May | 2019 | The Car Magazine

The Infiniti Q50 has been one of few sport-luxury sedans that found continued success despite the unprecedented onslaught of crossover luxury SUVs, at least before Q1 of 2019. Last year, Canadian premium…

New Car Reviews

2019 Infiniti Q50 Signature Edition Road Test

The Infiniti Q50 has been one of few sport-luxury sedans that found continued success despite the unprecedented onslaught of crossover luxury SUVs, at least before Q1 of 2019. Last year, Canadian premium car shoppers said their unceremonious goodbyes to the BMW 3 Series, which saw its sales drop by 19.5 percent, and the Audi A4, that lost 20.3 percent, while Acura’s TLX, Cadillac’s ATS, and Jaguar’s XE gave up even more ground, but the Q50 actually grew its sales by 6.8 percent throughout 2018.

Over the past few months, however, Q50 sales have gone off the deep end with a 36.3 percent downturn, and while this is no doubt cause for concern by the powers that be at the company’s Hong Kong headquarters, it’s still not as bad as BMW’s 3 that lost 37.7 percent compared to Q1 of 2018, and Audi’s A4 that’s seen 39.9 percent of deliveries taken off its order books. Even Mercedes-Benz’ mighty C-Class has fallen by 34.5 percent, while Lexus IS deliveries (which were down 10.9 percent in 2018) have now plummeted by 45.5 percent, and Jaguar XE sales are currently nose-diving by a staggering 78.1 percent (its sales were only off by 27.8 percent last year).

I suppose I should stop tapping away at the keys right now and point you to my review of the impressive new Infiniti QX50 compact luxury SUV instead, but in all seriousness, 2,576 Canadians purchased the Q50 sport-luxury sedan during 2018, plus an additional 517 over the first three months of 2019, so I can think of plenty of good reasons to continue writing this review. In fact, I find the Q50 one of the smartest choices in the compact luxury D-segment, even if this category isn’t exactly filled with optimism these days.

As a bit of a backgrounder, Infiniti gave the Q50 a mid-cycle update for the 2018 model year, refreshing its grille, front fascia, headlamps, taillights, rear bumper design and more, so it continues forward into 2019 unchanged from a visual perspective, except for a new Canadian-exclusive “I-LINE” styling treatment that now comes standard with the renamed I-Line Red Sport 400 model.

Infiniti chose the new I-Line nomenclature from the words “Inspired Line,” and just like eyeliner it blackens the grille surround similarly to last year’s gloss-black fog light bezels and diffuser-like rear bumper cap, while the spoiler on top of the trunk lid also gets an upgrade to high-gloss carbon-fibre, plus new “custom imported” glossy black 19-inch alloys trim out the lower regions. Possibly more important, I-Line trim helps to visually differentiate the sportiest 400-horsepower Q50 from lower trims within the lineup, an intelligent move when factoring in the $7,700 leap from the already fast 300 horsepower Q50 3.0T Sport.

Of note, both 300 and 400 horsepower Q50 models utilize the same turbocharged 3.0-litre V6 engine, albeit with unique components and tuning. Engines in mind, an even bigger change for 2019 is the discontinuation of the Mercedes-Benz-sourced 2.0-litre turbocharged four-cylinder from the Canadian market, although it continues to make 208 horsepower in other world markets, including the U.S.

Back here at home, both V6 engines use Infiniti’s advanced seven-speed automatic gearbox with manual shift mode and downshift rev-matching capability, the latter a rare and wonderfully fun enhancement to the Q50’s overall strong performance, while the Japanese luxury brand’s “Intelligent” rear-biased all-wheel drive also remains standard.

Fuel efficiency has seen improvements since Infiniti replaced the naturally aspirated 3.7-litre V6 with the new 700-cc smaller turbocharged 3.0-litre engines, but now that the four-cylinder is no longer available the model’s base fuel economy, which measured 10.7 L/100km city, 8.6 highway and 9.7 combined last year, no longer sits amongst class leaders. Still, the new as-tested base 3.0-litre’s rating of 12.4 city, 8.7 highway and 10.8 combined remains competitive amongst six-cylinder rivals.

Such practical elements covered, I should also point out that the 2019 Q50 now includes standard predictive forward collision warning and forward emergency braking, which certainly is a step in the right direction for helping the Q50 to eventually achieve an IIHS Top Safety Pick + rating.

With the 2.0-litre four now gone for 2019, Q50 3.0T Luxe AWD trim replaces the Q50 2.0T Luxe AWD, with the base price commensurately moving up $5,000 to $44,995 plus destination and fees, which just happens to be last year’s entry price for the V6. The Q50 3.0T Signature Edition being reviewed here starts just a hair higher at $46,495, while the upper mid-range of the model lineup gets filled by the previously mentioned $48,495 Q50 3.0T Sport AWD, whereas the $56,195 I-Line Red Sport 400 ends up on the top spot. This said all trims are very affordable when factoring in everything that’s on offer.

By the way, each price noted is available in detail, along with trim, package and option information, from CarCostCanada, where you can also source money saving manufacturer rebate info and otherwise difficult to get dealer invoice pricing that could save you thousands.

Although mentioning the word “base” a moment ago, nothing about Q50’s twin-turbocharged V6 is remotely basic. To be clear, no rival offers a 300-horsepower base engine, or the direct-injected mill’s near equally impressive 295 lb-ft of torque. I’ve sung praises about this talented V6 before, plus gone on ad nauseum with respect to the seven-speed automatic and all-wheel drive setup it’s mated to, so rather than pore too much attention on the numerous technological advancements that make this combo worthy of your full attention, I’ll lay down a more experiential tone.

For starters, the base engine feels even quicker off the line than those figures suggest, although those 300 and 295 output numbers are hardly insignificant. It just has more full-throttle jump from standstill than the majority of similarly rated cars, this probably due to the engine’s twin-turbochargers delivering most of that twist from only 1,600 rpm all the way to 5,200 rpm, which is considerably sooner in the rev range than a normally aspirated mill would be capable of, with a wider torque band as well.

Those turbos spin at speeds of up to 240,000 rpm, incidentally, a thought I just can’t get my brain to comprehend, especially considering their almost silent operation and complete reliability. Also worth mentioning, the mostly aluminum and therefore lightweight V6 has been on the Wards “10 Best Engines” winner list since it was created, just as its 3.7-litre and 3.5-litre predecessors were, so I’m not alone with my accolades.

Push the “START/STOP ENGINE” button just next to the gauge cluster and it purrs into action, a subtle rasp from the dual exhaust noting that this is no four-banger. Flick the “DRIVE MODE” toggle switch on the lower centre console to “SPORT” instead of “STANDARD” (SNOW, ECO and PERSONAL modes are included too), pull the contrast-stitched leather-wrapped shifter rearward into “D” and then over slightly for manual mode, and prepare yourself to shift via the gear lever as steering wheel-mounted paddles are only available with the 3.0T Sport and I-Line Sport 400 trims. No issue here, as I’ve been shifting stick for longer than I care to say. Then again, I’d appreciate having paddle-shifters too, but obviously Infiniti sees the Luxe and Signature Edition as its luxury-focused models, in spite of their quick response to throttle input and dynamic handling.

This Signature Edition wears the same standard 245/40R19 all-season run-flat performance rubber as the Sport model, but as it was my test car purposely featured winter M+S tires that without doubt impacted its lateral grip on dry sections of roadway. Just the same Infiniti didn’t go cheap on its winter tires, skinning the standard triple-five-spoke alloys in Pirelli Sottozero 3s, which showed such prowess through wet and snowy conditions that nothing nearing the likes of an SUV was at all necessary. In fact, it was so good at managing wet Left Coast snow that this Q50 quickly became my default ride for a very cold and soggy Vancouver week, while it was not only a great help in overcoming inclement weather, but its wonderfully reactive steering, wholly capable suspension, and smooth, comfortable ride made each stint behind the wheel a joy.

Of note, additional Signature Edition upgrades include the same performance-oriented exterior design details as found on the Sport, such as a sharp-edged glossy black lip front spoiler and similarly black fog light bezels, as well as a slightly less aggressive variation on the black and body-colour diffuser-infused rear bumper theme noted earlier, while each mid-range model also utilizes of an identical set of silver-painted 19-inch alloy rims, which is an improvement over base Luxe trim’s 18-inch alloy wheels and 225/50 all-season run-flat performance tires.

Finally, both mid-range Q50 trims get silver “S” badges on each front fender, but oddly the Signature Edition includes a special rear deck spoiler just above its own scripted “Signature” badge, but the Sport model doesn’t get a spoiler at all, although it does receive a silver “S” insignia beside its Q50 badge.

Slide inside and you’ll quickly see that Signature Edition and Sport trims also share identical Sport Type seats featuring driver’s power lumbar and powered torso bolsters, plus manual thigh extensions for both front seats. The driver’s seat was thoroughly comfortable and provided superb lateral support, which is always appreciated when slinging such a capable car through fast-paced curves. Additionally, the Signature Edition’s Kacchu aluminum decorative inlays mentioned earlier are also found in the Sport model, a bonus as they look fabulous and feel substantive.

Almost every other feature not yet mentioned is shared between the base Q50 Luxe model and the Signature Edition, which means the Q50 Signature Edition receives standard automatic LED headlamps with LED daytime running lights, LED fog lights and front turn signals, LED brake lamps, aluminum “INFINITI” branded tread plates, proximity keyless access, pushbutton start/stop, Infiniti’s “InTuition” for storing climate, audio and driving preferences within each “Intelligent Key”, welcome lamps on the front outer door handles, rain-sensing wipers, an auto-dimming centre mirror, a universal remote for your garage, micro-filtered two-zone automatic climate control, an Infiniti InTouch dual-display infotainment system featuring a bright, high-resolution 8.0-inch upper monitor and an equally clear and colourful 7.0-inch lower touchscreen, a reverse camera, Bluetooth phone and audio streaming, decent sounding six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume control, dual USB chargers, a heated steering wheel rim (that truly responds quickly), heatable front seats (almost heating up a fast), power front seats, a power glass sunroof, plus more.

Notably, along with the move up to the base V6 engine a variety of features that were previously optional now come standard, such as remote engine start, Infiniti’s precise InTouch route guidance/navigation system with lane guidance and 3D building graphics, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text messaging and vehicle info, power-adjustable lumbar for the driver, and 60/40-split rear seatbacks with a handy pass-through down the middle.

Moving upward in trims from this Signature Edition, the only significant improvements to the previously noted Sport model are performance oriented, with upgrades including the steering wheel-mounted paddle shifters I spoke of before, a special sport-tuned dynamic digital suspension, and an identical set of sport brakes as found on the Red Sport 400, which incorporate four-piston front and two-piston rear calipers, while the two sportiest Q50 models also include an exclusive set of front seat-mounted side-impact airbags.

Features in mind, items not available with this Signature Edition include optional electronic power steering with the Sport model, while Infiniti’s exclusive drive-by-wire Direct Adaptive Steering (DAS) system can be had with all trims except for the Signature Edition. The same can be said for the auto-leveling adaptive front lighting system (AFS) with high beam assist, the power-adjustable steering column with memory, the Around View Monitor (AVM) with Moving Object Detection (MOD), the top-line 16-speaker Bose Performance audio system featuring Centerpoint technology, front and rear parking sonar, adaptive cruise control with full speed range, distance control assist, blindspot monitoring, blindspot intervention, lane departure warning and prevention with active lane control, and backup collision intervention with rear cross-traffic alert.

Some features that are not available with the Signature Edition, are optional with the Sport, and come standard with the Red Sport 400 include auto-dimming exterior mirrors with reverse link and memory, plus Infiniti’s advanced climate control system with auto-recirculation, Plasmacluster air purifier and grape polyphenol filter.

This puts the Q50 Signature Edition in a unique value position, by including much of the Sport trim’s features yet limiting choices to colours, which are identical to the five provided for the Sport, including Liquid Platinum silver, Graphite Shadow grey, Black Obsidian, Majestic White, and the beautiful deep Iridium Blue coating my test car; as well as interior themes, which just like with Sport trim come in Graphite (black) and Stone (grey). By the way, the base model’s interior can also be had in Wheat (tan), while available dark-stained gloss maple hardwood gives off a more traditional luxury ambiance. Additionally, those who move up to sportier Q50 trims lose the option of base Pure White and optional Mocha Almond (brown metallic) exterior paint, but the base model doesn’t offer Iridium Blue, while Red Sport 400 customers have the option of Dynamic Sunstone Red.

Features aside, all Q50 trims are finished to a very high level. My test model included stitched leather across the dash top, instrument panel, both sides of the lower console, and the upper two-thirds of each door panel, while the glove box lid boasts a high-quality soft composite too. The materials are superb as well, from that leather surfacing to the finely upholstered premium leather seats, to the gorgeous Kacchu aluminum inlays, the plentiful satin silver accents, and other surface areas, while all switchgear looks good with nice tightly spaced fitment, and feels substantial with proper luxury-level damping.

The Q50 is quiet too, whether rushing around town or speeding down the freeway, while it’s ideally spacious for all occupants. Adding size and roominess to a given market segment has long been part of Infiniti’s value proposition, and in the case of the Q50 it comes close to mid-size proportions when compared to a number of D-segment competitors. This benefits larger folk more than someone measuring a mere five-foot eight like me, but my longer legs and shorter torso often make it difficult to set up a comfortable driving position in other cars. Not so with the Q50, which provides extensive reach from the tilt and telescopic steering column, which when combined with the multi-adjustable driver’s seat allowed for optimal comfort and control. Improving on that, the power-adjustable lumbar support ideally fit the small of my back, the powered side bolsters snuggly kept me in place during hard cornering, and the thigh support adjusters nicely cupped under my knees.

As usual, I took the opportunity to sit behind my preset driver’s seat to find out how roomy the rear quarters are, and am happy to report that the rear left-side seat provided approximately five inches in front of my knees, a lot of space for my big winter boots below the driver, plus ample room side-to-side, while I had about three inches above my head, meaning six-foot-plus passengers should fit in back just fine. Rear passengers are treated to accommodations that are just as nice as the front compartment, with features including a flip-down armrest with cupholders at centre, overhead reading lamps, plus a set of air vents on the back of the front centre console.

Trunk volume should be amply sized for most owners too, but its 382 litres (13.5 cubic feet) isn’t as large as some others in this segment. I’d prefer the European-style 40/20/40 split-folding rear seatback configuration too, rather than the Q50’s 60/40 division, but the rear pass-through is probably large enough for two or three pairs of skis, which may work well enough depending if skiing is your thing, or whether or not you ever load in long cargo.

No car is perfect, but honestly the Q50 competes very well in this class, and easily deserves your earnest attention. On top of its list of virtues is value, which is always an important consideration, while Infiniti also has a very good record of dependability, makes beautiful interiors, provides arguably attractive styling, and has long been the go-to Japanese brand for performance. In the end, Infiniti will no doubt be more than happy to sell you a QX50 crossover SUV if you need more cargo capacity, but those who want the better performance of a low-slung sport sedan will appreciate that this Q50 continues to serve such purposes. Either way, Infiniti has you covered.

Don’t let looks deceive you. Even though the Qashqai’s design has remained exactly the same throughout its first three model years, especially when seen in its official launch colour of Monarch Orange,…

New Car Reviews

2019 Nissan Qashqai SL Platinum Road Test

Don’t let looks deceive you. Even though the Qashqai’s design has remained exactly the same throughout its first three model years, especially when seen in its official launch colour of Monarch Orange, this 2019 model received plenty of important new upgrades.

The list of improvements starts with advanced driver assistive systems such as Intelligent Emergency Braking (IEB), Blind Spot Warning (BSW), Rear Cross Traffic Alert (RCTA), and Nissan’s smart Rear Door Alert (RDA) system, that latter reminding if something or someone has been left in the back seat, while other additions include a new standard NissanConnect infotainment touchscreen that grows to 7.0 inches across the line, and boasts standard Apple CarPlay and Android Auto smartphone integration, satellite radio, live navigation, plus mobile apps and services. The latest entry-level Qashqai also features a second USB port within the centre console, plus Nissan’s convenient Divide-N-Hide cargo system in back. If that news isn’t good enough, take note that Nissan managed to add all of this content while only increasing the price by $200, to $20,198.

That increase in price isn’t responsible for the Qashqai no longer being the most affordable subcompact SUV in Canada, however, the blame for that clearly laid on Nissan’s own $18,298 Kicks. Now the Japanese automaker has more small utilities in its lineup than any mainstream rival, all three of which are amongst their segments’ top sellers.

The Qashqai’s low base price doesn’t mean that it comes up short on features either, its standard menu filled with goodies like projector headlights, LED daytime running lamps, heatable powered door mirrors with LED turn signals, powered windows and door locks, the latter connected to a switchblade-style remote, an electronic parking brake (which strangely reverts to a foot-actuated type on S CVT and SV CVT trims), a tilt and telescopic steering column, a colour TFT multi-information display (MID), variable intermittent wipers, sun visors with extensions and vanity mirrors, sunglasses storage in the overhead console, micro-filtered air conditioning, a backup camera that’s now easier to view due to the bigger infotainment display, Bluetooth phone connectivity with streaming audio, text message reading and responding capability, Siri Eyes Free, a four-speaker AM/FM/CD/MP3/WMA audio system with illuminated steering wheel buttons, speed-sensitive volume, Radio Data System (RDS), two-way Quick Comfort heatable front seats (that truly heat up quickly), a rear-seat centre armrest, a cargo cover, six cargo tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the usual passive and active safety and security features, and more.

Just like before, the Qashqai continues into 2019 with three trim lines, including the previously noted entry-level S model, plus the SV and SL, the former two offering optional AWD and the latter making it standard. That top-tier trim is how my test model was dressed up, replete with an even more upscale Platinum package, but before I unwrap all this upgrade entails I should point out that the $26,198 SV might be an even better option for those not willing the pay for the premium-like features in my SL.

The SV boasts sharp looking 17-inch alloy wheels, these replacing the base set of 16-inch steel rims with covers, plus automatic headlamps, fog lights, remote start, proximity keyless entry, pushbutton start/stop, auto high beams, rear parking sonar, illumination added to the vanity mirrors, a powered glass sunroof, a heated leather-wrapped steering wheel, a leather-clad shifter knob, cruise control, two additional stereo speakers, two-zone auto HVAC, rear passenger ventilation, and more, while a host of new advanced safety features are included too, like enhanced autonomous Intelligent Emergency Braking with Pedestrian Detection, Lane Departure Warning (LDW) with Intelligent Lane Intervention, and Rear Intelligent Braking (R-IEB).

The top-tier SL model I was testing starts at $31,398, but even for this reasonable sum it looks and feels like a small luxury utility due to big standard 19-inch alloys, roof rails, the electronic parking brake once again (this is the only trim that combines it with the CVT), an Intelligent Around View Monitor, navigation, voice recognition, SiriusXM Traffic and Travel Link, leather upholstery, an eight-way powered driver’s seat with two-way lumbar, and a front driver’s seatback pocket, while new to the SL’s standard features list is Intelligent Cruise Control (ICC), Moving Object Detection (MOD) to improve the R-IEB, and the ProPilot Assist semi-automated self-driving system that helps to maintain a given lane while easing highway driving stress.

As I noted earlier, my test model also included the $2,000 SL Platinum package that provides LED headlamps for seeing much farther down the road at night, an auto-dimming rearview mirror, a Homelink universal remote, wonderful sounding nine-speaker Bose audio, and NissanConnect Services, the latter a bundle filled up with mobile apps designed to enhance everyday life with your Qashqai.

Of note, all the 2019 Qashqai prices mentioned in this review, including trims, packages and individual options, were sourced from CarCostCanada, where you can also find rebate information and dealer invoice pricing that could save you thousands of dollars when purchasing a new vehicle.

Together with the full load of features the Qashqai provides in each trim, the cabin is surprisingly upscale. Last year I tested a base S model, and was impressed with its refinement for only $20k, but this SL Platinum is much fancier. The dash top is soft to the touch and the front door uppers are formed from a nice padded composite, these being common surface treatments no matter the trim chosen, but as mentioned earlier the attractive perforated leather upholstery with contrast stitching can’t be had outside of this SL. Such is the case for the leatherette-wrapped padding with contrast stitching found on the lower centre console, that also serves to protect you and your front passenger’s inside knees from rubbing up against what would otherwise be a harder plastic surface, and it’s great looking too.

Some additional SL highlights include piano black lacquered inlays on the instrument panel, the centre stack, around the shift lever, and each door panel front to back, while this was accented nicely by a narrow strip of satin-silver metal-look trim. Nissan adds more satin-silver detailing on the steering wheel spokes and the shifter, before splashing chrome throughout the rest of the interior to bring a bit of sparkle to key components.

Sitting in the driver’s seat, the leather-covered steering wheel feels good in the hands, while the similarly clad shift knob connects through to Nissan’s Xtronic CVT (continuously variable transmission), which joins up to an energetic 2.0-litre four-cylinder engine capable of 141 horsepower and 147 lb-ft of torque. The CVT will probably be the choice of most Qashqai buyers, but I tested the six-speed manual last year and was happily surprised. It’s a sporty feeling manual that provides plenty of go-fast performance, whereas the CVT tested here is best for cruising at more relaxed speeds, the Qashqai SL pretty good at smoothing out road wrinkles, quieting outside commotions, and comforting all aboard.

CVTs are often criticized for lacking any sort of sporting capability, but after testing three Qashqais with this automated gearbox, and a whole host of additional Nissan models with variations on this CVT’s theme, I found it ideally suited to SUV life. Of course, it hardly provides the kind of get-up-and-go as the manual, in fact buzzing annoyingly when getting hard on the throttle thanks to any CVT’s natural inclination to hold higher than required revs for longer than needed, but fortunately the shift lever’s manual mode is even better for relieving performance than adding it. Shifting up at such moments provides instant relief from the high-revving engine (which can get a bit noisy when left for too long at high revs), dropping the revs and bringing peace and quiet. The process eventually occurs all on its own, but why would anyone want to wait? At regular daily speeds the transmission was best left in Drive, at which point it delivers smooth, capable performance.

This said the Qashqai moves along quickly enough without the need to force it hard, while its ride quality is good for the small SUV segment due to a long wheelbase that’s based on a version of the same chassis architecture and fully independent suspension as the larger Rogue SUV, which incorporates struts up front and a multi-link setup in the rear, plus stabilizer bars at both ends. This means, even with my tester’s larger 225/45R19 all-season tires, the Qashqai ideally balances all the firmness required for its impressive road holding with plenty of comfort. Additionally, its four-wheel disc brakes bring speed to a standstill plenty fast, aided by Intelligent Engine Braking that becomes standard with SV and SL trims.

On top of this, the Qashqai is a miser on fuel, with an estimated five-cycle rating of 10.0 L/100km in the city, 8.1 on the highway and 9.2 combined when FWD is mated up to the manual gearbox; 8.6 city, 7.2 highway and 8.0 combined with FWD and the CVT; or 9.1, 7.6 and 8.4 with the CVT and AWD. With today’s ever-increasing pump prices, the Qashqai can certainly be a relief to the budget.

Of course it may be a bit less efficient when filled up with people and gear, and trust me the Qashqai can hold a lot of both. With respect to the latter, the little ute can stow 648 litres (22.9 cubic feet) of cargo behind its back seats when they’re upright, which is extremely good for this segment, while those standard 60/40 split-folding seatbacks open up a maximum of 1,730 litres (61.1 cubic feet) of gear-toting space when laid flat, and that’s about as good as it gets in this class.

Regarding passenger space and overall comfort, the front seats are nicely sculpted, cupping the backside perfectly, while I found the driver’s seating position excellent for my five-foot-eight frame, providing all the adjustability I needed thanks to being complemented by a tilt and telescoping steering wheel that I was able to pull close enough for ideal comfort and control, this not always the case due to my long-legged, shorter torso body type.

I would’ve appreciated more seat heater comfort, however, as the setup provided just one “HI” and one “LO” setting, which sometimes made it too hot or not warm enough, reason enough for three-way systems being the industry norm. Still, it’s difficult to criticize too harshly in this price-sensitive segment, especially when the Qashqai does everything else so well.

This said you won’t find any such cushion warmers in the back, but those rear outboard seats are nevertheless very comfortable and capable of holding big teens and adults. As per normal, I positioned the driver’s seat as I would when behind the wheel and sat in the back seat, which left approximately five inches in front of my knees, as well as another four inches above my head, or enough space for a six-foot-plus passenger. There’s more than ample width too, best when two are aboard, but possible for three, while my shoulder and hips had about three to four inches left next to the door.

The rear seating area isn’t quite as nicely appointed as that up front, particularly where soft-touch door uppers would otherwise be found, but the door panel armrests are well padded with stitched leatherette covers, and the folding centre armrest is comfortable while its dual cupholders are practical. Nissan also adds a twin set of air vents to the backside of the front console, helpful when wanting to the keep the windows closed.

Spacious for most families, empty-nesters or active lifestyle couples including their gear, the Qashqai is a well-made, generously outfitted, and an enjoyable SUV to drive, delivering a lot more than its reasonable price promises, plus it continues paying dividends long after the honeymoon period is over, due to superb fuel-efficiency. No wonder the Qashqai sells better than most of its subcompact peers, all of which are reasons enough to recommend it highly.

“And now for something completely different.” Yes, it seems fitting to quote one great British icon in support of another, yet sad as it may seem for those of us weaned on big, luxurious four-door…

New Car Reviews

2019 Jaguar XF S Road Test

“And now for something completely different.” Yes, it seems fitting to quote one great British icon in support of another, yet sad as it may seem for those of us weaned on big, luxurious four-door sedans and estate wagons (not to mention Monty Python’s Flying Circus), cars like Jaguar’s XF are becoming few and far between these days.

The Coventry, UK-based premium brand grew legendary with the forever-beautiful Mk II and ultimately elegant XJ Series I, II and III that followed, not to mention the B-Type, C-Type and E-Type sports cars that were the inspiration behind today’s sensational F-Type, but times are tough for all but a few luxury sedans these days. Jaguar designers Ian Callum and Adam Hatton did a stellar job reinvigorating the XJ nameplate back in 2009, the of which I personally witnessed seen while descending the escalator to baggage claim at Pearson International, literally causing my jaw to drop in dumbfounded adoration, but that was a decade ago and as much as I still love the big, beautiful and surprisingly agile machine, the full-size luxury F-segment hasn’t exactly stood still while Jaguar decides what to do for an encore.

Meanwhile, the second-generation mid-size E-segment XF being reviewed here arrived in 2015 as a 2016 model, once again designed by the Scottish-born Callum, and then less than a year later, in June of 2016, Jaguar introduced the compact D-segment XE to Canadians (a 2020 refresh was just revealed) for the 2017 model, a car also penned by the Royal College of Art graduate. He does have a way with sculpted aluminum panels and composites, the XF’s slippery shape achieving Jaguar’s best aerodynamics thanks to a drag coefficient of 0.26. Each is beautiful, and therefore receives steady compliments from enthusiasts who appreciate special cars made by an even more endearing brand, but thumbs up and nods of appreciation from fans hardly pay the bills.

I went over Jaguar’s sales in detail as part of an “In Our Garage” story published in March, so feel free to head on over there to read more if such dry commentary is your thing. Suffice to say the first three months of 2019 have been abominable for all but one of the entire luxury sector’s full-size luxury sedans, with the XJ losing the most ground (68.8 percent) compared to the same initial quarter last year (albeit with most others close behind), while the XE (78.1 percent) was the biggest loser within its compact D-Segment, and XF, surprise, surprise (ok, no surprise), lost the most sales (62.7 percent) in its mid-size E-Segment. Rather than leaving Jaguar faithful crying into their refill bottles of mineral oil (previous generation XJ owners will appreciate the jab), take heart that the F-Pace grew its market share (15.5 percent) over Q1 of 2019 while many rivals lost ground, and the new I-Pace electric found new buyers too, leaving the E-Pace to retreat less territory (7.1 percent) than some competitors.

This said, if you’re the type of buyer who prefers to follow the crowd, then an XF, or any other Jaguar model, probably isn’t for you, yet then again if you’re into exclusivity, and appreciate being one of few anywhere in Canada to own something as wholly unique as the car shown here on this page, you may want to take a closer look at a brand that still takes pride in delivering plenty of old school charm together with formidable performance and highly advanced technologies.

The latter issue is actually improved upon for this 2019 model year, with all XF trims incorporating Jaguar’s updated 10.0-inch InControl Touch Pro infotainment touchscreen, which provides much more area to enjoy its totally new more minimalist graphics (the British red telephone booth and other scenes are gone), easier viewing rear parking camera, more detailed navigation mapping, and many other improvements. If the simpler more sophisticated interface is not your cup of tea, Apple CarPlay and Android Auto smartphone integration give it a reskin when hooked up to your device while adding proprietary features. Being an Android user I prefer Jaguar’s stock system, which includes features like navigation and voice recognition in the XF’s second-rung Prestige trim and above.

On a more luxurious note, Jaguar’s ultra-rich Suedecloth now comes standard for the roof pillars and headliner no matter the XF trim chosen, as does a set of aluminum treadplates with illuminated Jaguar branding, plus rich premium carpeted floor mats, sporty metal foot pedals, classy chromed power seat switchgear, and a classic looking frameless auto-dimming rearview mirror that I happen to love.

Standard features and other XF trims in mind, this 2019 model includes the $59,100 Premium trim, $64,500 Prestige, and $67,800 R-Sport when choosing the 247 horsepower base 2.0-litre direct-injection turbocharged four-cylinder; $67,000 Prestige, $70,300 R-Sport, $72,300 300 SPORT and $79,100 Portfolio with the 296 horsepower version of the same gasoline-powered engine; $66,500 Prestige and $69,800 R-Sport with the 180 horsepower 2.0-litre four-cylinder diesel; and lastly $75,300 for my tester’s 380 horsepower 3.5-litre supercharged V6-powered model’s sole S trim. Take note, all prices, trims, packages and standalone options can be found at CarCostCanada, where you can also save thousands by learning about available rebates and otherwise hard to find dealer invoice pricing.

Recent news of Jaguar losing money by the bucket loads might have something to do with the amazing number of unique powertrains and trims available (and I haven’t touched on options yet) in a car that only sold 173 units in Canada last year. It would’ve been difficult enough when it made 494 deliveries in 2017, or for that matter reached its sales pinnacle in 2016 with 542 down Canadian roads, but such diversity will be hard to maintain if Jaguar plans to keep providing this model in Canada. Similarly in the US, a country roughly 10 times the population of Canada and supposedly experiencing the best economy it ever has (don’t worry Jaguar, we know that’s not true), Jaguar sold 4,704 XFs in 2018, down from 9,278 units the year prior.

While the diversity of XF engines is generous to say the least, all trims incorporate a quick-shifting yet smooth operating ZF-sourced eight-speed electronic automatic transmission with an ultra-cool rotating gear selector that automatically powers up from its otherwise flush position on the lower centre console upon startup, as well as paddle shifter-actuated Jaguar Sequential Shift manual mode for hands-on engagement, and all-wheel drive for four-season grip.

Further aiding command of the road, all trims include Jaguar Drive Control with Standard, Eco, Dynamic (sport), and Rain/Ice/Snow driving modes, which makes a significant difference to comfort, performance and everything in between, while Torque Vectoring by Braking (TVBB), and hill launch assist help drivers master any road condition.

Making my XF S tester even more fun to drive was Adaptive Surface Response (AdSR) plus Configurable Dynamics and Adaptive Dynamics that let you choose personal engine, suspension, steering, and transmission settings, all of which dramatically change the way the car responds to inputs, from a comfortable cruiser to a seriously reactive sport sedan.

Along with everything already mentioned, the top-line XF S being reviewed receives stronger 350-mm front brake discs and red calipers all-round, and 20-inch alloy wheels, these improving both performance and styling, while the latter gets upgraded with a special “S” body kit that incorporates a sports front bumper, gloss black side sills and rear valance, plus a discrete rear deck lid spoiler. Inside, the XF S incorporates unique metal sill finishers with “S” branding, really attractive Dark Hex aluminum inlays on the instrument panel, a soft leather-like Luxtec-wrapped dash top, ultra-comfortable and supportive “S” embossed 18-way power-adjustable sport seats, and more.

Additional XF S features not yet mentioned include proximity-sensing access, pushbutton ignition, an acoustic layer windshield, automatic headlights, rain-sensing wipers, an electromechanical parking brake, a power-adjustable steering column, auto-dimming, power-folding, heatable side mirrors with approach lights and puddle lamps, memory for those mirrors as well as the front seats, front seat heaters, mood lighting, a Homelink garage door opener, a rearview camera, navigation with detailed mapping, InControl Apps, Pro Services, Bluetooth telephone connectivity with audio streaming, a USB charge port, dual-zone automatic climate control, front and rear parking sensors, etcetera.

What’s more, along with all the expected active and passive safety features the XF S comes standard with autonomous emergency braking, lane keeping assist, blindspot monitoring, closing vehicle sensing, reverse traffic monitoring, driver condition monitoring, and more.

On top of the all these standard XF S items my test model was upgraded to include $670 worth of gorgeous Rossello Red paint; a stunning set of $770 gloss-black twinned five-spoke alloys; a $460 Black package with a gloss black mesh grille and surround, gloss black side vents and the same treatment for the trunk garnish; a $2,200 Comfort and Convenience package with a hyperactive gesture control for that trunk’s powered deck lid (keep reading for the sordid details below); as well as soft closing doors, three-way active ventilated front seats, and heatable rear outboard seats; a $1,030 Technology package with 12.3-inch digital gauge cluster, Pro Services, and a CD/DVD player; a $3,680 Driver Assistance package with a 360-degree surround camera, a forward facing camera, 360-degree Park Distance Control, Park Assist semi-autonomous self-parking, adaptive cruise control with Queue Assist, blindspot assist, and traffic sign recognition with an intelligent speed limiter; a head-up display for $1,330; a heated windshield and heated washer jets for $410; plus satellite and HD radio for $210.

All that was missing in order fully load up this particular XF S was a $2,230 Premium Interior Upgrade package boasting four-zone auto climate control with an air quality sensor and automatic air re-circulation, a lockable cooled glove box, manual side window sunshades, a powered rear sunshade, and configurable interior mood lighting; plus optional interior décor trim (the carbon fibre would’ve been sweet); yet even as tested the base XF S model’s asking price of $75,300 moves up by $10,550 to $85,850 plus freight and fees (again, check out CarCostCanada for more detail).

As good as all of this sounds, and the XF arguably delivers a great deal of value for the money asked, we need to face the reality that Germany leads this category by a country mile for good reason (as does Tesla for a different cult-like electrified rationale), and despite Jaguar investing quid upon quid by the bucketful into the XF’s lightweight and ultra-rigid bonded and riveted aluminum body shell, that I happen to think is one of the more attractive in its class, plus as noted earlier, offering more engine options than the majority of rivals (albeit no longer a supercharged V8… sigh), it would need to perform barrel rolls on the spot if it truly wanted to get noticed by mid-size E-segment luxury sedan buyers.

This seems a good time to mention that the XF is finished to a higher degree of refinement than the smaller, more affordable XE, my tester’s luxuriously appointed Ebony leather and Light Oyster grey contrast-stitched cabin also showing off beautiful Grey Figured Ebony veneer inlays, but while the larger car is more refined than the smaller one, hardly an unusual scenario, I’m not going to go so far as to say the XF is segment-leading when it comes to fit, finish, materials quality, digital interfaces, features, roominess, etcetera. It’s very good in all of the above respects, however, and due to offering a wholly unique look and feel, plus a very different driving experience than any rival it deserves your attention.

Similar to the compact XE and its larger full-size XJ sibling, the XF feels smaller, lighter and more engaging than most in its class, its aforementioned 380 horsepower V6 responding with snappy enthusiasm that’s no doubt attributed to its healthy displacement and noted supercharger. This means all 332 lb-ft of torque come on strong right from the get-go, while its aforementioned standard all-wheel drive eliminates wheel spin no matter the road conditions, and the eight-speed automatic flicks through gears like Swiss clockwork… or rather British clockwork; the XF is more Bremont meets Christopher Ward with some classic Roger Smith thrown in for good measure, rather than anything with the marketing power of a Rolex or grail-like wow factor of Vacheron Constantin.

That’s the challenge, as good as the XF is, it’s up against the Rolex Datejust of the car industry, Mercedes’ E-Class, not to mention the BMW 5 Series, aka Omega Speedmaster, or for that matter the IWC Big Pilot, or rather Audi A6. Enough wristwatch comparos? Either way, I’m sure you get the gist. You’ll need to be a serious watch nerd to know about Bremont, Christopher Ward or Roger Smith, and while I probably should have compared the Germans to Teutonic watch brands such as Nomos, Glashütte Original and A. Lange & Söhne, my point was more about brand power than source of mechanicals and manufacture.

The truth is, no matter how entertaining and informative I try to make this review out to be, you’re one of a very small number of Canadian consumers showing any interest in this car at all. It’s partially a sign of the crossover SUV times, which is recently being borne out by the success of Jaguar’s own E-Pace, F-Pace and new I-Pace EV, as noted, but as I suggested earlier, it also has a lot due to with Jaguar’s declining fortunes overall.

This doesn’t stop the XF from being an excellent car that’s great fun to drive, its strong straight-line performance, that’s good for a sprint from standstill to 100km/h of just 5.3 seconds in as-tested S trim (albeit with an exhaust note that was a bit too muted even in Dynamic sport mode to keep me smiling), combining with the agile handling and superb ride quality of a lightweight double-wishbone front and integral link rear suspension, ideal for pounding through compressed serpentine stretches of tarmac at heroic speeds, let alone relaxing quietly and comfortably down the freeway or tooling through town. The XF S is a be-all and do-all sport-luxury sedan, capable of mixing it up in a barroom melee with the Bavarians one minute, and quiet, thoughtful contemplation after a night in Tokyo’s Roppongi district the next.

This said it wasn’t without fault, my top-line model devoid of remote engine start from the key fob (they have it available on their smartphone-downloadable InControl Remote App, but iTunes and Play Store complainants say it works sporadically at best), therefore not allowing me to pre-warm the cabin in winter or pre-chill in summer. Speaking of temperatures, I don’t like that there’s no auto mode for the heated seats. They needed to be turned on each and every time I climbed into the car, as did the heatable steering wheel, and there’s only one extremely hot temperature setting for that latter feature. What else? How about an overhead sunglasses holder that wouldn’t fit my small-sized wire rim Ray-Ban aviators. I had to flip them upside down to get them inside and close the lid, which means their lenses rubbed against the inner lid. Looking downward, corner vents that silently whisk into visibility via powered covers are cool, but all the hard plastic used for the glove box lid, lower dash surfacing, console, and lower door panels isn’t.

Lastly, a convenience feature I found quite inconvenient was the powered trunk lid that regularly opened up whenever I walked beside it. Other manufacturers fitted with this type of hands-free trunk access, like Hyundai and its Genesis luxury brand, require that you stand behind the rear bumper for three seconds in order to activate the automatic trunk lid, but the XF’s trunk kept opening when walking past with key fob in pocket, without provocation. One time, after parking at a shopping mall, the trunk popped open while walking around the backside of the car to leave. This exposed all of my valuables to the prying eyes of anyone nearby who might potentially want them for themselves, a security risk for sure. A second time, I left the engine running for less than a minute while dropping off a package at one of the offices I deal with regularly (they have a private parking lot and entrance), and once again when walking past the rear bumper the trunk automatically opened. It did it again when walking around to pump gas, making this the most annoying automatic trunk opening system ever.

Speaking of pumping gas, the XF gets a claimed Transport Canada fuel economy rating of 12.0 L/100km in the city, 8.4 on the highway and 10.4 combined, which is really quite good for such a powerful and sizeable luxury sedan, although take note those willing to sacrifice some performance for better efficiency can opt for the previously noted turbo-diesel that achieves an amazing 7.8 city, 5.8 highway and 6.9 combined. Diesel is often quite a bit cheaper than gasoline too, and let’s you drive farther per tank.

Back to that trunk, I should mention that it’s generously sized at 541 litres (19.1 cubic feet), and can be expanded further via a 40/20/40-divided rear seatback that makes passenger/cargo flexibility as good as this class gets.

The front and rear seats are roomy too, much thanks to a stretch to the car’s wheelbase when the second-generation was introduced. Now, there’s 1,055 mm of legroom up front and 957 mm in back, so no one should complain about cramped quarters and, due to well-designed, supportive seats at all corners, all (even tall John Cleese types) should be totally comfortable.

So, all you luxury buyers who dance to the beat of different drummers, the Jaguar XF might just be your ideal ride. It’s not perfect, but such charming character would be impossible to achieve without the need to excuse a few flaws. All-round, the XF is an impressive mid-size sport-luxury sedan that delivers strongly on most points, and its updated infotainment system makes it even more compelling.

Yes, the XF is something completely different, suitable even for Monty Python royalty.

So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS…

New Car Reviews

2019 Subaru WRX Sport-tech RS Road Test

So what do you think? Can the case be made for a person actually opting for a regular WRX over a WRX STI that isn’t price-related? After spending a week behind the wheel of a 2019 WRX Sport-tech RS I say absolutely, and my tester wasn’t even fitted with its automatic transmission.

Availability of the automatic is a key regular WRX differentiator when comparing it to the more potent STI, the latter only useful to those who know how to row through the gears of a manual shifter. This means that anyone using their WRX as daily, who wants a more convenient, relaxed drive when commuting, along with the legendary model’s high level of performance, whether charging up serpentine mountainside roads amid weekend getaways or merely pushing the envelope through cloverleaf-style highway entrances and exits on their way to or home from work, can spend just $1,300 more to do so with all regular WRX trims, excepting this specific WRX Sport-tech RS, which is only available with said six-speed manual transmission.

To clarify, you can get a 2019 WRX Sport-tech with an automatic, but the RS designation will need to be swapped out for EyeSight. It’s not as if Subaru brands the car with RS or EyeSight anyway, other than via the roof-height all-seeing-eyes behind its windshield, plus on its website and internal order sheet of course, and it also should be noted the Sport-tech EyeSight isn’t identical to the Sport-tech RS, transmission choice aside, but each model’s similarities should be close enough for those who want a compromise between pure performance and ease of daily use.

Before deep diving into all that makes each trim unique, and by so doing listing RS and EyeSight features in comparison to other WRX trims, I’d like to detail out my particular Sport-tech RS test model. First off, I couldn’t be happier with the Subaru Canada press communication team’s choice of World Rally Blue Pearl as an exterior colour, which while identical to the Sport-tech RS I reviewed last year, at least almost, is still one of my favourites due to an eye-searing blue hue that is based in the Japanese brand’s significant motorsport heritage, being very close to Subaru’s World Rally Championship winning race team’s livery.

All good and well, but why would Subaru give me a seemingly identical WRX test car within a given year? That’s simple: Subaru updated the 2019 model’s centre-mounted infotainment display. A critically important feature in any new vehicle these days, the WRX touchscreen is now the same as in other updated models across the Subaru lineup (new 2020 Legacy and Outback aside), or in other words wholly improved with a totally redesigned graphic interface that’s much better looking. For starters it features a bright, smartphone/tablet-style array of colourful digital buttons hovering within floating 3D tiles, on what I can only describe as a dark blue night sky-like background (complete with stars). I like the design and appreciated how fast the new interface responds to input, and while I no longer use an iPhone and therefore could not enjoy what appears like a much more appealing Apple CarPlay interface, iOS integration now comes standard on all WRX trims, as does Android Auto that worked very well with my Samsung S9, if not quite as graphically stimulating.

Sport-tech trim features a half-inch larger than base 7.0-inch display that once again bookends the screen with rows of touch-sensitive quick access buttons, including Home, Map and Apps on the left side and Info just above two sets of track-seeking arrows to the right side. Near-field communication (NFC) is also incorporated for faster phone connectivity (if your smartphone includes it), while other features include a Micro SD card slot, HD radio, navigation mapping and routing, a rearview camera with active guidelines, and more. I found it easier to use, plus the display’s clarity and depth of colour was superb, matching the best on offer in the mainstream industry, and easily surpassing a number of competitive systems.

Infotainment system aside, this WRX Sport-tech RS and its non-STI siblings move into 2019 unchanged, meaning they continue to show off last year’s attractive styling enhancements, chassis upgrades, and additional refinements, as well as new safety features. Let me explain.

With respect to its outer design, Subaru refreshed the front grille and bumper of the WRX for 2018, as well as the interior door trim, while a new electroluminescent primary gauge package incorporated a nicely sorted new high-resolution colour TFT display. What’s more, the 5.9-inch colour multi-information display atop the dash received new graphical updates too, which look really attractive. This performance-oriented interface, with placement and functions that hark back to ancillary analogue turbo, temp and oil pressure gauges of the past, is totally unique to the segment too, and adds that bespoke allure to the WRX that can’t be found in competitors’ sports models.

Additionally, passengers in back received a new flip-down centre armrest with integrated cupholders last year, while all occupants still benefit from lower noise, vibration and harshness levels, aiding audio system enjoyment as well as more easily understood conversations. Lastly, a retuned suspension provided improvements to ride quality, while a stronger battery strengthened the electrical system.

Back to styling, I like what Subaru has done with the grille, particularly its blackened borders and black mesh insert, but the racing-spec-style multi-component lower front fascia with its matte black centre vent looks even better, as do the bigger, squarer, matte black fog light bezels to each side, while the four twinned five-spoke gunmetal grey-painted cast aluminum alloy wheels on 245/40 Dunlop SP Sport Maxx RT performance rubber are stunning, these encircled by sporty red brake calipers that are as racy as this class gets. Of note, base and Sport models come fitted with grey 15-spoke 17-inch alloys on the same tires, albeit sized at 235/45.

Everything already mentioned, together with all of the other features upgraded for 2018, such as the larger front hood scoop, reworked headlights, and rally car-inspired matte black rear diffuser integrating four chrome tailpipe finishers, as well as all items seemingly pulled up from the 2015-2017 model that preceded, including the coke-bottle fenders with open engine vents trimmed with cool chrome “WRX” garnishes, the subtle rear trunk lid spoiler (which I appreciate more than the STI’s massive wing—the smaller lip spoiler can be had with the STI as well) and more, look sensational.

Also continuing forward into 2019, all regular WRX models feature Subaru’s excellent 2.0-litre direct-injection twin-scroll turbocharged boxer four, producing a generous 268-horsepower and 258 lb-ft of torque. While still a fair ways from the STI’s 310 horsepower and 290 lb-ft of torque, the regular WRX mill is still very strong in its class, especially when factoring in that the car starts at just $29,995 plus destination and fees, or $38,995 in as-tested Sport-tech RS trim, which is considerably more affordable than the STI’s $41,995 base price, or that model’s more directly comparable STI Sport-tech that hits the road at $47,295. It’s also important to factor in that the majority of similarly priced competitors don’t provide the same levels of performance, which we should also consider includes Subaru’s standard Symmetrical-AWD, aiding all types of driving in Canada’s ever-cooling, and seemingly much longer winters, so the WRX makes a strong case to Canadian sports car fans, even if it is more of a sport sedan.

As mentioned above, a six-speed manual comes standard, but take note the optional automatic is actually a CVT (Continuously Variable Transmission), normally nothing to brag about amongst performance enthusiasts. Still, continuously variable transmissions have improved a lot over the years, and the WRX’ Sport Lineartronic version is actually very good thanks to an engaging set of steering wheel paddle shifters that actuate both six- and eight-speed manual modes, plus Subaru Intelligent Drive (SI-DRIVE). I realize that it might be difficult for some to accept the inclusion of a CVT in the WRX, but after experiencing this drivetrain two years ago I was surprised in all the right ways. Of course, I personally wouldn’t choose the autobox route, but then again I wouldn’t cut anyone to the core for doing so either.

With respect to the as-tested manual transmission, it received a redesigned shift lever, improved shifting feel, and refined clutch feel as part of the 2018 redesign, with the result being a shifter that’s still smooth and accurate, and a clutch that’s nicely weighted with ideal take-up, plus is more responsive without any grabby side effects.

On that note there’s zero change in straight-line performance from the identically powered 2018 car, with the manual model still claiming a 5.4-second sprint from standstill to 100km/h, and the CVT remaining respectable at 5.9 seconds for the same feat. Of course neither will get an STI owner excited, but nevertheless I thoroughly enjoyed my week with the car, happy with its power off the line and rapidity up to highway speeds (and a little beyond). On that note, CVT owners can boast about a higher 240-km/h top-speed over the manually equipped car, which can only manage 232 km/h due to a shorter final gear.

As stated in my 2018 WRX Sport-tech RS review, the modifications made were mostly focused on refinements, including better steering feel and a more comfortable, compliant ride that doesn’t compromise at-the-limit road-holding. Truly, I could have cared less about ride quality when I was younger, even driving a raised Jeep CJ-5 on big knobby tires (and massive Alpine speakers hanging off the roll bar) at one point (the fabric roof was rarely attached during the summer), but as I age, like so many WRX owners have, comfort matters more. As it is, the new and improved WRX was a joy during daily jaunts around the city, where I end up driving most of the time, but then again when I took the opportunity to push it to its limits on a few favourite back roads it was every bit the super sedan I’ve enjoyed on multiple occasions over the years. In fact, I’d say it’s even better, because its more compliant suspension, which still remains quite firmly sprung compared to most others in this class, and fully independent, of course, allowed better control over rough patches of pavement that probably would have unsettled the more rigid previous generation.

An area of weakness is fuel economy, which might be surprising to those who choose the WRX for its compact size and supposed four-cylinder efficiency. While an improvement over the STI’s official rating of 14.3 L/100km in the city, 10.7 on the highway and 12.7 combined, the regular WRX is still a bit voracious at 12.6 L/100km city, 9.6 highway and 11.2 combined with its standard manual transmission, or 11.3 city, 8.5 highway and 10.0 combined with the optional CVT. You won’t have to look very hard to find a more formidable competitor with thriftier economy, so Subaru will likely want to address this issue when it updates the 2.0-litre boxer at some point in the future.

I suppose I should ask if you really care about fuel efficiency. I imagine those in Vancouver, who were recently paying upwards of $1.85 per litre for 91-octane unleaded (the recommended fuel) might be more averse, but WRX owners in Edmonton, Alberta, who were only paying $1.30 or so for the same litre of mid-grade gas, might not give a rat’s butt.

Either way the WRX remains practical, with seating for up to five in relative comfort, plus a sizeable enough trunk, when compared to most sports cars at least, which measures 340 litres (12.0 cubic feet), and benefits from 60/40-split rear seatback expandability. That trunk might also matter more to those who live in more crime-ridden Canadian cities, as it provides better security than a hatchback, which is more often than not the body style of choice in this class.

Speaking of competitors, the WRX’ cabin quality once again impressed. The instrument panel is mostly comprised of a premium soft-touch synthetic material, even stretching across the entire dash top and downward to the halfway point of the centre stack, while all door uppers are comfortably padded too, front to back. Likewise, Subaru adds nice quilted leatherette door inserts with red stitching, and soft, elbow-friendly armrests with the same rosy thread.

The WRX’ contrast stitching brings up an important point about taste. Subaru, in its experience and wisdom in this category, and understanding that its WRX is now targeting a wider spectrum of age groups than ever, kept its splashes of red interior highlights to a tasteful minimum, making for an attractively sporty cabin design that’s not overly garish. This is in sharp contrast to some rivals, such as Honda’s Civic Type R, which is a brilliant performance car, but hard on the eyes. As it is, the red thread in the WRX Sport-tech RS also adorns the door inserts, leather-wrapped steering wheel, shifter boot, and the side bolsters of each seat, which are also trimmed in a thick strip of crimson leather, this nicely contrasting the rest of the seats’ black leather and suede-like microfibre upholstery. Additionally, Subaru adds a great looking horseshoe-shaped ring of red piping around the mid-portion of the seats, which frame white-embroidered “RECARO” logos, the latter perfectly matching yet more red piping on the headrests above. Finishing things off is an instrument panel inlay that does a good job of mimicking carbon fibre.

Of course, other than with the STI the interior just outlined is specifically for my tester’s Sport-tech RS (and one special edition) trim, while a variety of additional WRX models are worthy of your investigation too. Together with the aforementioned $29,998 base trim, as well as the $39,095 Sport-tech EyeSight noted earlier, you can also consider Sport trim at $33,195, and this Sport-tech model without the $2,300 RS upgrade for just $36,495.

What’s more, a new $40,995 雷雨 Raiu Edition joined the fray for 2019, painted in a self proclaimed Cool Grey Khaki hue that I happen to love. It boasts a number of STI-style exterior styling upgrades including a sportier front lip spoiler, wider side skirts, and the gigantic rear deck lid wing spoiler, as well as a sizeable set of 19-inch alloy wheels framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled discs. The 雷雨 Raiu Edition also includes the Subaru Rear/Side Vehicle Detection System (SRVD) as standard, which features blindspot monitoring with rear cross-traffic alert and lane change assist, while it also comes with a powered glass sunroof, a 10-way power-adjustable driver’s seat with powered lumbar support, and racy red seatbelts adorning the Ultrasuede seats noted a moment ago.

By the way, all the 2019 WRX trim, package and option pricing used in this review was sourced from CarCostCanada, where you’ll also find information about available manufacturer rebates and otherwise difficult to find dealer invoice pricing that could save you thousands.

Back to the WRX Sport-tech RS, it features stronger Jurid brake pads that bite down on the standard 316 mm front and 286 mm rear discs via those red brake calipers mentioned a moment ago, while inside the cabin you’ll get the ultra-luxe black and red partial-leather and microsuede upholstery also noted. The driver’s seat is just eight-way powered, but as mentioned it’s a much more inherently supportive Recaro sport seat, as is the front passenger’s, so most won’t complain. I certainly didn’t, finding it fabulously comfortable and wholly supportive, especially when pushing the WRX through fast-paced corners.

Along with everything already mentioned, Sport-tech trim adds proximity keyless entry with pushbutton start/stop, the bigger 7.0-inch central touchscreen featuring the upgraded interface mentioned earlier, as well as Subaru’s StarLink app, additional apps like Yelp, Best Parking, Glympse, SiriusXM Traffic and Travel Link with weather, sports and stock market information, great sounding 320-watt nine-speaker Harman/Kardon audio, and dual USB inputs.

Features included with my Sport-tech RS tester that can also be found in Sport trim include wiper-integrated auto on-off LED headlamps with new steering-responsive cornering capability, LED fog lights, LED turn signals within the side mirrors, welcome lighting, the smaller rear deck lid spoiler mentioned before, plus the previously noted powered moonroof and SRVD blindspot safety system.

Finally, 2019 WRX base trim items found with my Sport-tech RS included a high-performance quad-tipped exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a really sporty leather-clad and red-stitched multifunction flat-bottom steering wheel, auto climate control, heated front seats, StarLink smartphone integration (including Aha radio), a reverse camera, an AM/FM/CD/MP3/WMA/satellite radio, Bluetooth phone connectivity with streaming audio, an aux connection, USB ports, voice activation, etcetera.

Being that the Sport-tech RS model comes standard with a manual, it doesn’t get Subaru’s EyeSight suite of advanced driver assistive systems, but I should still go over everything featured with the EyeSight upgrade, such as auto high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist.

When equipped with all of the above the WRX achieves a best-possible IIHS Top Safety Pick + rating, and believe me the “+” portion of this commendation is very hard to get in the WRX’ small car class, only shared with three rival mainstream volume brands, none being a direct competitor to this go-fast Subie. I was even more impressed to find out that four Subaru models earn this IIHS Top Safety Pick + rating within the WRX small car category, which is a better result than any other brand.

Also notable, Subaru has more vehicles receiving the top-most IIHS “+” rating than any competitor, completely topping the mid-size class, and represented in every segment it compete in, BRZ aside (a car it designed and builds with Toyota), resulting in eight total models. Speaking of Toyota, how does it fare? Only two of Toyota’s namesake models are rated as highly, while Honda had just had one, and Nissan didn’t have any models achieving safest IIHS status. This impressive safety claim is therefore as good as it gets, especially when combined with the all-weather safety of Subaru’s standard Symmetrical all-wheel drive.

I’m not going to end this review by claiming a score of 10-out-of-10 for Subaru’s WRX, particularly due to its fuel economy, but suffice to say it’s impressive in most every other way, and as suitable to daily driving as it is for cleaning up at weekend autocross events or those wonderfully memorable days on the track. Of course, you’ll need to pray a WRX STI doesn’t show up, but for those on more of a budget, or city slicker who’d rather not shift for themselves, the regular WRX is an excellent choice, particularly when dressed up in Sport-tech RS trim.

It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919…

Latest News

Porsche 911 GT2 RS breaks two more production car lap records

The 2019 Porsche 911 GT2 RS stormed to a Road America production car lap record of 2:15.17 minutes. (Photo: Porsche)

It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919 Hybrid EVO modified World Endurance Championship (WEC) race car, and now the world’s most successful sports car manufacturer has set a new production vehicle record on the highly challenging Road America circuit in Elkhart Lake, Wisconsin.

The 6.5-km (4.04-mile), 14-turn road course combines plenty of high-speed straights, radically sharp corners and a fair number of elevation changes, and is therefore the perfect play area for any Porsche 911, although it’s even more ideal for the track-dominating 2019 911 GT2 RS.

In an attempt to remove the Road America lap record mantle from a GT2 RS privateer that laid down a scorching 2:17.04 banker last year, the 700 horsepower GT2 RS stole the limelight with a new record-setting time of 2:15.17 minutes, slicing almost two seconds (1.87 sec) off the previous lap record.

Making the day even more interesting, Porsche also showed what its 911 GT3 RS could do on the same track with the same driver, 24 Hours of Daytona and Le Mans class winner David Donohue. Despite being almost 200 horsepower less potent than the GT2 RS, yet given an even more alluring soundtrack thanks to a higher revving engine that nears 9,000 rpm at full song, the 911 GT3 RS pulled off a Road America lap time of 2:18.57 minutes, and needed just three laps to do so, which was one lap shy of what the GT2 RS required.

2019 Porsche 911 GT3 RS — The 911 GT3 RS, shown here on the Road Atlanta track, did very well to stay close to the GT2 RS despite being down nearly 200 hp. (Photo: Porsche)

While tracking nearly four seconds off the pace would certainly look like a massive gap if the two cars were racing each other simultaneously, the GT3 RS’ ability to stay as close as it did on a track with such long straights and numerous 90-degree turns says a lot about its cornering prowess.

Both the GT2 and GT3 RS were shod with road-legal, Porsche-approved Michelin Pilot Sport Cup 2 R N0 tires, which are optional upgrades for RS owners, while this event’s lap time was recorded and validated by Racelogic, as was the vehicle telemetry.

Also notable, this 911 GT2 RS set another production car racetrack record at the even more circuitous Road Atlanta circuit in Braselton, Georgia last month with Randy Pobst at the wheel, this time delivering a lap time of only 1:24.88 minutes, which outpaced the previous record-setting Corvette ZR1 by almost 2 seconds, as well as the previously noted Porsche 911 GT3 RS by 1.36 seconds.

It seems like Porsche is smashing global track records at an unprecedented pace lately, no doubt because of this car’s eventual retirement when the all-new 2020 911 arrives later this year. Then again, being that a new GT2 RS based on the redesigned 911 is probably not going to arrive anytime soon, we’ll likely see more broken track records by the current model in the coming months.

While we’re waiting for these to make news, make sure to check out our comprehensive photo gallery of the 911 GT2 RS and 911 GT3 RS on the Road America and Road Atlantic tracks above, plus in-car videos of these record-breaking events below:

Porsche 911 GT2 RS sets production car lap record at Road America – David Donohue onboard camera (2:25):

911 GT3 RS completes Road America lap in just 2:18,57 minutes (2:28):

Porsche 911 GT2 RS Record Lap at Road Atlanta – Highlight Film with Randy Pobst Onboard Camera (2:18):

Porsche 911 GT2 RS sets production car lap record at Michelin Raceway Road Atlanta (1:39):

Onboard video of the 911 GT3 RS at the Michelin Raceway Road Atlanta (1:36):

News & Reviews- Month: May 2019