable front seats, roof rails, the usual active and passive safety features including an airbag for the driver’s knees, plus more.
Of note, the standard infotainment touchscreen is now 0.3 inches larger in diameter at 6.5 inches, and also features standard Apple CarPlay and Android Auto smartphone connectivity that wasn’t even optional before.
Standard features are even more generous in second-rung Convenience trim, which for $30,295 includes everything from the base model plus fog lamps, a rear rooftop spoiler, 17-inch alloys replacing the standard 17-inch steel wheels with covers, a windshield wiper de-icer, silver finish interior accents, chrome interior door handles, a leather-wrapped steering wheel, paddle shifters, a colour TFT multi-information display within the gauge cluster, a 6.3-inch colour multi-function display atop the dash that’s controllable via steering wheel-mounted switchgear, two more stereo speakers for a total of six, dual-zone automatic climate control (the base model’s auto HVAC is single-zone), sunvisor extensions, illuminated vanity mirrors, premium cloth upholstery, a 10-way powered driver’s seat with lumbar support, a flip-down rear centre armrest with integrated cupholders, etcetera.
For $1,500 more you can add the EyeSight suite of advanced driver assistance systems noted earlier, an upgrade package that also includes proximity-sensing keyless access, pushbutton ignition, and a retractable cargo cover.
Incidentally, EyeSight not only comes standard with my Sport tester, but it’s included as standard in all grades above the two lowest trims. This means the $32,995 Touring model gets EyeSight too, plus everything already mentioned as well as automatic high beam assist, a large power-sliding glass sunroof with a sunshade, and a powered tailgate with memory function.
Above this, the as-tested Sport model, plus the Limited and Premier trims get a new two-mode X-Mode off-road system that’s capable of even greater go-anywhere prowess thanks to separate settings for snow and dirt, as well as deep snow and mud. Of course, I had to take it to my favourite local off-road play area for a little bushwhacking and it performed extremely well for this class. This said there aren’t many true 4x4s in the compact SUV segment anymore, leaving the new Forester’s off-road capability somewhere between the very capable Jeep Cherokee and everything else.
Back to features, the top three trims improve safety further via standard steering responsive headlights and Subaru’s Side/Rear Vehicle Detection (SRVD) system, while each model also includes a leather shift knob plus a new 8.0-inch touchscreen that adds an inch to the diameter of last year’s top-line infotainment display. Once again the interface includes Apple CarPlay and Android Auto where there wasn’t such advanced smartphone connectivity last year, while these upper trims also get dual rear USB ports for a new total of four, plus A/C ducts on the backside of the centre console, and reclining rear seats.
As mentioned earlier, all-new $34,995 Sport trim is the visual standout of the 2019 Forester lineup, whether that’s a positive or negative in your view. Along with all the orange it gets a unique gloss black grille, special front corner grilles, a larger rear spoiler, a blackened trim strip that runs across the rear liftgate before striking through the taillights, and a unique rear under-guard. The Sport also features exclusive dark metallic 18-inch alloys, while LED daytime running lights, vertically stacked LED fog lamps and LED turn signals integrated within the mirror caps add to its upmarket appeal.
I should also make mention of $37,695 Limited trim despite this review being mostly about the Sport. The Limited eliminates the Sport’s performance upgrades yet keeps most of its convenience and luxury improvements, while adding unique 18-inch 10-spoke bright-finish machined alloy wheels, a premium grille, chrome detailing around the fog lamp bezels and side windows, auto-dimming side mirrors with approach lighting and reverse tilt (the latter item a Subaru first), an auto-dimming rearview mirror with an integrated compass, chrome trimmed primary gauges, a heatable steering wheel rim, GPS navigation, SiriusXM Traffic and Travel Link with weather, sports and stock market information, an eight-speaker, 440-watt Harman Kardon audio system with an eight-channel amplifier, leather upholstery in black or platinum, silver contrast stitching throughout, driver’s seat memory, heatable rear outboard seats, and one-touch folding rear seatbacks.
Lastly, for just $1,800 more you can opt for $39,495 Premier trim, a new top-of-the-line model that pushes the Forester up into luxury SUV levels of style and refinement. Premier trim once again includes the vertical LED fog lamps from the Sport within unique satin-silver trimmed bezels, as well as special aluminum-look satin-silver trim on the front fascia, side mirror caps, roof rail posts, side sills, and rear bumper. Additionally, exclusive 18-inch five-spoke machined alloy wheels combine with chromed exterior door handles and a stainless steel rear bumper step pad to spiff up the look further.
Inside, the Forester Premier features exclusive brown leather upholstery that I really like, plus an eight-way power-adjustable front passenger seat, while Subaru’s brand new DriverFocus driver fatigue and distracted driving mitigation system uses facial recognition to detect drowsiness or distraction.
By the way, all of the trim details and prices were verified at CarCostCanada, where you can also find dealer invoice pricing that could save you thousands when negotiating with your Subaru dealer, plus they have rebate information on any discounts that might be available to you.
No matter the trim, all of the 2019 Forester’s features come in a cabin that boasts improved style, refinement and attention to detail, from additional soft-touch surfaces to some really nice dark satin metallic accents. Subaru even adds soft padded leatherette sides to the lower centre stack and console, the result being a wonderfully upscale look and feel. The geometric grey fabric used for the Sport’s door panel and seat upholstery is attractive, and I really like the orange contrast stitching throughout the interior.
The analogue gauge cluster is bright and easily legible, with a large, colourful albeit straightforward multi-information display at centre, the latter complemented by a much larger and more complex MID atop the centre dash, that’s fully functional and filled with great looking high-resolution graphics. It even includes a trio of default meters for water and oil temperatures, plus average speed. Likewise the upgraded infotainment system is the best ever offered in a Forester, with bright, attractive graphics including album artwork when using satellite radio, wonderful depths of contrast and colour, and excellent resolution quality. All of the aforementioned functions worked well too.
This last comment really sums up the entire 2019 Forester. The Sport may not be as fun to drive as last year’s top-line turbocharged model, but when compared to the previous base powertrain, which sold in much greater numbers, it’s a significant step forward, while the rest of this compact SUV is better in every way. This said it’s up against some formidable challengers, but Subaru’s faithful are as loyal as loyal can be, meaning that it should be able to hold onto most of its regular clientele while also growing its base.
Early numbers show that it’s off to a good start, with December 2018 sales up 30 percent over the same month in 2017, while year-over-year sales are up 6 percent. Factoring in that Subaru sold the outgoing 2018 Forester for most of last year and it’s clear the new model is bolstering the bottom line, as it should be, so its onward and upward for this much improved model. Yes, the new Forester is easy to recommend, even in Sport trim, but make sure to keep a set of polarized sunglasses nearby for guarding against orange overwhelm.
The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982.…
The 911 Cabriolet has been with us so long it seems as if it’s always been part of Porsche’s lineup, but it took almost 20 years of 911 production before the completely exposed model arrived in 1982. Ahead of this, going topless required the complete removal of a metal roof panel, the 911 Targa having arrived on the scene in 1966 with either a fixed glass or foldaway plastic rear window.
Brief history lesson completed, Porsche introduced its all-new 2020 911 Cabriolet on Monday, January 8, with a promised arrival in the third quarter of this year and the ability to place your order now, the latter point being the same as with the new 911 coupe that was introduced last month and is slated to go on sale this summer.
Also like the new coupe, the first new 2020 Cabriolets we’ll be able to get our hands on will be in rear-wheel drive Carrera S (C2S) and all-wheel drive Carrera 4S (C4S) guise, featuring a more formidable redesigned 3.0-litre turbocharged boxer engine that’s good for 443 horsepower and 390 lb-ft of torque, an increase of 23 horsepower and 22 lb-ft of torque respectively, and fitted with Porsche’s all-new eight-speed automated dual-clutch PDK gearbox. Once again, seven-speed manual variants will show up later, as will less potent Carrera and Carrera 4 models sporting a revised 385 horsepower 3.0-litre turbo six behind the rear axle, this engine 15 horsepower more capable. Likewise, Turbo versions will enter the fray later, although Porsche has yet to provide a time frame for these.
Porsche has only provided performance specs for the C2S and C4S shown, with standstill to 100km/h achieved in just 3.9 and 3.8 seconds apiece, while those numbers improve to 3.7 and 3.6 seconds respectively when the Sport Chrono Package is added, the greater traction of the all-wheel drive model allowing for a slight advantage at takeoff.
Amazingly, thanks to magnesium surface elements dubbed “bows” that are integrated within the redesigned fabric roof’s structure and prevent “ballooning” at high speeds, new 911 drop-top models are only 2 km/h slower than their hardtop siblings when factoring in terminal velocities, their top speeds set to 306 km/h (190 mph) for the C2S and 304 km/h (189 mph) for the C4S.
Additionally, that soft top, which is now larger to fit over the more accommodating cabin, can open and close on the fly at speeds of up to 50 km/h (30 mph), and takes a scant 12 seconds to fully perform this function due to revised hydraulics, a process that also powers an electrically extendable wind deflector to keep gusts of air from discomforting the driver and front passenger.
As you might expect, the 2020 911’s interior is much the same as the new coupe’s, highlighted by a new horizontal design theme inspired by early ‘60s through ‘90s models, but now the primary gauge cluster is mostly digital with twin LCD panels surrounding the usual mechanical centre tachometer, while above a completely reworked centre stack and console is a 10.9-inch Porsche Communication Management (PCM) infotainment touchscreen, literally a big improvement over its 7.0-inch predecessor.
Back in front of the driver, a new steering wheel incorporates an adaptation of the same rotating steering wheel-mounted driving mode selector found in the outgoing 911 Cabriolet, but now a standard Wet mode gets added to the mix, capable of maintaining better control over water-soaked road surfaces when activated. Safety in mind, the new 911 Cab will also get standard autonomous emergency braking with moving object detection, while a backup camera and rear parking sensors will also be standard.
Porsche promises increased comfort and support from its new available 18-way powered front seats, while other options include adaptive cruise control with stop and go, a 360-degree surround parking camera that should be extremely helpful on the new widescreen display, plus new Night Vision Assist that will provide visual assistance for steering clear of pedestrians or animals in the dark via a heat-sensing thermal imaging camera.
On a more mechanical note, for the first time 911 Cabriolet customers will be able to choose the Porsche Active Suspension Management (PASM) adaptive sport suspension from the options list, which provides stiffer, shorter spring sets for a 10-mm lower ride height, and more rigid anti-roll bars, allowing improved weight distribution for a more neutral feel.
As for style, the new 911 Cabriolet pulls over most of the coupe’s new design cues below the waistline, including an all-new rectangular lower front grille/fascia that creates a wider more planted appearance, a completely reshaped hood that squares off near the front and incorporates a classic tapering indentation at centre, wider front and rear fenders that flow over larger 20- and 21-inch front to rear staggered alloy wheels, new side mirrors and new flush door handles that pop out when touched, and a new body-wide LED taillight hovering over a 718-style 3D “PORSCHE” graphic bookended with totally unique corner lights, while its bulging rear deck lid panels are similar to the outgoing model yet redesigned for a smoother, more fluid result, the latter incorporating a new integrated dynamic spoiler that’s completely hidden when retracted yet much wider and more capable than the rear spoiler on the outgoing model when open. Likewise, no one should complain about the new larger fabric roof’s shape and fitment, as it’s once again beautifully contoured and ideally proportioned.
Also like the 2020 911 coupe, the redesigned Cabriolet makes greater use of lightweight aluminum both outside and within, its new front fenders eliminating steel from the body panel equation altogether, and its suspension now much more aluminum-intensive.
The new 2020 Porsche Carrera S Cabriolet will arrive this fall for a base price of $143,700, along with the 2020 Carrera 4S Cabriolet that starts at $152,100.
Remember to contact your local Porsche dealer if you want to put one on order, and after you’ve done that make sure to check out our photo gallery above and these two Porsche-supplied videos below:
The new 911 Cabriolet: First Driving Footage (1:08):
The new Porsche 911 Cabriolet – All set for open-top season (1:09):
Nissan’s Altima has long placed mid-pack in popularity amongst the dozen or so mid-size family sedans available to Canadian new car buyers, but the dramatically styled new 2019 model, featuring standard…
Nissan’s Altima has long placed mid-pack in popularity amongst the dozen or so mid-size family sedans available to Canadian new car buyers, but the dramatically styled new 2019 model, featuring standard all-wheel drive, should help move it closer to the top-selling Toyota Camry and Honda Accord, a target made more achievable due to key rivals Ford and GM cancelling their third- and fifth-place Fusion and Chevy Malibu respectively.
Certainly the mid-size family sedan segment has taken a beating in recent years, but imported brands are staying the course while domestics are pulling up shop and walking away from the entire car market despite comparatively strong sales. Ok, it’s not as if Ford and Chevy have been selling anywhere near as many Fusions and Malibus as Toyota and Honda delivered Camrys and Accords, the latter models’ numbers reaching 14,574 and 13,504 units respectively during model year 2017 (2018 numbers have yet to be tallied), but the 9,736 Fusions and 8,152 Malibus certainly proved stronger than the 7,827 Hyundai Sonatas or 6,626 Altimas sold during the same 12 months, or for that matter the 4,496 Kia Optimas, 4,145 VW Passats, 2,842 Chrysler 200s (a domestic sedan that has also been cancelled), 2,541 Mazda 6s, 2,451 Subaru Legacys (the only other car on this list with standard AWD), and 695 Buick Regals (strange GM chose to cancel the Malibu instead of this sales laggard).
Dubbed Intelligent AWD, the Altima’s four-wheel propulsion system utilizes an advanced torque split design that automatically distributes power from 100 percent up front and zero at the rear, all the way to an even division of 50 percent front to rear. The bias depends on road conditions and resulting wheel slippage, with the default system being front-wheel drive to save on fuel and reduce emissions. Additionally, Nissan claims its new Intelligent AWD works seamlessly with the Altima’s standard limited-slip differential, as well as its Hill Start Assist system.
Powering it all is a 2.5-litre four-cylinder engine that’s good for 182 horsepower and 178 lb-ft of torque, which is 9 horsepower and 3 lb-ft stronger than the engine it replaces. Nissan promised smoother and quieter operation, plus better efficiency than the outgoing four-cylinder, and I must say it lived up to such claims during my test. Smooth is probably the best word to describe the updated powertrain, but much of this has to do with the revised Xtronic continuously variable transmission (CVT) that’s ideal for drivers looking for relaxed comfort, ease of use and efficient operation.
In default mode it goes about its duties with near seamless perfection, the CVT’s “seams”, or rather shift points, only added in order to mimic the feel of a conventional automatic transmission, as has been en vogue in continuously variable camps for a number of years. It all results in truly realistic shift intervals that never had me missing an old-school automatic. Driven modestly at legal city and highway speeds the Altima’s CVT is a perfect match for the equally modest powerplant, plus Nissan includes a Sport button on the backside of the shift lever for maximizing performance. It allows revs to climb higher before a more assertive “gear change”, although with no manual mode available driver engagement is minimal.
This brings up an important point. Nissan’s U.S. division offers the Altima with steering wheel paddle shifters and a sportier 2.0-litre variable-compression-ratio turbocharged four-cylinder engine good for up to 248 horsepower and 273 lb-ft of torque, but due to Nissan Canada’s insistence on standard AWD this FWD-only model won’t be heading north of the 49th.
More importantly in this class, the new CVT features an expanded lock-up area for enhanced fuel economy, this helping the new Altima achieve a claimed 9.1 L/100km city, 6.5 highway and 7.9 combined in S and SV trims, or 9.3 city, 6.7 highway and 8.1 combined in Platinum or as-tested Edition One trims.
Unfortunately I had no time to head up one of Vancouver’s snowcapped local mountains to test out the all-wheel drive this time around, but the aforementioned system certainly gripped well in wet weather and there was no noticeable slip during takeoff. Adhesion was further aided by standard traction and stability control systems, while Active Understeer Control and Intelligent Trace Control enhanced the Altima’s admirable mechanical cornering capability, plus the car’s comfort quotient was improved upon via Intelligent Ride Control.
Balancing ride quality and handling has been an Altima strength for as long as I can remember, memories of which go back to the third-generation model’s Canadian launch program in 2001, and to this end the mid-size segment’s usual fully independent front strut and rear multi-link suspension setup takes care of comfort and control, with the expected stabilizer bars at each end and dual-pinion electric powered steering providing direction. The combination works well, no doubt helped along via my tester’s aforementioned 19-inch alloys on 235/40 VR-rated all-season tires.
Features in mind, the 2019 Altima starts at just $27,998 plus freight and fees for base S trim, $31,498 for the SV, $34,998 for Platinum, and $35,998 for the 250-example limited-production launch version dubbed Edition One. I’ll go into some of the standard and optional features available with other trims in a moment, but being that I’m actually covering this special model I should first mention that those just noted 19-inch alloys look really nice thanks to a matte grey finish and large chunky spokes.
The Edition One also gets a larger than usual body-colour rear spoiler, “EDITION ONE” exterior badges on the lower portion of the front doors, ground lighting that emanates from below each side sill, illuminated “ALTIMA” metal kick plates, and really upscale grey carpeted floor mats with large “ALTIMA EDITION ONE” logos embroidered in a lighter silver/grey tone, along with the Platinum model’s standard feature set. By the way, you can find out all 2019 Altima pricing details at CarCostCanada, including dealer invoice pricing and rebate info that could save you thousands.
Those Platinum features pulled up to Edition One trim include interior accent lighting, wood-tone inlays on the instrument panel, leather upholstery, two-way driver’s memory, a four-way power-adjustable front passenger’s seat, an Intelligent Around View Monitor, navigation, voice recognition for navigation and audio, SiriusXM-powered NissanConnect Services featuring compatible smartphone and smartwatch access to functions like remote engine start/stop, remote door lock/unlock, valet alert, etcetera, Door to Door Navigation that provides seamless transfer from a personal device using NissanConnect to the car’s infotainment interface, Premium Traffic that improves ETA accuracy, SiriusXM Traffic and Travel Link, nine-speaker Bose premium audio, and Traffic Sign Recognition.
Items found on the Platinum and Edition One that get pulled up from SV trim include advanced LED headlamps with signature LED daytime running lights (DRLs) and High Beam Assist (HBA), plus LED fog lights, dual chrome exhaust finishers, acoustic laminated glass, a heated leather-wrapped steering wheel, a leather-wrapped shift knob, Intelligent Cruise Control (ICC), an auto-dimming rearview mirror, a HomeLink universal garage door opener, rear parking sensors, a powered moonroof, satellite radio, dual-zone automatic climate control, rear passenger air conditioning vents, Blind Spot Warning (BSW) with Rear Cross Traffic Alert (RCTA), Pedestrian Detection added to the otherwise standard Intelligent Emergency Braking (IEB), Intelligent Lane Intervention, Rear Intelligent Emergency Braking, and last but hardly least ProPILOT Assist semi-automated driving capability, an exclusive Nissan Intelligent Mobility technology that can totally take over steering duties for short durations on the highway, and aid steering (if you keep your hands on the wheel) for as long as you want, by helping to keep your Altima centered within its lane. While ProPILOT Assist is engaged, ICC gets used to maintain a safe distance behind vehicles ahead, resulting in one of the more advanced semi-self-driving systems currently available.
Advanced driver assistance in mind, the new Altima not only comes standard with Intelligent Emergency Braking, but it also features standard Intelligent Forward Collision Warning (I-FCW), Intelligent Driver Alertness (I-DA), and Rear Door Alert that reminds you of anything/anybody left in the back seat when exiting your car, while additional base S trim features pulled up to our top-line Altima include the aforementioned automatic Xtronic CVT and AWD, plus remote engine start, proximity-sensing keyless access, pushbutton ignition, an electromechanical parking brake, auto on/off headlights, LED turn signals within the side mirror housings, LED taillights, active grille shutters, a UV-reducing solar glass windshield, an Advanced Drive-Assist display within the otherwise analogue Fine Vision electroluminescent gauge cluster, an 8.0-inch infotainment touchscreen with Apple CarPlay, Android Auto, a backup camera, Bluetooth hands-free smartphone connectivity with streaming audio, hands-free text messaging, Siri Eyes Free voice recognition, two illuminated USB ports and two of the smaller USB-C ports, plus more, while the standard menu continues with micro-filtered air conditioning, heated front seats, an eight-way powered driver’s seat, etcetera.
When climbing inside I was first impressed with the Altima’s clean, contemporary design and better use of higher quality premium materials when compared to the outgoing Altima. When seated up front, most surfaces above the waistline are made from soft-touch synthetic, the dash and instrument panel particularly attractive in their minimalist design, albeit the woodgrain used for the latter feels a lot more genuine than it looks. Fortunately there’s no wood on the door panels, only extensions of the tasteful satin-silver accents used for the instrument panel and centre console, plus some French-stitched leatherette over soft padding found on the inserts and armrests. Nissan uses this treatment for the primary instrument hood too, not to mention down each side of the lower console, providing a premium treatment that’s not unlike its larger, fancier Maxima sedan.
A personal favourite item is the thick leather-wrapped steering wheel rim that gets a slightly flattened bottom section for a sporty look and feel. It’s enhanced with Nissan’s usual high-quality switchgear, while the aforementioned instrument cluster is bright, clear and filled with a large colour TFT multi-information display at centre. This said it’s up against a couple of rivals that feature fully digital gauges in top trims, but I doubt this will be a deal-breaker for the majority of mid-size sedan buyers.
The infotainment touchscreen sits high atop the centre stack in the usual fixed tablet design, and as tested comes crammed with all the top-tier features mentioned earlier. Along with the usual tap gesture control, you can pinch and swipe its surface in certain applications, such as the navigation system’s map, but I must say I wasn’t certain of this at first try because it took so long for the system to respond. Some of its dulled reaction seemed to be due to having just started up the car, but even when it allowed me to zoom in and out or move the map around it wasn’t as immediately engaging or as smooth as some other systems in the class. The map graphics are very nice, however, and its route guidance worked flawlessly, while the infotainment system’s interface is well thought out on the whole.
Likewise, the clarity of the display is excellent, as is its depth of colour and contrast, this made especially noticeable in the audio system’s satellite radio panel that provides colourful station branding and album cover artwork, while the Bose system’s sound quality was very good. Also impressive, my tester’s parking monitor was a split-screen design with a regular reverse camera featuring active guidelines to the left and an overhead 360-degree surround camera system to the right, a best of both worlds scenario. This, combined with the previously noted rear sensors, made parking very easy.
Also positive, the Altima’s “Zero Gravity” seats are wonderfully comfortable, with good lower back support plus the addition of two-way driver’s lumbar support that fit the small of my back almost perfectly. What’s more, I was pleased with the amount of rake and reach found in the tilt and telescopic steering column, allowing me to set up the driving position ideally, which isn’t the case with some rivals.
Rear seat roominess is very good too, with 10-plus inches of space between the front seatback to my knees when the former was set up for my five-foot-eight frame, plus I had plenty of room to stretch the legs out with my feet below the front seat. Likewise, the Altima offered about five inches of open air next to my outside hips and shoulders, plus about three inches above my head, which means its rear quarters should be roomy enough for most adults.
An armrest with cupholders folds down at centre, while additional rear seat amenities include reading lights overhead and, as noted earlier, two sizes of USB ports on the backside of the front centre console. Other than a set of air vents on that same console, that’s about it for niceties in back, which means that fans of rear seat heaters need not apply. I was also surprised to find hard plastic rear door uppers, not to mention the same hard plastic used for most of the mid and lower door panels. Not only is this rare for the mid-size sedan segment no matter the trim level, but the outgoing Altima featured soft-touch door uppers in back. Only a small portion of this 2019 model’s door insert comes fitted with padded leatherette, along with the armrest, which results in a lower level of rear seat luxury than most in this segment. In fact, even this full-load Altima Edition One’s rear doors are no nicer than what you’d find in an entry-level compact car, and therefore they’re disappointing.
Moving farther back still, some might be put off by the new Altima’s lack of trunk space. At 436 litres (15.4 cubic feet) it’s larger than most compacts, but it’s smaller than the Camry, Accord and others it’s up against. Release pulls allow 60/40-split rear seatbacks to tumble forward when more space is needed for transporting longer cargo, but this is par for the course in this class. Unusually good, however, is a front passenger’s seatback that can be fully reclined to house extra-long cargo.
Speaking of space up front, I could have used more cubbies on or under the centre console, and the glove box isn’t as cavernous as the outgoing model’s, but kudos to Nissan for correcting a constant complaint of mine, the overhead sunglasses holder now fits all types of shades thanks to the removal of a nosepiece holder that was previously ridiculously oversized.
As for styling, the new 2019 Altima’s exterior design speaks for itself, and most should find its assertive new face to their liking. Its predominant feature is a go-big-or-go-home version of the brand’s Vmotion 2.0 grille, surrounded by those sleek new LED headlamps mentioned earlier, unless choosing the base S model that comes with a set of projector-type halogen headlights that are just as sleek, albeit not as bright, while the rest of the car portrays an athletic stance from front to back.
All said, the new Altima delivers big on style, interior design and execution up front, comfort and passenger roominess all-round, plus infotainment, handling, fuel economy, and advanced driver assistance systems, while its safety rating should at the very least measure up to its peers. I don’t think Nissan has hit the new Altima out of the park, meaning the Camry and Accord should still reign supreme in the mid-size sedan segment, but it should satisfy most current Altima owners that aren’t already planning to upgrade to a Murano, Pathfinder, or some other crossover SUV like so many of today’s consumers are. Then again, the all-season stability and safety that comes with standard AWD combined with the unmatched security of a lockable trunk should be considered, and the new Altima is one of few vehicles on today’s mainstream volume-branded market providing both.
In our garage this week is the all-new 2019 Volvo S60 in its sportiest R-Design trim. It’s a critically important redesign arriving at a time when the majority of buyers are more interested in crossover…
In our garage this week is the all-new 2019 Volvo S60 in its sportiest R-Design trim. It’s a critically important redesign arriving at a time when the majority of buyers are more interested in crossover SUVs, so should Volvo be worried?
Time will tell if the Swedish brand manages to take back market share lost while waiting half a decade longer than usual for a redesign, but once again offering this four-door sedan along with sport wagon and more rugged crossover SUV-style tall-wagon variants will certainly help attract more buyers.
Hot off the heels of three wonderful holiday weeks with the just noted 2019 V60 sport wagon, we eagerly dive right into this new-from-the-ground-up S60. Of course, you won’t find many of our opinions in this garage review, leaving such experiential talk for an upcoming road test review, but there’s certainly opportunity to share some background info as well as a bucketful of meaty info morsels that would-be buyers and otherwise interested parties should find useful.
The first S60 arrived at the turn of the century for the 2001 model year, a great looking update to the more conservatively penned 1997–2000 S70 that took over from the even boxier 1992–1997 850, which followed the much more sharply cut 1985–1991 740/760/780, the now classic 1974–1985 200 Series, the more shapely 1968–1975 164 Series and 1966–1974 140 Series, the beautiful 1956–1970 120 and 130 Series, and finally the one the started them all, the truly classic 1943–1958 PV444/544 (excuse us if some of the dates aren’t 100-percent accurate). Ok, that was a lot more history than was needed, but it goes to show how far the tentacles of this model reach back into yesteryear, and how much historical significance Volvo brings to the automotive industry.
Even more importantly, the new S60 is the final piece in Volvo’s rebranding puzzle for North American markets, unless they decide to bring us a revived V40 to go along with the similarly sized XC40 crossover SUV that was introduced last summer, or further expand their lineup with a reincarnated C30, S40, C70, S80, or who knows what? Volvo already offers Canada’s luxury market an impressively large lineup of models and therefore doesn’t likely need to water down its efforts by filling more niches, but we’re happy to see it continue with mainstay products like the S60 despite some market weakness amongst four-door sedans in recent years.
As it is, this new third-generation S60 should cause today’s smaller group of premium car lovers to sit up and take notice, thanks to design details that have proven favourable to the majority of the Scandinavian automaker’s loyal owners as well as most auto industry critics when seen on other Volvo models.
While once again uttering “Thor’s Hammer” LED headlights might nauseate regular readers as much as the words delighted when Volvo first coined them for the then-new XC90 in 2014, they’re an integral part of the new S60’s frontal design, just like the mostly rectangular crested grille in between. Likewise, the C- or hook-shaped LED taillights provide an original look from its backside, the new S60 getting a similar set of rear lenses to those found on the larger S90 sedan.
Speaking of larger, the compact (or mid-size, depending on market) D-segment S60 has (surprise, surprise) grown from the outgoing 2010–2018 iteration to this new 2019 model, its length now 133 mm (5.2 inches) longer at 4,761 mm (187.4 in) with a 96-mm (3.8-in) longer wheelbase of 2,872 mm (113.1 in), but unusually it’s now 15 mm (0.6 in) narrower at 1,850 mm (72.8 in), and sports a 53-mm (2.1-in) lower roofline than its predecessor.
Of course, the longer wheelbase aids rear legroom, which some criticized as a shortcoming on the previous car, although the real reason for an elongated S60 probably comes down to the Chinese market and their love of limousine-like rear quarters. The outgoing S60 was already available in China as the long-wheelbase S60L (with a 79-mm/3.1-inch wheelbase stretch and 76 mm/3.0 inches more rear legroom) in order to cater to regional tastes (the Chinese-made model was also offered in the U.S. with Inscription trim). Competitive luxury brands provide long-wheelbase variants of their D-segment offerings in China too, but only Volvo has Chinese parentage (Geely) and will therefore probably sell more S60s in its second home market than in North America, or possibly even Europe, so they might as well make one elongated S60 to serve all.
Speaking as one who resides in Richmond, BC, made up of 53-percent Chinese-descent Canadians that continue to enjoy most of the same personal and collective tastes originated in the Sinosphere, what works in Beijing, Shanghai, Guangzhou, Shenzhen and the rest of China’s largest and wealthiest cities, not to mention those hailing from the “Special Administrative Region” of Hong Kong, will likely work here, or for that matter in Richmond Hill, Ontario, Richmond, Virginia, Richmond upon Thames, London, UK, etcetera (Richmond is the most common place name in the world, or so claims British author and toponymist Barclay Simpson who lives in the original Yorkshire, England town).
The S60 is far from common, however, and I’m not just commenting on how few you’ll find on the road compared to segment leaders like the BMW 3 Series, Mercedes-Benz C-Class and Audi A4. Despite the second-generation S60’s length of tenure it’s still fared pretty well, but this new model should excite longtime fans of the model and may even cause some bored with things Swabian to contemplate a Swedish way of life. And by that we don’t mean simplistic minimalism, as has often been Scandinavian design dogma, but rather lavish luxury, this especially true in aforementioned over-the-top Inscription trim.
Unlike the V60 we spent time in over the holidays, the new 2019 S60 is available in more trims due to an expectedly higher take-rate. The V60 could only be had as a base Momentum or top-line Inscription, but the S60 provides both of these grades as well as sportier R-Design and sportiest Polestar Engineered guises, the latter boasting the brand’s hybridized plug-in powertrain that ups performance to 400 horsepower and 400 lb-ft of torque via the same turbocharged and supercharged 2.0-litre four-cylinder as offered with T6 powered models.
Along that stream of thought, most S60 buyers will opt for T5 FWD or T6 AWD powertrains, the former, which is only available in Momentum trim, featuring the same 2.0-litre four without the supercharger for 250 horsepower and 258 lb-ft of torque, and as the three-letter acronym states drives the front wheels, while the latter, which is available with Momentum trim and comes standard with the R-Design and Inscription, makes a more soul-stirring 316 horsepower and 295 lb-ft of torque and turns all four wheels.
Both engines come standard with auto engine start/stop that helps to reduce emissions and fuel consumption by shutting the engine down when it would otherwise be idling, this aiding the base T5 FWD to achieve a claimed five-cycle rating of 10.2 L/100km in the city and 6.8 on the highway, while the new T6 AWD is good for an estimated 10.9 city and 7.7 highway, and plug-in T8 Polestar is rated at 9.1 city and 9.1 highway.
The 2019 S60 Momentum T5 FWD starts at $42,400 plus freight and fees, which is only $250 more than last year’s version despite its all-new design and upgraded everything, and comes standard with those aforementioned LED headlamps, 17-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, an eight-inch driver display, Road Sign Information (RSI), a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, rear parking sensors, a backup camera with dynamic guidelines, Apple CarPlay and Android Auto, voice activation, two USB ports, Bluetooth phone connectivity with streaming audio, Volvo On-Call with remote start and vehicle tracking, 170-watt 10-speaker audio, satellite radio, leatherette upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, power-folding rear seat headrests, dual chromed tailpipes, and more.
This being a Volvo means plenty of safety gear comes standard too, so therefore all 2019 S60 trims get City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.
Of special note, if sensing an imminent head-on collision the new oncoming braking system will automatically activate maximum braking force two-tenths of a second before impact. Volvo claims this feature reduces vehicle speed by 10 km/h ahead of an impact, which could potentially be a lifesaver and certainly help to minimize life-altering injury.
Of course, all of the above are included with our $52,400 R-Design tester too, as is a unique R-Design front grille, full LED headlamps with auto high beams and active bending, fog lamps with active bending, high-gloss black exterior trim including the side mirror caps, door handle puddle lamps, 18-inch alloy wheels, a lowered sport suspension with firmer shock absorbers, proximity-sensing keyless access, special R-Design metal sill mouldings, R-Design carpeted floor mats, a three-spoke R-design leather-wrapped steering wheel, R-Design metal pedals, a 12.3-inch digital gauge cluster, paddle shifters for the eight-speed automatic gearbox, driver selectable low, medium and high personal power steering settings, Comfort, Eco or Dynamic adjustable drive mode settings, four-zone automatic climate control with rear controls, navigation, Metal Mesh decor inlays, a black headliner, Fine Nappa leather upholstery with contrast stitching, six-way powered front contoured sport seats with four-way powered lumbar support, and two-way memory, a power extendable lower cushion for the driver, and more.
The new S60 sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger S90 luxury sedan and everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform. SPA and the Volvo models built upon it have been widely praised by auto scribes like us, as well as Volvo customers.
The S60’s chassis is comprised of aluminum double wishbones up front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring, Volvo promising both a comfortable ride and sporty handling from this fully independent setup that we’ll report on in our upcoming review.
Our tester looks good in its $900 optional Fusion Red Metallic paintwork, one of five optional colours plus no-cost standard Black Stone, while the R-Design’s interior is Charcoal black. Those choosing base Momentum trim can allow for seven exterior colours and a variety of interior motifs, while Inscription buyers get the choice of eight colours albeit fewer cabin combinations, but the Momentum’s upgradable upholsteries are no-cost options in the Inscription.
Our R-Design tester also features a set of $1,000 19-inch alloy wheels, while available individual options include a $1,150 graphical head-up display unit and a $3,750 15-speaker, 1,100-watt Bowers & Wilkins audio system, both of which are included as well.
Also included is a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; and an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert.
By the way, the $53,900 S60 Inscription includes most of the features found in the slightly less expensive R-Design trim, other than sportier items such as the suspension upgrade, metal pedals and paddle shifters, while swapping out the special R-Design grille for a chromed waterfall design and gloss black window trim from chrome on the outside and the Metal Mesh Decor inlays for beautiful matte Driftwood Decor inside, plus adding unique 10-spoke 18-inch alloys, a tailored instrument panel with stitched soft-touch detailing, perforated Nappa leather upholstery, ventilated front seats, and more.
And incidentally, all 2019 Volvo S60 pricing was sourced from CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada too, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.
Of course, in our upcoming road test review we’ll go into detail about how the majority of these features work as well as the S60 R-Design’s driving dynamics, plus the usual commentary on the quality of materials inside, fit and finish, etcetera. Make sure to come back soon for all the details…