November | 2019 | The Car Magazine

You’d be forgiven for not noticing, but Jeep completely overhauled its Wrangler two years ago for the 2018 model year. The 2019 model shown here was carried forward mostly unchanged, which is par for…

New Car Reviews

2019 Jeep Wrangler Unlimited Sahara Road and Trail Test

You’d be forgiven for not noticing, but Jeep completely overhauled its Wrangler two years ago for the 2018 model year. The 2019 model shown here was carried forward mostly unchanged, which is par for the course with redesigned models, while it’ll mostly do likewise for the upcoming 2020 model year. I’ll cover the key changes in this review, plus give you my road and trail driving impressions, and on that last note you’ll want to peruse the gallery above for one of the most comprehensive photo sessions I’ve ever published.

Some Jeep fans are as old and storied as this iconic model, and while I wasn’t around in the early ‘40s to witness the famed Willys MB (plus the Bantam BRC 40 and Ford GP examples) in action during WWII and subsequent wars, I went 4x4ing in one as a child with my dad at the wheel and can never forget the experience. Also forever etched in my memory is a blue-decaled black 5.0-litre (304 cu-in) V8-powered CJ5 Renegade that I spent one fabulous summer with, complete with loud headers, even louder aftermarket Alpine stereo speakers hanging from the roll bar, and its soft top permanently removed. Suffice to say I’ve become a fan of this now legendary SUV, so I pay attention to all the little changes undertaken with each new model year.

If you’re new to the Wrangler, and such would be understandable being that the quintessential off-roader lures in new fans with each passing year, you may not have noticed its complete ground-up redesign noted a moment ago, but diehard Jeep advocates can easily point out all of the updates. Visual changes from the 2007–2017 JK body style to the new 2018–present JL include a bolder, broader front grille, new available LED reflector headlamps, an off-road ATV-inspired front bumper (that looks much like the front bumper on the 2016 Wrangler 75th Anniversary Edition I reviewed back in the day) with available LED fog lamps, a more shapely hood (albeit not filled with the Anniversary Edition’s cool power dome and black vents or the Rubicon’s similarly vented hood design), redesigned front fenders with integrated wraparound turn signals/markers, heavily sculpted front body panels with side vents (these making up for the more conservative hood), new integrated side steps, new rear fender flares, new more creatively shaped wraparound taillights with available LED technology, a new tailgate, and a new rear bumper (that’s not as sweet looking as the one on the aforementioned 75th Anniversary Edition, but more shapely than the hunk of metal and plastic used for the previous Sahara).

While you might need to put the new JL next to the old JK to see the subtler differences, such as the updated tailgate, we can surmise that most every panel is new thanks to both regular wheelbase two-door and long-wheelbase four-door models being longer than their predecessors. Specifically, the 2019 Unlimited you’re looking at is 89 mm (3.5 inches) longer than the JK version overall, with a 61-mm (2.4-inch) longer wheelbase. All in all, the new Wrangler manages to look classic and contemporary at the same time, and most importantly it looks mighty good, so job well done to the Jeep design team.

Inside, it’s a much more refined SUV, with doors that slam shut with a thud, and soft touch materials used above the waste-line for the most part. The dash top and instrument panel even get some contrast-stitched leatherette that looks pretty rich, this matching the leather-wrapped steering wheel rim, the leatherette shifter boot and armrests, and the leather surfaced seats. The switchgear is impressive throughout the cabin, particularly the rugged looking audio volume and dual-zone automatic HVAC knobs on the centre stack, while the general quality of most materials and the way everything fits together has improved.

As wholly complete as all of these changes sound, the Wrangler’s primary instrument cluster may have received the interior’s most comprehensive rethink, and while it might have been easier and less expensive to simply substitute its predecessor’s nearly two-dimensionally flat four-gauge layout with an even flatter fully digital display, and thus take the new Wrangler to new levels of modernity in similar fashion to how Mercedes transformed its similarly classic G-wagon from antiquated bushwhacker to digital overlord with its most recent redesign, Jeep created a complex combination of individually hooded primary dials surrounding a massive colour multi-information display (MID).

First factoring in that I’m the type of person who simultaneously wears a Seiko SKX007 on my left wrist and the smaller of the two Samsung Gear S3 smart watches on my right, Schwarzkopf style, in order to garner the best of both analogue and digital worlds (not that the SKX is the best, but the GS SBGA031 is too large and a Rolex Sub too pricey), I really like the new Wrangler gauge cluster’s attractive analogue design and appreciate the depth of functions found in the MID, not to mention the cool background graphics that sometimes show an image of the classic WWII GP mentioned earlier, while the tachometer and speedometer dials looks fabulous in their bright orange on black and white motif. I know that fully digital displays are all the rage right now, just like smart watches, but I believe we’ll eventually be paying more for an upgrade to analogue gauges in some high-end models, just like those of us with a weakness for horology are being asked to pay outrageous sums for high-quality mechanical watches. On that note, Jeep’s new primary instrument cluster balances analogue and digital very well.

Those familiar with Chrysler group products (and by that I mean Chrysler, Dodge, Ram and Jeep vehicles that have often shared similar infotainment touchscreens) will already be well versed in the Wrangler’s infotainment touchscreen, which hasn’t changed all that much in function, despite growing in size and modified in shape. The previous 6.5-inch version was more rectangular and laid out horizontally, and featured a row of four buttons down each side, plus a volume/power knob to the left and USB/aux ports (under a pop-off cover) to the right, whereas the new 8.0-inch touchscreen is larger and squarer, with the only quick-access analogue switchgear found in a cluster of dials and buttons just below, mostly for controlling the aforementioned HVAC system. The rightmost dial is for scrolling/browsing and selecting infotainment content, but I found it easier to simply use the touchscreen for such functions, only using the row of external controls for the heated seats and steering wheel (although these could be found within the touchscreen as well), adjusting interior temperatures (ditto), and audio volume.

The larger display provides a much-improved reverse camera with dynamic guidelines, the ability to hook up Android Auto (or Apple CarPlay) to use Google Assistant or any number of other functions, plus all the other features most infotainment systems do so well these days, such as highly accurate route guidance/navigation via a nicely laid out digital mapping system, phone setup and control, audio band and station selection, including satellite and wireless device streaming, plus plenty of apps that come preloaded or more which can be downloaded. The screen’s resolution is good, but I wouldn’t call it high-definition like most premium brands and some new mainstream SUVs, such as Chevy’s new Blazer, now provide, but let’s not get me started on that missed opportunity (albeit relative sales hit) to bring something to market capable of going head-to-head with the Wrangler and upcoming Ford Bronco.

That Blazer in mind, the Wrangler’s ride quality has improved so dramatically that it’s become a high point, something I would’ve never previously expected from this model. Don’t get me wrong, as the JK that I tested during its initial 2005 Lake Tahoe/Rubicon Trail international launch program made massive ride and handling strides over the 1997–2006 TJ, while that comparatively rudimentary appliance was revolutionary when stacked up against the 1987–1995 YJ, and so on down the myriad line of CJs, but this new JL is so much better than any of its predecessors that I’d actually consider owning one again, something I wouldn’t have said about the JK. The fact is, I’m getting older and wouldn’t be willing to get beat up by my daily ride. This new Wrangler is an entirely new level of comfort over its predecessors, and its suspension compliancy is matched by thoroughly improved handling sees this long-wheelbase Unlimited tracking better at high speed and easier to manoeuvre in the city and around parking lots. All round, it’s a much better SUV to live with day to day.

This includes better rear seats with more sculpted outboard positions, plus increased legroom due to its longer wheelbase. This second row is still capable of fitting three abreast, but it’s better if just left to two thanks to a unique folding centre armrest that houses two big rubber cupholders and a personal device holder within the headrest portion, plus a wide padded area for forearms behind.

All said this big armrest was a missed opportunity for a centre pass-through that would have made the cargo compartment much more accommodating for long loads like skis when rear passengers are aboard. The way its 60/40-split rear seatbacks are laid out causes the need to lower the narrowest section when fitting skis, poles and/or snowboards inside, and force one of your rear occupants into the middle position. It’s doable, but not ideal, which can also be said for the swinging rear door that’s still hinged on the wrong side for North American (and most global) markets.

Due to the need to hang a full-size spare on its backside, the side-swinging door is an awkward setup at best, especially when realizing the simple act of flipping up the rear window for quick access requires the door to be opened first, but the top hatch comes as part of the removable roof and is therefore necessary, and the need to potentially walk out into traffic when loading gear into the cargo compartment from curbside pays respect to tradition, Jeep having always hinged its rear door on the passenger’s side. I’ve complained many times and Jeep isn’t about to change, so I merely point it out to Wrangler newcomers as a possible problem.

On the positive, the long-wheelbase Unlimited model’s dedicated cargo space is up by 18 litres (0.6 cubic feet) to 898 litres (31.7 cu ft), while 70 litres (2.5 cu ft) have been added to its maximum capacity, now capable of swallowing up 2,050 litres (72.4 cu ft) of gear when both seatbacks lowered. This said they don’t lay as flat, but are easier to fold down and no longer gobble up rolling fruits, vegetables or sports equipment. The previous rear seats automatically popped their headrests upward and left their mechanicals exposed when folded, whereas the new ones leave the headrests in place and cover the frames and hinges with a folding carpeted panel. Such refinements are nothing new for the majority of crossover SUVs, but it’s a major breakthrough for the Wrangler that’s long stuffed in rear seats as more of an afterthought, the first Unlimited being a 250-mm (10-inch) extended two-door 2004½ TJ (LJ) with a fairly rudimentary rear bench seat. The thicker rear seat cushions cause a slight bump halfway into the load floor, but it’s a compromise most (especially rear seat passengers) should be happy to accept.

The 2019 Wrangler’s 3.6-litre Pentastar V6, eight-speed automatic transmission and part-time four-wheel drive system is a no-compromise combination, however, unless I were to try and compare it to my old CJ5’s V8, and even then I’m guessing its exhaust note would be the only clear winner in a drag race. The modern engine’s tailpipes emit a sonorous tone too, albeit much more refined than the monster truck mayhem bellowing from past memory, the smooth operating six producing 285 horsepower and 260 lb-ft of torque for quick acceleration, while the eight-speed auto’s shifts are quick yet never jarring.

Of note, a six-speed manual is standard, with the eight-speed auto adding $1,595 to the 2019 Wrangler Unlimited Sport S’ $40,745 (plus freight and fees) base price, with this Unlimited Sahara starting at $44,745 and the top-line Unlimited Rubicon getting a $47,745 retail price (a base two-door Wrangler S can be had for $33,695). You can also pay $2,590 for a 2.0-litre turbocharged four-cylinder with electric assist that comes standard with the eight-speed auto, this more fuel-efficient alternative providing a bit less thrust at 270 horsepower, but more twist at 295 lb-ft of torque. I have yet to test this new engine so can’t comment, but have driven the six-speed manual and, while a very good gearbox, prefer life in this class of vehicle with an automatic, especially one as refined and quick-shifting as this eight-speed (check out all 2018, 2019 and 2020 Jeep Wrangler prices, including trims, packages and individual options, plus manufacturer rebates and dealer invoice pricing at CarCostCanada, where you can now save up to $3,500 in additional incentives on a 2020, or $4,000 on a 2019).

The autobox gives the 3.6 better economy too, with a rating of 12.9 L/100km in the city, 10.2 on the highway and 11.7 combined compared to 13.8 city, 10.1 highway and 12.2 combined for the manual, while the four-cylinder option leads the pack with a claimed rating of 10.9, 10.0 and 10.5 respectively. As for the upcoming 2020 model year, Jeep will soon answer my many requests by providing its 3.0-litre V6 turbo-diesel as part of its Wrangler lineup. The engine makes 260 horsepower and a substantial 442 pound-feet of torque, while fuel economy should even be thriftier than the current 2.0-litre turbo’s results. The only complaints will come from 4×4 purists, because the diesel will only be available with this long-wheelbase Unlimited model, the more off-road capable regular-wheelbase Wrangler to remain gasoline-powered only.

Saving the best for last, the Wrangler is the quintessential 4×4, with few rivals even trying to measure up. In fact, pickup trucks aside, the Wrangler is the only serious compact off-roader available from a mainstream volume brand, and will remain so until the Bronco arrives. Chevy and GMC stopped building their small pickup-based Blazer and Jimmy in 2005, but that little SUV never quite matched up to the Wrangler’s 4×4 capability, while Toyota’s FJ Cruiser said sayonara from our market in 2014. Likewise, Nissan’s Xterra was gone from our shores in 2015, leaving the venerable Wrangler to scoop up those 4×4 buyers it didn’t already have.

Of course, I took my Wrangler Unlimited Sahara tester to a local off-road playground I utilize regularly, and it performed flawlessly. All the mud and standing water was a cakewalk for this capable ute, reminding me that the even more robust Rubicon is probably overkill for most peoples’ needs (although it looks awesome). Once on dirt I slid the secondary low gear lever into its 4H (four-high) Part Time position, the first 4H position meant more for slippery pavement or gravel, which allowed me to cruise over the less challenging trails.

When mucking through thick mud and deep water I engaged 4L (four-low), at which point its secondary set of gears provided all the crawling traction needed to safely, securely pull me out of most any situation. I’ve tested the JK over much more harrowing terrain, the aforementioned Rubicon Trail being one of many off-road encounters, and it always proved a reliable companion. I can only imagine how much more enjoyable Cadillac Hill would be with the new model’s improved suspension, but alas this will need to wait for a future drive, hopefully powered by the upcoming turbo-diesel.

No doubt that future Wrangler will be the best ever created, but it’ll need to be very special to beat this current model. If you haven’t driven a Wrangler in a long time, possible due to memories of harsh suspensions and hostile surroundings, I highly recommend some time well spent in this new model. Even if you tested the old JK a year or two ago and found it a bit too rough around its edges, don’t let that experience discourage you from giving the new JL a chance.

Lastly, here’s some sound business reasoning for choosing a Wrangler over any other vehicle currently available. According to ALG, the world’s best-known 4×4 has the highest residual value in Canada’s entire automotive sector, with the four-door Unlimited only losing 30-percent of its value over three years, and the two-door version’s value dropping by just 31.5-percent over the same period. On top of this, the Wrangler won the Canadian Black Book’s 2019 Best Retained Value Awards in the Compact SUV category for the 9th year in a row, while this year it achieved a new retained value record of 91 percent (Jeep also achieved the best retained value position with the Renegade in the Sub-Compact Crossover category).

This means the Wrangler doesn’t only have to be about what you want, but can also justifiably represent what you need. In other words, the Jeep Wrangler is quite possibly the most intelligent automotive choice available today.

We’ve long known Aston Martin would eventually provide ultra-luxury SUV buyers with something to step up to, and thankfully the production-ready 2021 DBX simultaneously introduced at the Los Angeles…

Latest News

Aston Martin debuts 2021 DBX performance SUV in LA and China

2021 Aston Martin DBX — Say hello to the all-new Aston Martin DBX, a great looking addition to the ultra-luxury SUV category. (Photo: Aston Martin)

We’ve long known Aston Martin would eventually provide ultra-luxury SUV buyers with something to step up to, and thankfully the production-ready 2021 DBX simultaneously introduced at the Los Angeles and Guangzhou International auto shows last week (after a special private VIP preview during the 2019 U.S. Formula 1 Grand Prix in Austin, Texas earlier this month) is much better looking than the storied British luxury marque’s Lagonda Concept from the 2009 Geneva Motor Show.

To be fair, Dr. Ulrich Bez and his team were way ahead of their time with that early concept, and in retrospect its blocky frontal styling and angular LED headlamps would’ve aged reasonably well, although the ‘30s-era Lagonda de Ville Saloon-inspired narrow, near-vertical rear window and curved notchback trunklet would’ve remained controversial to this day, whereas current CEO Andy Palmer and his crew (with Bez still looking over his shoulder as nonexecutive chairman) made sure the new DBX looks appealing from front to back.

In fact, the DBX’ rear three-quarter view is quite possibly its best angle, while the front design might actually incorporate more classic Aston Martin styling cues than any other current model, or at least more than the avant garde Vantage and outrageous Valkyrie supercar. Ironically it’s the body-wide Vantage-like LED taillight treatment that helps highlight the DBX’ shapely backside, whereas the frontal design is more reminiscent of today’s DB11. Most importantly, the majority of premium crossover SUV shoppers should find the new DBX enticing.

We’re just glad the new 2021 DBX doesn’t look anything like the 2009 Lagonda SUV Concept. (Photo: Aston Martin)

Aston Martin spent five long years developing the crossover you’re looking at, but so far the time well spent has not resulted in electrification. An “E” version, along the lines of the Rapide E, is likely in the works, and was the claimed power source for the original 2015 Aston Martin DBX Concept coupe as well as the 2019 Lagonda All-Terrain Concept that wowed Geneva motor show goers back in March of this year (which was heavily inspired by the Lagonda Vision Concept introduced one year prior), the former an elevated, bulked up two-door coupe that looked nothing like today’s production version, and the latter an ultra-sleek crossover that makes us wonder if Aston is considering making Lagonda its dedicated electric brand in similar fashion to how Volvo is positioning its new Polestar division, but nonetheless we’re treated to a more potent version of the AMG-sourced 4.0-litre twin-turbo V8 that’s found in the aforementioned Vantage and the larger 2+2 DB11.

The 2015 Aston Martin DBX Concept coupe shows how Aston could expand on its DBX offerings in the future. (Photo: Aston Martin)

In DBX form the V8 puts out a substantive 542 horsepower and 516 pound-feet of torque, which is 39 more horsepower and 11 lb-ft of additional torque over both sports cars, yet its greater size and mass make it a tad slower off the line at 4.5 seconds from standstill to 100km/h, compared to 3.6 and 4.2 seconds respectively for the Vantage and DB11, while its top speed is 291 km/h (181 mph) compared 314 km/h (195 mph) and 322 km/h (200 mph), which is still mighty respectable for an SUV.

2019 Lagonda All-Terrain Concept — The Lagonda All-Terrain Concept, which debuted earlier this year, could make it to production with an all-electric drivetrain. (Photo: Aston Martin)

Aston uses a nine-speed automatic for the DBX, up one gear from both Vantage and DB11 models, while its standard Pirelli P Zeros (or optional Pirelli Scorpion Zeros or Scorpion Winters) grip tarmac (or gravel, sand, mud and snow) via standard all-wheel drive that apportions torque through electronically controlled centre and rear differentials defaulting from a 47/53 torque-split to nearly 100 percent powering the rear wheels. The rear differential joins brake-based torque vectoring to improve high-speed handling, while hill descent control aids with steep inclines, and 16-inch rotors bound by six-piston front calipers provide stopping power, important for this 2,241-kg (4,940-pound) utility.

While that might sound like a lot of weight for an Aston Martin, it’s certainly not much for a mid-size five-passenger luxury crossover SUV, the Gaydon, UK-based automaker choosing to use its extensive experience with alloys to create a wholly new bonded aluminum platform architecture. An adaptive air suspension supported by a 48-volt anti-roll system makes sure the DBX stays flat during hard charging, enhanced by six driving modes including Sport and Sport+ settings, while its standard 198 millimetres (7.8 inches) of ground clearance can be raised by 46 mm (1.8 inches) for clearing obstacles when off-road, this improved upon via Terrain and Terrain+ modes. Speaking of heading off-pavement, the new DBX is also capable of wading through 500 mm (19.7 inches) of water.

Alternatively the suspension can be lowered by about two inches to allow for an easier lift height to its 631-litre (22.3 cubic-foot) dedicated cargo hold, which can be extended via optimally divided 40/20/40 rear seatbacks to accommodate up to 1,529 litres (54 cubic feet) of life’s gear, making the DBX by far the most practical model the brand has ever produced.

While practical, it’s hardly short on luxury. The exquisite Bridge of Weir leather is painstakingly stitched together and looks the part, requiring a total of 200 hours per car. Aston chose its DB11 for front seat inspiration, carving out their backsides for more second-row knee space, and while the brand’s marketing team included a shot of the front seatbacks as seen from the rear compartment (see this image and every other photo Aston Martin provided in our comprehensive photo gallery above) it’s unfathomable to comprehend how they forgot to shoot a single photo or any video footage of the rear seating area, although from photos in Aston’s online Lifestyle Store and Accessories catalogue we were able to learn the rear seat is a three-person bench. If this wasn’t bad enough, an even a bigger oversight for a production SUV is the lack of cargo compartment photography or video, at least without dogs and/or bespoke luggage blocking the view.

The branded bags and puppy peripherals are joined by plenty of other upscale items, including small accessories like a leather key pouch, a leather umbrella strap, and a leather centre console organizer, plus bigger “Halo” upgrades like event seating (that adds a rear-facing third row for tailgate parties), a leather upholstered hamper, or a similarly finished field sports cabinet.

The DBX accessories list also includes less pricey items such as customized saddle bags that attach to the folding second-row centre armrest, rear outboard “comfort” leather headrest pads, a black leather child safety seat (that may be available in tan leather too), a heated ski boot bag, adjustable roof rail cross-members, lockable roof-mounted storage, top-mounted and rear-mounted bike racks, a leather and fabric flip-out rear bumper protector (designed so dogs won’t scratch up the rear bumper while jumping onboard), a dog partition, a dog washer (complete with a hose), and a roll-up leather and grey cloth doggy bed for two, albeit thus far no puppies are being offered.

Some standard features include 22-inch alloy wheels, frameless windows, separate armrests for front occupants, ambient interior lighting with the choice of 64 different colours, and a large panoramic glass sunroof that adds an airy ambience overhead, while if you’re concerned Aston’s beautiful handiwork might fade from too much overhead light, a sunshade can be powered forward to darken the mood, this available in Alcantara to match an equally suede-like optional headliner.

High-grade leathers and Alcantara are hardly unusual finds in an ultra-premium vehicle, let alone many lesser brands’ products, but Aston provides plenty of unique alternative interior options that just might appeal even more, such as an unusual 20-percent synthetic and 80-percent Australian lambs wool upholstery material, which Aston calls a “luxurious felt-like fabric.”

Other options include leather upholstery brogue detailing, quilting, perforations and colour splits, plus plenty of available veneers. If you want something even more bespoke, Aston’s “Q” customizing shop will fit you up just like 007 (the DBX will reportedly make an appearance as James’ — Daniel Craig — family car in the 25th Bond film, “No Time To Die”).

Back to features that will likely matter more to most, the DBX will come standard with a 12.3-inch high-definition TFT digital instrument cluster, while the centre infotainment display is an equally bright and clear 10.25-inch screen, Aston choosing to fit it within the centre stack rather than standing upright on top as so many rivals do. It only includes standard Apple CarPlay, however, which means the majority of smartphone users that use Android devices will need to rely on the system’s standard interface, while a 360-degree surround parking camera will improve safety, as will adaptive cruise control, automatic emergency braking, lane departure warning, lane keeping assist, and more.

All of this ultra-luxe goodness doesn’t come cheap, the DBX available in Canada from $218,400 plus freight and fees, which puts it right where it needs to be from a pricing standpoint (out of reach from the masses yet right in the midst of its strongest competitors). The Aston’s price entry point is probably closest to the $240,569 Lamborghini Urus, an SUV that’s similarly sized too, but the Italian’s standard 641-horsepower V12 means that zero to 100 km/h takes just 3.6 seconds while its terminal velocity is a staggering (for an SUV) 305 km/h (190 mph).

The V8-powered Bentley Bentayga, on the other hand, which can be had for only $176,800, will hit 100 km/h in 4.5 seconds, just like the DBX, and tops out just a single kilometre per hour shy of the Aston’s 291 km/h (181 mph) terminal velocity, plus it seats two more occupants in its third row and can manage considerably larger loads. What’s more, the Bentayga also comes in 600-horsepower 12-cylinder form, this $241,900 utility managing naught to 100 km/h in a scant 4.1 seconds before attaining a 301-km/h (187-mph) top speed.

For those curious about the new $370,500 Rolls-Royce Cullinan, its 563 horsepower V12 is slower than all of the above to 100 km/h, but 5.2 seconds is still respectable considering all the weight its hauling, while its terminal speed is limited to 250 km/h (155 mph).

At the other end of the ultra-premium spectrum lies the somewhat less prestigious Maserati Levante at only $95,500, but the $138,500, 550-horsepower V8 GTS variant aligns most agreeably with the DBX in both size and performance, thanks to a zero to 100 km/h sprint time of just 4.2 seconds and a near identical top speed of 292 km/h (181 mph), while Maserati also makes a GTS Trofeo version that starts at $187,500 and pulls off the same two feats in only 3.9 seconds and 304 km/h (189 mph) respectively.

Of course, there are much less expensive and less prestigious crossover SUVs that can match the DBX in straight-line performance and possibly through the curves too, but as already detailed out in this preview there’s much more than performance making this new Aston Martin special.

Even better, the first 500 DBX customers will receive a special “1913 Package” commemorating 106 years of Aston Martin heritage, complete with unique front fender badging outside, sill plates on the way over the threshold, and an inspection plaque inside summarizing the early adopter SUV’s limited-build run, while each of these models will be personally inspected and endorsed by the company’s aforementioned CEO, Mr. Palmer. Additionally, an exclusive build book will be signed by Palmer and the DBX’ Chief Creative Officer, Marek Reichman, with all of these extras getting topped off by an invitation to a celebratory cocktail party at the Waldorf Astoria, London, attended by a member of the Aston Martin Lagonda executive team.

The 2021 DBX will be built two and a half hours southwest of Aston Martin’s Gaydon, England headquarters at a new facility in Saint Athan, Wales, with deliveries arriving in the latter half of 2020. While you’re waiting for yours to arrive, make sure to peruse the complete photo gallery above, which includes images of all the preceding concepts from newest to oldest, plus enjoy the full array of Aston Martin supplied videos below:

Aston Martin DBX: Behind The Scenes – Daisy Zhou (0:59):

Aston Martin DBX: Launch (9:01):

Aston Martin DBX Chapter 6: In Motion (0:45):

Aston Martin DBX Chapter 5: Adventure (0:55):

Aston Martin DBX Chapter 4: Indulgence (0:51):

Aston Martin DBX Chapter 3: The Engine (0:21):

Aston Martin DBX Chapter 2: The Grille (0:41):

Aston Martin DBX Chapter 1: Testing (0:37):

Aston Martin DBX SUV testing in Sweden (0:39):

2019 DBX – Aston Martin’s first SUV (0:38):

The Outback has long been my favourite family-oriented Subaru, unless you consider the four-door WRX STI a family car. I know my son would’ve tried to convince me of its practicality, but he would have…

New Car Reviews

2019 Subaru Outback 3.6R Limited Road Test

The Outback has long been my favourite family-oriented Subaru, unless you consider the four-door WRX STI a family car. I know my son would’ve tried to convince me of its practicality, but he would have done the same for a BRZ back in the day. Now he’s a man and while I’m still his old man, I’m also an aging man, so not surprisingly comfort is starting to matter a lot more than performance, while having somewhere to haul my stuff around is important too.

A quick glance at this mid-size crossover wagon might cause you to question whether or not it’s as roomy inside as one of its slightly taller five-seat crossover SUV competitors, such as Ford’s Edge, Hyundai’s Santa Fe, Chevy’s new Blazer or Nissan’s Murano, or even Jeep’s more 4×4-capable Grand Cherokee, but not so. While the Outback sits lower than any of the just-noted utilities, its cargo capacity, which measures 1,005 litres (35.5 cubic feet) when all seats are in use or 2,075 litres (73.3 cubic feet) when the second row is lowered, is nearly identical to the Edge, Santa Fe and Grand Cherokee, and considerably more spacious than Murano and Blazer, so there’s no practical reason to choose an alternative SUV over the Outback.

In fact, while I’d like to see a centre pass-through or an even more versatile 40/20/40-split second row in the Outback or any of its aforementioned rivals, the Outlook provides handy cargo wall-mounted levers to lower its 60/40 split-folding seatbacks down automatically, plus a nice retractable cargo cover and rugged available cargo mat, making it ideal for all types of hauling duties including winter sports.

Of course, the Outback’s standard all-wheel drive is probably its best all-season asset, its Symmetrical layout renowned for providing an even distribution of torque to each wheel and better weight distribution overall, including a lower centre of gravity thanks in part to its volume brand-exclusive horizontally-opposed “boxer” engine design. I’ve tested Outbacks since I initiated my writing career 20 years ago, and even drove the exact same one as this in white last year, and thanks in part to standard electronic traction and stability control its all-wheel drivetrain provides impressive capability no matter the road conditions, even when the white fluffy stuff surrounding my test car in the photos is on the road. It’ll climb out of much deeper snow than that, of course, something I experienced numerous times in ski hill parking lots and in winter conditions elsewhere, while its flat-four and -six engines maximize torque, which is optimal when dealing with off-road-like conditions.

Incidentally, Subaru refreshed the Outback for 2018 and is currently launching its redesigned 2020 Outback, so if you head down to your local dealer you’ll likely see the new one sitting in the showroom and some 2019s (which are identical to the 2018s) still on the lot, the latter models still needing homes and therefore reduced in price to sell quickly. At the time of writing CarCostCanada is reporting up to $3,000 in additional incentives for 2019 Outbacks, while you can also check this website for trim, package and option prices, plus rebate information and even dealer invoice pricing that could save you thousands when it comes time to negotiate, so for this reason alone it’s a good idea to consider a 2019.

Of course, the decision to choose a redesigned or outgoing model shouldn’t only be based on finances unless one’s limited budget demands, yet I still can’t see 2020 Outback buyers being wooed solely by styling as the new version hardly looks much different than the old one from the outside, despite subtle changes from front to back. See next to each other, the new one looks more refined and sleeker, but I understand why the old model’s chunkier, more rugged design would have more appeal to plenty of buyers.

Open either model’s front door and you’ll see an interior delivering more plush luxury than their exteriors let on, the new version receiving the mainstream volume sector’s biggest centre display at 11.6 inches, while it’s now positioned vertically instead of horizontally, as is done with this 2019 Outback’s generously sized 8.0-inch touchscreen. I’m not about to detail out the 2020 version right now, being that I haven’t even sat inside one yet, but I can appreciate why some would-be buyers will be anteing up just for that mammoth monitor.

This said I wouldn’t be at all surprised if someone chose the 2019 Outback in order to get my tester’s fabulous 3.6-litre six-cylinder engine, which is being discontinued ahead of the 2020 model. Most recently it’s been optional in top-tier Outbacks and loaded up versions of Subaru’s Legacy mid-size sedan, but as soon as I learned that the brand’s newest Ascent mid-size three-row crossover SUV wouldn’t be offering the six-cylinder variant I knew its days were numbered.

For a quick history, the flat six arrived as an option for Subaru’s 1988–1991 XT two-door sports coupe. It was based on the brand’s four-cylinder of the time, and was soon upgraded for that model’s successor, the much more appealing 1991–1996 SVX, a model that I tested and totally blew me away back in 1994. This engine was replaced by the EZ30, a ground-up redesign that was notably almost as compact as the EJ25 four-cylinder of the time, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more potent 3.6-litre EZ36 iteration added as an option for the 2009 and 2010 model years respectively. As a side note, both versions of the EZ engine were used in the new Ascent’s three-row crossover SUV predecessor, dubbed Tribeca, with the 2006-2007 variant getting the smaller variant and 2008-2014 models using the larger.

Enough history? I don’t normally deep dive so far into the past when it comes to engines, but when a relatively small brand makes such a big move, it seems relevant to go over some of the details. It’s also a bit of a shame. Most of us feel a need to help green our planet in some way or another, and altering the way we drive is certainly a less intrusive way than going vegetarian (not that there’s anything wrong with that), but even though 2019 to 2020 fuel economy figures show night and day savings, these don’t fully reflect real-world driving that might have a heavier right foot applied more often than not, causing a smaller four-cylinder engine to rev higher in order to extract the same performance that a larger displacement six-cylinder engine would need to for the same result.

Before comparing consumption, 2019 model year engines include an entry-level 2.5-litre four-cylinder making 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already covered a length except for output numbers that equal 256 horsepower and 247 lb-ft of torque. For 2020, the base 2.5i receives a complete overhaul resulting in 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which combine for a new total of 182 horsepower and 176 lb-ft of torque, while a new optional turbocharged four-cylinder engine displaces 2.4 litres and makes an even more abundant 260 horsepower and 277 lb-ft of torque, which is a nominal increase of 4 horsepower yet a very generous 30 lb-ft of extra torque when compared to the outgoing six.

How about efficiency? The 2019 Outback 2.5i achieves a claimed 9.4 L/100km in the city, 7.3 on the highway and 8.5 combined compared to 9.0 city, 7.1 highway and 8.0 combined for the new 2020 base engine, which is certainly an improvement. Comparing 2019 Outback 3.6R fuel economy to the new 2020 2.4i is even more dramatic, with the outgoing engine managing an estimated 12.0 L/100km city, 8.7 highway and 10.5 combined rating and the new version achieving 10.1 city, 7.9 highway and 9.0 combined.

To Subaru’s credit there doesn’t seem to be any downside with the Outback’s optional move from a six to a turbo-four, and few brands have had more experience building boosted four-cylinder engines, its WRX legendary for multiple world rally championships as well as dependability (those two normally going hand in hand), but I will miss the six-cylinder engine’s smooth, refined operation and throaty growl at takeoff.

Shifts occur via continuously variable transmission, so while it feels much like a conventional automatic swapping its cogs as required, it’s actually Subaru’s High-Torque Lineartronic CVT with an eight-speed manual mode that mimics gear changes very well, unless pushed higher up into the engine’s rev range where it doesn’t pull off the process quite as well. Subaru includes paddle shifters for more hands-on engagement, but after playing with them for testing purposes I never found the need for them again.

While quite quick off the line and plenty capable for passing slower moving vehicles on the highway, plus reasonably agile through fast-paced corners when pushed hard, the Outback hasn’t really been designed for performance buyers. No, this tall wagon is all about comfort, and to that end it’s best just to leave this ultra-smooth transmission in default mode and enjoy the ride, which is, by the way, superb. In fact, it has one of the most compliant suspensions in the industry, making it ideal for bumpy cottage roads and trips to the ski chalet, let alone tooling around town while running errands.

I’ve long found Subaru’s standard full-time symmetrical all-wheel drive system superior to other AWD systems I’ve tested, one of its advantages being an “X-MODE” button on the lower console that when activated controls the engine’s output, transmission shift points, the AWD system’s torque-split, plus the braking and hill descent control systems in order to overcome more challenging off-road conditions than most rivals should ever attempt. I wouldn’t go so far to say the Outback could replace a true four-wheel drive utility, but its advanced AWD and impressive 220 mm (8.7 inches) of ground clearance certainly make it more capable than most car-based crossover rivals.

As you might imagine, I’m looking forward to getting into the 2020 Outback (next week in fact) just to see how it improves on this 2019. Obviously the larger centre touchscreen mentioned earlier in this review will be a night and day upgrade, which I’ll report on at length in a future review, but it’ll be just as interesting to see how Subaru updates the rest of the cabin. I’ll need to be especially good to beat the current Outback’s near premium levels of interior refinement, as it already boasts such niceties as fabric-wrapped A pillars, a soft-touch dash-top and instrument panel that’s contrast stitched and wraps all the way down the sides of the centre stack, padded door uppers, inserts and armrests front to back, and leather upholstery with contrast stitching in my almost top-line Limited model.

The leather-wrapped steering wheel looks good and feels great in the palms and fingers, its nicely carved out thumb indents adding a sportier touch. The buttons and rocker controls on the steering wheel spokes are high in quality and function well, while all of the cabin switchgear is up to snuff, particularly the audio and dual-zone automatic climate control knobs on the centre stack.

It wasn’t long ago that Subaru trailed the segment in electronic interfaces, but the brand has been taking such sizeable strides forward in this respect that as noted earlier it’s now a segment leader, and while the 2019 Outback won’t wow your neighbours like the new 2020 will, it’s still competes well next to its peers. Both models use fairly traditional primary instrument clusters featuring analogue dials to both sides and a tall, vertical multi-information display (MID) at centre, but the 2020 says sayonara to the sportier double-hooded motorcycle-style gauge design currently being used for a more conventional look that’s actually a letdown at first glance, but that said its 5.0-inch MID can now be upgraded to a full 12.3-inch digital instrument cluster.

That means 2019 Outback Limited and Premier trims aren’t much more intriguing ahead of the driver than base 2.5i, Convenience and Touring models, other than the base 3.5-inch MID being replaced by a much nicer colour 5.0-inch version when EyeSight gets added (more on this in a moment), but over on the centre stack it’s a different story altogether.

The 2020 base Outback comes with a 7.0-inch touchscreen, by the way, an upgrade from the 2019’s 6.5-inch centre display, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as mentioned earlier in this review. Unless you just stepped out of the updated car or something premium from Germany, my tester’s infotainment system looks fairly state of the art, thanks to lots of gloss black surfacing around the monitor so that it all just blends together as if it’s a giant screen, while the digital interface graphics simulate a deep blue night sky with twinkling stars for a background and colourful smartphone/tablet-like tiles for selecting functions.

The reverse camera system is very good, aided by dynamic guidelines, while infotainment highlights include Apple CarPlay, Android Auto and Subaru’s proprietary StarLink smartphone integration, plus the usual AM/FM/CD/MP3/WMA audio sources, as well as satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming, all played through four speakers, while Touring trims and above include the 1.5-inch larger touchscreen along with a second USB port and two additional speakers.

I’m tempted to go into detail about trims, packages and standalone options, but it’s not like you’ll be able to order a 2019 Outback anyway. What you see will be what you get, and you’ll probably need to be quick to snag a 2019 anyway, especially one with the inline-six. This said I’d like to cover some as yet unmentioned features found in my Limited trimmed test model, which include 18-inch alloys, auto on/off steering-responsive LED headlights, fog lamps, welcome and approach lighting, proximity-sensing keyless entry, pushbutton start/stop, brushed aluminum front doorsill protectors, genuine looking matte woodgrain and silver metallic interior accents, an auto-dimming rearview mirror, auto-dimming side mirrors, a heatable steering wheel, three-way heated front seats, navigation, adaptive cruise control, a 10-way power-adjustable driver’s seat with powered lumbar support, two-way driver’s seat memory, a four-way powered front passenger seat, a Homelink garage door opener, an excellent sounding 576-watt, 12-speaker Harman/Kardon audio system, a powered moonroof, two-way heatable rear outboard seats, a powered rear liftgate, and more.

Additionally, those EyeSight advanced driver assistive systems noted earlier include pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keeping assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and high beam assist.

The Limited 3.6R with the EyeSight package starts at $41,395, which is $1,500 more than the Limited 3.6R without EyeSight, while that model is $3,000 more than the Limited with the four-cylinder engine. The base Outback 2.5i starts at only $29,295 by the way, while other 2019 trims include the $32,795 Touring 2.5i, and the $39,295 Premier 2.5i that comes standard with EyeSight. You can add the Eyesight package and engine upgrade to Touring trim, although the six-cylinder is the only option available to Premier customers, other than colour choices of course, but exterior paints won’t cost you any more no matter the trim.

While the 2019 Outback might range in retail price from $29,295 to $42,295, remember that CarCostCanada was claiming up to $3,000 in additional incentives at the time of writing, so be sure to check out their 2019 Subaru Outback page for more info, which also provides detailed pricing, info on the latest rebates, plus otherwise hard to get dealer invoice pricing that could save you thousands.

As mentioned at the beginning of this review, the Outback provides mid-size SUV-levels of cargo carrying capacity, so it only makes sense there’d be no shortage of room for full-size adults up front and in back too. It’s comfortable as well, the front seats nicely shaped to provide support in all the right places, particularly at the lower back, while side-to-side bolster support is also good for this comfort-first segment. Rear seat spaciousness is generous too, especially when it comes to headroom.

Another bonus in back is refinement, with its surfaces and details finished just as nicely as those in the front compartment. A big, wide centre armrest folds down to an ideal height for average-sized adults, and better yet it features large cupholders with grippy rubber clasps to keep drinks secured in place. What’s more, a covered compartment on the backside of the front centre console incorporates a duo of USB charging ports as well as an auxiliary plug, while rocker switches for the aforementioned rear seat warmers sit right beside, and rear vents are housed just above. Back seat readers will appreciate the spot lamps overhead, while the door panels get nice big bottle holders.

It feels right to wrap up a Subaru Outback review on a practical note, despite how upscale its interior looks and feels, and how luxurious its smooth six-cylinder power and even smoother ride is. It’s a car that’s even better than advertised, and that’s something truly special in today’s sensationalized world. Whether you choose to go with this superb 2019 Outback or choose the updated 2020 model, I believe you’ll be fully satisfied.

Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice…

New Car Reviews

2019 Dodge Durango SRT Road Test

Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice the caffeine!”, consider the domestic brand the automotive equivalent of an adrenaline-stoking energy drink (which the resuscitated Jolt Energy now is) amongst healthy, organic, fruity, detoxifying beverages, and then also mull over the thought (this one for the execs that eventually occupy the FCA/PSA boardroom in Amsterdam, London, Turin, Paris, Auburn Hills or wherever else they decide to meet) that if its parent automaker ever strays from this bad boy brand’s anti-establishmentarian mission it’ll be game over.

Why the concern? Dodge’s current parent, FCA (Fiat Chrysler Automobiles), appears to be merging with France’s PSA Group that includes Peugeot, Citroën, DS Automobiles (a relatively new luxury brand that pulls heritage from the highly advanced and iconic 1955–1975 Citroën DS) and even General Motors’ recently sold Opel and Vauxhall brands, the twosome currently rebadged versions of North American/Chinese Buick models and vice versa. If this happens it would become one of the largest auto groups in the world, including all the brands FCA currently controls, such as Fiat, Abarth (Fiat’s performance-oriented sub-brand), Fiat Professional (the vans sold under the Ram banner here), Lancia (at least what’s left of it, this once great Italian marque sadly down to one “fashion” city car now), Alfa Romeo, Maserati, and Ferrari (from a distance), Ram (a.k.a. Dodge trucks for those who missed that spin-off), Chrysler (which is now down to just two models, one of which will soon be discontinued), and lastly the always profitable Jeep line here at home and abroad (that’s 16 separate brands, incidentally). Let’s just hope Dodge doesn’t get pulled into a global homogenization program that waters down its entries to the point of irrelevance (taking advantage of economies of scale being a key driver behind automakers merging).

Nothing quite like the big seven-passenger Durango SRT exists outside of Dodge; even Jeep’s outrageously quick 707 horsepower Grand Cherokee SRT Trackhawk is a smaller two-row mid-size model. The Durango SRT is motivated by the same comparatively tame 475 horsepower version of FCA’s 6.4-litre (392 cubic inch) Hemi V8 that powers the regular Grand Cherokee SRT, but I promise you it’s no lightweight performer. Its 470 lb-ft of torque launches the 2,499-kilo (5,510-lb) brute from standstill to 100 km/h in just 4.6 seconds, its SRT Torqueflite eight-speed automatic performing quick shifts whether prompted by steering wheel-mounted paddles, the shift lever, or left to its own devices. It’ll continue on with a 12.9-second quarter mile, and tops out at an incredible 290 km/h (180 mph), which is the same top track speed as the Jeep Trackhawk, and otherworldly compared to most SUVs.

All this from a family hauler that can seat seven actual adults in complete comfort while stowing their gear in a 487-litre (17.2 cubic-foot) dedicated luggage compartment behind the third row, and towing a 3,946-kg (8,700-lb) trailer behind (which is 1,500 lbs more capable than the 5.7-litre V8-powered Durango and 2,500 lbs more than with the V6). The only knock against the Durango SRT is fuel-efficiency, which is thirsty at 18.3 L/100km in the city, 12.2 on the highway, and 15.6 combined, plus a bit less off-road capability due to slightly less ground clearance, but this said who’d want to risk ruining its low-hanging bodywork or black-painted 20-inch twinned five-spoke alloys on rocks or stumps anyway, while the three-season Pirelli Scorpion 295/45 ZRs they’re wrapped in are better suited for gripping pavement than anything too slippery.

The SRT’s frowning black mesh grille, multi-vented hood, more aggressive lower fascia, side skirts, and unique rear bumper with fat chromed tailpipes poking through each side makes a strong visual statement that’s hard to ignore, with nothing changing since arriving on the scene in 2017 for the 2018 model year. It carried forward into 2019 unchanged, and will do likewise for 2020, with only some of the Durango’s lesser trims getting minor updates.

The current third-generation Durango came along in 2010 for the 2011 model year, by the way, and with the update brought back some of the curves that were missing from the angled second-gen model. More premium-level interior materials quality was reintroduced as well, with all trims that I’ve tested having been impressively finished. This is especially true of the SRT, which gets a suede-like Alcantara roofliner and A-pillars, plus contrast-stitched leatherette covering the entire dash top and much of the instrument panel, all the way down each side of the centre stack in fact, while the front and rear door uppers are made from a padded leather-like material, and armrests finished in a contrast-stitched leatherette. As you might expect, everything from the waistline down is made from a harder plastic, but it feels very durable and capable of managing punishment.

The steering wheel is a mix of perforated and solid wrapped leather with nicely contrasted baseball stitching around its inner ring, while the spokes feature high-quality switchgear and those shift paddles noted earlier, plus Chrysler group’s trademark volume control and mode switches on its backside as well. All of the cabin’s other switchgear is well done for a mainstream volume-branded vehicle too, with the larger volume, tuning and fan speed knobs on the centre stack being chrome-trimmed and wrapped in grippy rubber.

The infotainment system just above incorporates a large 8.4-inch high-resolution touchscreen that works very well for all functions. I like the simplicity and straightforwardness of Chrysler group touchscreens, and I clarify those in Chrysler, Dodge and Jeep vehicles because they’re often very different than what you’ll find in other FCA brands, like Fiat, Alfa Romeo and Maserati. Screen quality aside, as the premium Italian brands use the latest high-definition displays, I like the Chrysler interfaces best, as they tend to be easier to use and more fully featured.

Along with individual displays for the audio system, auto climate controls including digital switchgear for the heatable/cooled seats and heated steering wheel, navigation with especially good mapping and easy, accurate route guidance, phone hookup and features, plus various apps, the SRT adds another display dubbed Performance Pages featuring power torque history, real-time power and torque, timers for laps etcetera, plus G-force engine and dyno gauges, as well as separate oil temp, oil pressure, coolant temp and battery voltage gauges, much of which is duplicated over on the gauge cluster-mounted multi-information display, giving this SRT a level of digital depth few others in the industry can match.

Under the centre stack is a rubberized bin that’s big enough for any smartphone. The expected 12-volt charger and AUX plug is in close proximity, plus two even more relevant charge-capable USBs, but unfortunately no wireless charging is available. There’s another 12-volt charger as well as a Blu-ray DVD player under the centre armrest, while Dodge includes a great sounding 506-watt Alpine audio system with nine amplified speakers, or an even better $1,995 optional Harman/Kardon system with 825 watts, 19 speakers and a sub.

The throaty sound of the SRT’s V8 makes any talk about audio equipment seem unimportant, mind you, whether it’s chugging away at idle or shaking the world around it at full roar, and the way it responds to right-foot input is dramatic for such a large utility. I wouldn’t use the term catapult do describe its takeoff, but it launches without hesitation before eclipsing any remotely legal speeds within seconds. Truly, if you need more there’s probably something wrong with the way your brain processes adrenaline, while the eight-speed auto’s ability to send its formidable power and torque to all four wheels is commendable. This beefed up gearbox provides quick and purposeful shifts, yet it’s impressively smooth even when allowing revs to rise. Its manual mode with paddles provides good hands-on engagement, which was helpful when pushing hard through corners, something the Durango SRT does effectively.

The Durango’s fully independent front strut and rear multi-link suspension carries over mostly unchanged from the base SXT to this SRT, but Dodge dubs it “SRT-tuned” and adds a Bilstein adaptive damping suspension (ADS) in place of the regular model’s gas-charged, twin-tube coil-over shocks, plus it replaces the solid stabilizer bars with a set of hollow ones, the end result being a wonderfully flat stance through tight curves and good tracking at any speed. Additionally, the electric power steering is performance-tuned and braking power is increased via a set of big Brembos, making stopping power almost as dramatic as acceleration. It’s compliant suspension, general comfort, great visibility and easy manoeuvrability makes it an easy SUV to drive around town too, and thanks to not being quite as wide as a true full-size SUV, like Chevy’s Tahoe or Ford’s Expedition, it’s no problem to park in tight spaces.

To be clear, the Durango is a considerable 120 mm (4.7 in) narrower than the Tahoe and 104 mm (4.1 in) thinner than the Expedition, but rest assured that it measures up where it matters most from nose to tail. Its 3,045-mm (120.0-in) wheelbase is actually 99 mm (3.9 in) longer than the Tahoe’s and just 67 mm (2.6 in) shorter than the Expedition’s, which means adults fit comfortable in all seating positions.

Less width translates into less side-to-side room inside, of course, but it’s still plenty wide within, and should be sizeable enough for larger folks. The driver’s seat is superb, and like the others (excepting the third row) is finished with an embossed “SRT” logo on its backrest. My tester’s seats were covered in a rich looking dark “Demonic Red” with white contrast stitching to match the decorative thread elsewhere, while Dodge included perforated leather inserts to allow breathability for the ventilated seats noted earlier. The leather quality is extremely soft and premium-like, while the seat sides even feel as if they’re finished in the same quality of leather, albeit black. The instrument panel and doors are trimmed out with genuine-feeling patterned aluminum inlays for a sporty yet upscale appearance, plus ample chrome highlights brighten the cabin elsewhere. This said you can upgrade this SUV with an SRT Interior Appearance Group that replaces the aluminum inlays with genuine carbon-fibre, plus upgrades the instrument panel with a leather wrap, possibly a good way to spend $3,250.

Like those up front, the SRT’s standard second-row captain’s chairs are ultra comfortable, while Dodge has fixed a nice centre console in the middle featuring two cupholders and a storage bin. Rear passengers can access a panel on the backside of the front console featuring dual charging USB ports, a 115-volt household-style three-prong socket, and switchgear for the two-way seat warmers, while a three-dial interface for controlling the tri-zone automatic climate system’s rearmost compartment can be found overhead, along with a separate panel housing an attractive set of dome and reading lights.

All of this Durango SRT goodness comes for just $73,895 plus freight and fees, incidentally, and right now CarCostCanada members are saving an average of $6,500 on all 2019 Durango trims, with up to $5,000 in incentives alone. You’ll need to go to the 2019 Durango page on CarCostCanada to learn more, at which point you can access pricing for trims, packages and individual options, plus money saving rebate info and even dealer invoice pricing that could save you thousands. It’s an excellent resource, giving new car shoppers all the info they’ll need to secure the best deal possible.

My tester was equipped with a $950 Technology Group that includes adaptive cruise control with stop-and-go, advanced brake assist, forward collision warning with active braking, plus lane departure warning and lane keeping assist, while a $2,150 rear Blu-Ray DVD entertainment system features a monitor on the backside of each front headrest, these folding upward from otherwise protected positions when not in use. A set of RCA plugs and an HDMI input can be found on the inner, upper side of each front seat, allowing external devices such as gaming consoles to be plugged in easily, all of which can turn any Durango SRT into the ultimate road trip companion.

That’s the beauty of it. This Durango SRT is one of the strongest performing SUVs available anywhere, yet as noted earlier it seats seven adults comfortably, stows all their gear, hauls trailers and much more. It’s the perfect four-season family hauler for speed fanatics, although you’ll want to swap out its three-season rubber for some good winter performance tires come late autumn. Other than that, load up the credit card with plenty of gas money, and you’ll literally be off to the races.

Gold on black has long been a much-loved colour combination in motorsport, with the JPS liveried Lotus 56B probably most revered, as much for its dominance as its much-loved pilot Emerson Fittipaldi.…

Latest News

Porsche celebrates a decade of Panamera production with special 10 Years Edition

2020 Porsche Panamera 10 Years Edition — The gold on black colour theme looks fabulous, but take note the classy hue can also be had with the Panamera’s usual assortment of colours. (Photo: Porsche)

Gold on black has long been a much-loved colour combination in motorsport, with the JPS liveried Lotus 56B probably most revered, as much for its dominance as its much-loved pilot Emerson Fittipaldi. It was followed by the great Jody Scheckter’s Wolf WR1, much later by Kimi Raikkonen’s Lotus E20, and most recently by Haas F1 team’s VF-19, all combining a dark menacing spirit with the rich glitter of gold.

After decades of white gold and platinum adorning the majority of things glimmering, including our wristwatches, jewellery and other trinkets, gold has also been brightening up premium smartphones and tablets over the past half decade, not to mention plenty of premium and exotic car wraps. Now Porsche, a carmaker that’s hardly oblivious to tasteful trends, is adorning its 10th anniversary edition Panamera in the classy colour scheme, and we like what we see.

Yes, it’s now been 10 long years since the Panamera went into production as a 2010 model, having its first complete redesign in 2016 for the 2017 model year. The current second-generation made big gains in styling, refinement, technology and performance, with each year since improving, especially when it comes to hybrid electric performance, plus for 2018 an entirely new Sport Turismo body style.

While some markets will offer a Sport Turismo version of the new Panamera 10 Years Edition, Porsche Canada will only make the attractive new package available with its regular four-door coupe body style, specifically for its base Panamera, all-wheel drive Panamera 4, and electrified Panamera 4 E-Hybrid models, although Porsche is only showing pricing for the latter two trims so far, the Panamera 4 10 Years Edition starting at $122,000, for a $17,400 increase over the regular Panamera 4, and the Panamera 4 E-Hybrid 10 Years Edition starting at $132,700, resulting in a $14,900 increase over the regular base hybrid.

Some of the Panamera 10 Years Edition gold highlights including a unique set of 21-inch Panamera Sport Design alloy wheels painted in satin-gloss White Gold Metallic and special White Gold Metallic “Panamera10” logos painted onto the front doors, while the cabin gets the same logo stamped into the metal doorsills and inlayed within the instrument panel ahead of the front passenger. The interior theme is black with contrasting White Gold thread stitched in all the right places.

While all that lovely gold might look best next to black, the 10 Years Edition offers up an exterior colour palette as wide and varied as any other Panamera trim line, while the cabin is customizable to personal tastes as well, with additional standard colourways and plenty of options. Likewise, all available trims and options are available too. Make sure to check pricing and other details at CarCostCanada, where you can also learn about available rebates and otherwise hard to find dealer invoice pricing that could save you thousands.

The list of standard Panamera 10 Years Edition features not yet mentioned includes LED matrix headlights, ParkAssist with Surround View, Lane Change Assist with Lane Keep Assist (LKA), 14-way comfort seats with a Porsche crest on the headrests, soft-close doors, and a Bose surround audio system, while standard performance features include Porsche’s adaptive three-chamber air suspension with Porsche Active Suspension Management (PASM) and Power Steering Plus. Those upgrading to the hybrid benefit from the more capable 7.2-kW on-board charger instead of the usual base 3.6-kW charge system.

Like all Panamera 4 models, the Panamera 4 10 Years Edition comes standard with Porsche’s turbocharged 3.0-litre V6 engine good for 330 horsepower, while the Panamera 4 E-Hybrid 10 Years Edition combines the automaker’s twin-turbocharged 2.9-litre V6 with an electric motor for a maximum of 457 horsepower.

Panamera 10 Years Edition deliveries are expected to begin during Q1 of 2020, so make sure to talk to your local Porsche dealer to get your name on one.

Back when first driving a 2016 Sorento, I found myself reveling in its sumptuous supply of soft-touch cabin surfaces including Nappa leather, wowed by the mainstream volume-branded rarity of finding fabric-wrapped…

New Car Reviews

2019 Kia Sorento SXL Road Test

Back when first driving a 2016 Sorento, I found myself reveling in its sumptuous supply of soft-touch cabin surfaces including Nappa leather, wowed by the mainstream volume-branded rarity of finding fabric-wrapped roof pillars all around, impressed by its large full-colour high-resolution infotainment touchscreen, surprised by its small but potent 240-horsepower 2.0-litre turbocharged four-cylinder powertrain, and buoyed by its general goodness overall.

You’d think with not much changing since then, plus an even more potent V6 on the menu, it would remain high on my list of praiseworthy mid-size crossovers, and indeed it does except for one important detail, since testing the latest 2019 Sorento I’ve also spent a week with the all-new 2020 Telluride, so I’m no longer recommending the Sorento quite as highly for three-row crossover SUV shoppers.

Granted the optional seven-seat Sorento’s price range slots in much further down Kia’s model hierarchy, starting at $32,795 for the EX 2.4 and topping off with this as-tested 3.3-litre V6-powered $49,165 SXL for 2019, compared to a new premium-level base of $44,995 and considerably higher climb up to $53,995 for the larger Telluride’s SX Limited with Nappa. As one would expect, the advent of the Telluride and expected arrival of a completely redesigned 2021 Sorento sometime next year has already resulted in Kia reshuffling the carryover 2020 Sorento’s trim lines, with the base LX FWD and this top-line SXL being axed from the lineup, so you’d better get a move on if you want either.

As for what we should expect from the upcoming 2021 Sorento, it will likely follow the current-generation Hyundai Santa Fe that shares its underpinnings, the latter model now only available with two rows and a maximum of five occupants, because Kia’s parent brand has introduced its own version of the Telluride this year as well, dubbed Palisade. That new seven-passenger Hyundai starts more affordably than the Telluride, in fact, with a base price of just $38,499, so it’s likely next year’s Telluride will gain a lower-end SX trim to slot under the current base Palisade in order to provide a three-row SUV option for less affluent Kia buyers once this seven-occupant Sorento is gone. Got that?

I said earlier that not much had changed since the Sorento’s 2016 redesign, but in fact it received a mid-cycle update for 2019, featuring an ever-so subtle restyling, a new eight-speed automatic transmission for its optional 3.3-litre V6, and unfortunately the discontinuation of the 2.0-litre turbo-four that I paid tribute to at the beginning of this review (a strange move, being that most rivals are replacing their top-line six-cylinder engines with turbo fours to improve fuel economy, but likely a stopgap measure before the next-generation Sorento arrives).

Specifically, the 2.4, which makes 185 horsepower and 178 lb-ft of torque, is now used for LX FWD, LX and EX 2.4 trims, while the 3.3, good for 290 horsepower and 252 lb-ft of torque, adds strength to the LX V6, EX, EX Premium, SX, and SXL models. The six-speed automatic carries over for four-cylinder powered Sorentos, with the new eight-speed only benefiting the V6, while you may have already guessed that all trims but the LX FWD incorporate Kia’s all-wheel drive system.

The eight-speed auto was added for its fuel economy advantages, although its ability to stay within the engine’s most formidable rev range due to shorter shift increments helps performance as well, still Kia will be touting its claimed rating of 12.5 L/100km city, 9.7 highway and 11.2 combined, which compares favourably against the 2018 Sorento V6 AWD in the city, its rating of 13.2 L/100km obviously thirstier, yet oddly doesn’t do anywhere near as well on the highway, the outgoing model achieving a more advantageous 9.3 L/100km rating. So what exactly did Kia use the new eight-speed transmission’s two final gears for? The V6 eight-speed combo is better for those that spend most of their driving time in town, and promises a 0.2 L/100km advantage in combined city/highway travel, but from a fuel economy standpoint the upgrade hardly seems worth the effort.

Just in case you were questioning how well the old 2.0-litre turbo-four compared, it managed a rating of 12.3 L/100km city, 9.4 highway and 11.0 combined, whereas this engine combined with the new eight-speed automatic in the totally redesigned 2019 Hyundai Santa Fe (which rides on the same all-new platform architecture the 2021 Sorento will adopt) is rated at 12.3 city, 9.8 highway and 11.2 combined—yah, go figure.

As for the base 2.4, it manages 10.7 L/100km city, 8.2 highway and 9.5 combined with its FWD driveline, which represents a significant improvement in the city over last year’s Sorento with the same powertrain that could only muster 11.2 L/100km city, 8.3 highway and 9.9 combined despite no stated changes (so it must come down to gear ratio modifications), while the 2019 Sorento 2.4 AWD gets a claimed 11.2 L/100km city, 9.0 highway and 10.2 combined rating, compared to 11.5, 9.3 and 10.5 last year.

Speaking of claims, Kia says this 2019 Sorento includes a new grille, but I certainly can’t see any difference from the outgoing one, although the hood and lower front fascia have changed, the latter particularly noticeable at each corner where top-tier SX and SXL trims’ trademark quad of LED fog lamps have been halved in size and now combine with what appear to be slatted brake vents just below, not to mention they’re now surrounded by taller, more V-shaped chromed bezels.

The chrome door handles, side window surrounds and silver roof rails were part of my 2016 SX model too, but the chrome rocker mouldings, 19-inch chrome alloy wheels, and totally reworked rear bumper filled with metal brightwork too, are new. The update makes the Sorento a bit classier than the outgoing model’s sportier look, chrome often having this effect.

Also part of the 2019 makeover, revised headlamps and taillights include full LEDs at both ends in SX and SXL trims, plus LED daytime running lights embedded within the headlights and the aforementioned LED fogs. Lesser trims utilize new projector beam headlamps with LED positioning lights, projector beam fog lamps (on LX V6 trim to EX Premium), and conventional taillights in an attractive new design. Additional outer changes include new alloy wheels ranging from 17, 18 and 19 inches and shod with 235/65R17, 235/60R18 and 235/55R19 all-season tires depending on trim, plus new colours.

Inside, the 2019 Sorento features a new steering wheel, a mostly digital primary gauge cluster filled with electroluminescent dials to each side of a TFT speedometer that doubles as a fully functional colour multi-information display, plus improvements to the centre stack and infotainment system, the latter now including standard Apple CarPlay and Android Auto. New optional wireless smartphone charging adds a level of convenience I happen to really appreciate, while newly available advanced driver assistance systems include lane keeping assist and driver attention warning.

The latter two safety features are only part of the top-line SXL trim line, that model also the only trim to provide forward collision-avoidance assist, which is unusual in a market that’s now starting to offer automatic emergency braking in base models, but it’s not out of the ordinary to require a move up to a mid-range trim for blind spot detection with rear cross-traffic alert, these two features standard with the Sorento’s EX model. The rest of the Sorento’s safety equipment is the usual standard fare, included right across the board.

The aforementioned base LX FWD starts at just $28,295 and is therefore quite the value proposition when compared to the rest of the mid-size field that are all priced higher, especially when considering it comes standard with 17-inch alloy wheels, auto on/off headlamps, chrome door handles, a leather-wrapped multifunction heatable steering wheel, Drive Mode Select with default Comfort, Eco, Sport and Smart settings, three-way heated front seats, a 7.0-inch infotainment display with aforementioned Apple and Android smartphone integration and a backup camera, plus six-speaker audio, and the list goes on and on.

Adding AWD to the base LX increases the price by $2,300 to $30,595 yet also provides roof rails, proximity-sensing access with pushbutton ignition and a wireless phone charger, while the same trim with the V6 and AWD increases the base price by $4,500 to $35,095 and ups content to include fog lamps, a sound-reducing windshield, turn signals integrated within the side mirror caps, an auto-dimming rearview mirror, dual-zone automatic climate control with auto-defog and separate third-row fan speed/air-con adjusters, UVO Intelligence connected car services, satellite radio, an eight-way power-adjustable driver’s seat with two-way powered lumbar support, a third row for seven-occupant seating, trailer pre-wiring, plus more.

For $2,300 less than the LX V6 AWD and $2,200 more than the LX AWD, four-cylinder-powered $32,795 EX 2.4 trim includes the just noted fog lights, powered driver’s seat, and seven-passenger capacity of the six-cylinder model while adding a glossy grille insert and leather upholstery, whereas the $38,665 EX with the V6 and AWD builds on both the LX V6 AWD and EX 2.4 with 18-inch machined-finish alloy wheels, an upgraded Supervision LCD/TFT instrument cluster, express up/down powered windows with obstacle detection all-round, and a household-style 110-volt power inverter, while EX Premium trim starts $2,500 higher at $41,165, yet adds such luxuries as front and rear parking sensors, power-folding side mirrors, LED interior lighting, an eight-way powered front passenger’s seat, a panoramic glass sunroof, rear door sunshades, and a powered liftgate with smart access.

Those wanting to step up to a true luxury experience that rivals some premium brands can opt for the Sorento SX that, for $4,000 more than the EX Premium at $45,165, provides most everything already mentioned plus 19-inch alloys, a chrome grille, stainless steel skid plates front and back, a stainless steel exhaust tip, chromed roof rails, dynamic directionally-adaptive full LED headlights, upgraded LED fog lamps, bar type LED taillights, sound-reducing front side glass, illuminated stainless steel front door scuff plates, perforated premium leather upholstery, and a larger 8.0-inch infotainment touchscreen endowed with rich colours and deep contrast, plus crisp resolution and quick reaction to tap, pinch and swipe finger gestures. The included navigation gets nicely detailed maps and accurate route guidance, while SX trim also features superb 10-speaker Harman/Kardon premium audio, three-way ventilated front seats, heatable rear window seats, and more.

Lastly, the as-tested Sorento SXL costs another $4,000 for an asking price of $49,165 before freight and fees, which incidentally is still quite a bit less than most fully loaded rivals, some of which don’t even offer the level of high-grade equipment included in the previous trim, but over and above everything noted earlier this SXL adds softer Nappa leather upholstery, an electromechanical parking brake, a 360-degree surround parking camera with a split screen featuring a conventional rear view with dynamic guidelines on the left side and an overhead bird’s-eye view on the right, plus high beam assist headlights, adaptive cruise control, and more.

I sourced pricing for all 2019 Sorento trims, packages and standalone options from CarCostCanada, where you can also find money-saving rebate information as well as dealer invoice pricing that could save you thousands. In fact, there are up to $6,000 in additional incentives available to you on the 2019 Sorento right now, so make sure to check it out.

You’ll need to head down to your local dealership to drive the Sorento, and when you do I’m guessing you’ll be impressed. The V6 is ultra-smooth, as is the new eight-speed automatic that shifts almost seamlessly and quickly no matter the driving mode it’s set in. I left it in default Comfort mode most of the time, but Eco mode was smooth as well and ideal for saving fuel, while Sport mode allowed the engine to rev higher and the gearbox to shift quicker, while Smart mode is a best of both world’s scenario that takes note of how you’re driving, the terrain and other parameters before automatically choosing the ideal mode.

The suspension is wonderfully smooth, yet when pushed through tight corners it handles well for such a large SUV. Overall it’s on the sportier side of seven-passenger competitors, yet it’s excellent seats, pampering soft surfaces and other near-luxury qualities make it one of the more comfortable in its class.

With respect to the driver’s seat, EX trims and above get four-way powered lumbar support that will ideally apply pressure to the small of your back no matter your stature, while the LX V6 and EX 2.4 trims’ two-way lumbar is more of a hit-and-miss scenario. Interestingly, four-way lumbar isn’t even a given in the upper-crust luxury-branded mid-size SUV class, with the industry’s best-selling Lexus RX 350 only making it available with its $63,950 Luxury or $69,850 Executive packages, and not available at all if you want the model’s even pricier two F Sport upgrades, while four-way powered lumbar isn’t even available with Infiniti’s QX60. Another bonus for the Sorento is a lower driver’s seat cushion that extends outward to comfortably cup below the knees for an extra measure of support. The Nappa leather is also impressive, and in fact some of the nicest you’ll find in the mainstream volume sector.

While the second-row is very roomy and nearly as comfortable as that up front, the Sorento’s rearmost seats are best for smaller to medium-sized kids, with the Telluride your better option if needing to transport larger teens or adults in the very back.

Some details that are especially nice include the piano black lacquered trim pieces on the backsides of the front seats, that are rarely seen on anything this side of a Bentley or Rolls-Royce. It’s an old English luxury look not used much these days, but a quick look back at my 2019 Genesis G90 review (a car that shares underpinnings with the now discontinued—in Canada—Kia K900) where hardwood is used in the same way, helps us realize where Kia came up with the idea (you’ll need to scroll through the photos until you get to the back seat). The Sorento SXL also includes black lacquered trim on the steering wheel, dash and centre console, plus across each door, but as nice as it looks when new I’m concerned it will scratch easily as it ages.

Anyone regularly loading long cargo like skis into the very back will no doubt appreciate how Kia split up the second row. Instead of the usual 60/40 divide, while takes one of the window seats out of action when the smaller portion is laid flat, the Sorento incorporates what I believe to be the best 40/20/40-split solution, which allows both rear passengers to enjoy the more comfortable and visually optimal window positions, plus the previously noted heatable rear cushions if so equipped. This feature, normally only offered by pricier European SUV makers, is a major dealmaker for me, and should be considered by those choosing an SUV for practicality.

I also appreciated the folding seat release levers attached to the cargo wall, which lower each side automatically. To be clear, the 20-percent centre portion needs to be done manually, this portion only dropping automatically as part of the 60-percent portion on the driver’s side, whereas some vehicles actually include three levers so each portion can drop individually, but this is still a much better system than any competitor in this class offers.

The seats drop right down and lock securely into place, resulting in a spacious, flat-loading floor that measures 2,082 litres (73.5 cu ft) behind the first row in the lowest two trims or 2,066 litres (73.0 cu ft) in the LX V6 and above, 1,099 litres (38.8 cu ft) and 1,077 litres (38.0 cu ft) respectively behind the second row, and 320 litres (11.3 cu ft) behind the third row. There’s a bit of extra storage space under the removable cargo floor, which even allows the retractable cargo cover to be securely stowed away when not in use.

It’s these types of details that make the Sorento such a cut above most competitors. This is true for many of Kia’s models, the new Telluride noted earlier especially impressive. The Korean brand often goes above and beyond its competitors, clearly setting itself apart, which is necessary for one of Canada’s newest brands. They lack the luxury of resting on their laurels, and even this well-proven Sorento, a model that’s served Canadian buyers mostly unchanged for years, proves this point as well today as it did in 2015 when generation-three arrived.

No wonder the Sorento has maintained sales leadership amongst its three-row mid-size SUV peers, its year-to-date Q3 sales of 12,997 units well ahead of every seven-row competitor, with the next most popular Toyota Highlander at just 10,205 deliveries, Dodge Durango with 8,082, the Ford Explorer at just 6,955 (although it’s changing over to a new 2020 design this year, so we’ll cut it some slack), VW Atlas with 6,682, Honda Pilot with 5,886, Chevy Traverse with 4,669, Nissan Pathfinder with 4,564, GMC Acadia with 3,589, Mazda CX-9 with 3,166, Subaru Ascent with 3,027, and now discontinued Ford Flex with 2,418. By the way, the new 2020 Telluride has only been with us since March yet found 2,386 new buyers, while the Palisade, introduced in June, has already earned 2,369 new sales.

Count them up. That’s 15,383 (mostly) three-row mid-size sales for Kia, which is a 50-percent advantage over next-best Toyota. Not bad for a comparative upstart, and proof that combining good looking design with sound engineering and lots of bang for consumers’ bucks results in success.

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the…

New Car Reviews

2019 Toyota Avalon XSE Road Test

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the upcoming 2020 model, a car that’s gone from having one of the larger front grilles in the industry to now leaving very little room for anything but the grille.

The frontal aperture looks larger in as-tested base XSE trim due to a gloss-black surround instead of the top-line Limited trim’s chrome, while the deeper, inkier, glossy mesh grille inserts appear more menacing than the loftier model’s horizontal ribs. Toyota further emphasizes the XSE’s sporting nature with black side mirror housings and a black rear deck lid spoiler, small in size yet quite noticeable when the car is doused in a lighter paint finish than my tester’s lovely Brownstone metallic.

Even the XSE’s LED headlamps look more piercing than the Limited’s upgraded triple-beam LEDs, while its once graceful taillights have given way to a single body-wide LED infusion hovering over a thick black diffuser-style lower bumper cap bookended by a quad of circular chrome tailpipes with the XSE or two large rectangular chromed tips for the Limited. Likewise the XSE’s machine-finished 10-spoke 19-inch alloys with black-painted pockets are decidedly more aggressive looking than the upscale Limited’s shiny silver multi-spoke 18-inch rims.

With the 2019 refresh one thing is for sure, Toyota isn’t willing to idly stand by watching ever-increasing SUV popularity destroy their beloved full-size flagship luxury sedan without a fight. The new Avalon now begs to get noticed, which shows a significant turnaround from the model’s formative years when it was more content living life in the shadows.

My favourite Avalon was the 2005–2012 fourth-generation model, a truly elegant car that provided much better performance than its classy styling promised. While hardly a sport sedan, the Av has continued to improve over the years, with this fifth-gen model, particularly in base XSE trim, its most dynamic yet.

To be clear, the XSE is only base in Canada. South of the border, where Avalon sales are more than 100 times greater (Americans bought 22,453 Avalons during the first nine months of 2019, compared to just 212 over the same three quarters in Canada, despite the US only having 10 times the population), it’s offered in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims. As anyone shopping for an Avalon knows, the hybrid isn’t offered here, Toyota having long provided this fuel-friendly alternative in Lexus’ ES line instead. The two full-size luxury sedans share all subsurface components, by the way, and thanks to even stronger sales under its premium brand (in Canada too, where the ES is only outsold 35 to 1, with 37,896 US deliveries compared to 1,081 in Canada), the Avalon continues to exist north of the 49th.

The numbers above attest that you, dear reader, either digest all things automotive or, if considering purchasing, have very unique taste. Yes, the Av certainly has exclusivity going for it, an appeal that isn’t wholly price related, in that you’ll likely never see one of these pull up next to you at a stoplight, or show up in your neighbour’s driveway, unless he or she happened to like yours so much they went out and bought one of their own.

This is more likely to happen with the new generation, as it will no doubt get noticed, but the overwhelming trend is downward in this full-size volume-branded sedan category. Even the mighty Dodge Charger and Chrysler 300 pairing that saw 4,704 collective sales over the same nine months had to accept this comparatively large number was the result of a significant downward slide of 14.15 and 39.31 percent respectively, while GM’s Chevrolet Impala and Buick LaCrosse managed 2,075 total deliveries during this period for respective 16.96 and 15.13 percent downturns, which no doubt only added internal support for their upcoming discontinuation. The 710 sales of Nissan’s Maxima and mere 7.07 percent year-over-year shrinkage is downright impressive next to Toyota’s aforementioned 212 Avalon delivery total, the latter a 17.19-percent reduction, whereas all must look positively meteoric from Kia’s standpoint, its Cadenza finding just 19 buyers since January for the segment’s worst 54.76 percent YoY plunge. Shockingly Kia hasn’t cancelled the Cadenza for Canada, but in fact will introduce a totally redesigned one for 2020.

Bravery should be rewarded, whether by manufacturer or consumer, and to the latter end buyers in this class do end up getting a lot of luxury car for their money. The $42,790 base Avalon XSE’s list of standard features includes the aforementioned LED headlamps and LED taillights, plus 235/40R19 all-season tires, proximity-sensing keyless entry, pushbutton ignition, a powered tilt and telescopic steering column, a leather-wrapped multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch infotainment touchscreen with Entune and Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, eight-speaker audio with satellite radio, Bluetooth streaming audio, a wireless smartphone charger, four USB charging ports, a powered moonroof, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, Toyota’s Softex breathable leatherette upholstery, heatable front seats, an auto-dimming rearview mirror, a universal garage door opener, dual-zone automatic climate control, and more.

Entune Safety Connect is also standard, providing automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistive, while standard advanced driver assistive 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, plus all the expected active and passive safety features including two airbags for front occupant knees, plus more.

The multi-information display just mentioned sits in the middle of a mostly analogue instrument cluster, which is nothing new, but I like that it does more than just provide the usual trip information. For instance, it also provides route guidance instructions right where you need them, while the big touchscreen atop the new centre stack might lack in the way of colour and therefore doesn’t make enough use of its high-resolution capability, but it does incorporate Toyota’s new Entune smartphone integration, which I like a lot better than Android Auto. The system lets you connect to functions, music and info like traffic conditions, fuel stations, weather forecasts, stocks and more via a variety of apps including Scout GPS, Yelp, Slacker, NPR One and more through your smartphone.

Those wanting more can opt for $47,790 Limited trim, which adds 235/45R18 all-season tires, the previously noted triple-beam LED headlamps, a more complex set of LED taillights, ambient interior lighting, a 10-inch colour head-up display with customizable settings, a heatable steering wheel rim, four-way powered driver’s lumbar support, driver’s memory, semi-aniline leather upholstery, ventilated front seats, heated rear outboard seats, a 360-degree surround bird’s-eye view parking monitor, navigation, a 14-speaker 1,200-watt JBL Clari-Fi surround sound audio system, Connected Services by Toyota Premium Audio, a three-year subscription to Scout GPS Link, intelligent clearance sonar (front parking sensors), automatic rear cross-traffic braking, and more.

All these features are great, but honestly some should be part of the base package. The Avalon XSE is hardly cheap at almost $43k, so why does Toyota force its very small number of interested buyers to buck up another five grand just to get a heated steering wheel? Sure, plenty of other features come with this trim too, but a warm steering wheel rim should be a prerequisite for designating the word “luxury” on any car attempting to lure in Canadian buyers. After all, our winters have been getting colder, not warmer as our news media wants us to believe (February 2019 was the coldest ever in Vancouver). Making matters worse, the Av on this page was the only car I tested in weeks without a toasty steering wheel, the others being an off-road specialty 4×4 pickup truck and a small luxury-branded car. Toyota is normally quite slow in adopting trending features, the latest Camry not offering one at all. This deficit was made worse while writing a review of a 2019 Kia Forte during the same week, which included a heated steering wheel in its most basic $16,000 model. Fortunately Toyota is starting to figure out that it’s been losing sales to upstarts like Kia, and now offers an optional heated steering wheel in the new 2020 Corolla, and will do likewise for the Camry in 2020.

The Avalon’s interior refinement is quite good above the waist, meaning that soft, pliable composites are used across the entire dash top and both front and rear door uppers, while a softer padded and stitched surface treatment gets added along the middle portion of instrument panel, just below a beautifully textured metal-like inlay and really attractive three-dimensional metallic and black horizontal section that melds into the corner vents. The bottom half of the dash, including the glove box lid, is made from a harder plastic, as are the lower door panels, but the doors’ middle sections, below the premium-like uppers, are comprised of soft-touch synthetics, ultrasuede and stitched leatherette.

The centre stack is mostly made up of black, glossy, glass-like surfacing, the upper section blending seamlessly into the main infotainment touchscreen, and the bottom portion housing a digital readout plus controls for the HVAC system. This doesn’t come across as upscale as the previous Avalon’s metal-finished centre stack surface treatment, the latter model’s tiny hollowed-out hockey stick-shaped switchgear absolutely stunning, albeit the new design modernizes the look and is certainly easier to use. The top portion of the centre stack appears to hover in the air, thanks to buttresses that allow access to a large wireless phone charge pad sitting below a padded retractable bin lid. The rest of the lower console is finished in stitched and padded leatherette, and is nicely detailed with satin-silver trim around the gear selector and cupholders, while this aluminized trim completely surrounds the console and centre stack as well, plus the steering wheel, much of the switchgear, and other highlights elsewhere. It’s a very attractive cabin that does a decent job of providing premium levels of luxury, even including fabric-wrapped A-pillars.

In case you were wondering how the Avalon measures up to the slightly smaller Camry that joins the aforementioned Lexus ES by also riding on Toyota’s TNGA-K (GA-K) platform architecture, it’s 100 millimetres (4.0 inches) longer from nose to tail, with a 50-mm (2.0-in) longer wheelbase, plus it’s also 10 mm (0.4 in) wider and fractionally lower by the same 10 mm (0.4 in). The new 2019 Avalon is also larger than the previous version, with its overall length up by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase stretched by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width increased by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and height lower by 20 mm (0.8 in) to 1,440 mm (56.5 in), resulting in a leaner more athletic stance.

The new Av backs up its dramatic new styling with more energy under the hood, its enhanced 3.5-litre V6 now put out 10 more horsepower and 17 additional lb-ft of torque for a new total of 278 and 265 respectively, while in XSE trim this improved performance is complemented by an “Engine Sound Generator” that beefs up the exhaust note artificially through the audio system when Sport mode is engaged. Before any snide comments, BMW does this with its M cars and Ford with its Mustang and Ecoboost-powered F-150 pickup trucks (plus a number of others, I’m guessing), the result being music to the ears of gearheads.

Even better, Toyota has mated its upgraded V6 with a completely new eight-speed automatic transmission (not a CVT like one of the Av’s supposedly sportier competitors), and by so doing said goodbye to its antiquated six-speed gearbox, plus they’ve add steering wheel-mounted paddle shifters to make the entire package more engaging.

Underpinning the new Avalon is an extended version of the stiffer, more agile chassis that improved the newest Camry, and likewise makes the new Lexus ES more fun to live with, while the XSE’s front struts and rear multi-link setup is sport-tuned even further before being bolted to the one-inch larger 19-inch rims and rubber noted earlier.

Despite all the performance upgrades, the Avalon’s ride continues to be very comfortable, but as anyone reading about the upgrades would imagine, the comfortable ride came with a lot more capability than ever before. The extra horsepower proved enjoyable off the line and the new automatic certainly more engaging than the outgoing one, particularly with Sport mode engaged, although it still took too long for those shifts to occur, so a true sport sedan this is not. Still, this XSE handled considerably better through fast-paced curves than its already adept predecessor.

I also found the seating position very good for a Toyota. Actually, I find Toyota improving their cars’ driving positions in most models recently tested, in that they now offer more telescopic steering column reach to complement their already good seat adjustability. This allowed me to move the Avalon’s driver’s seat rearward enough for comfortable legroom while extending the steering column amply for relative arm comfort and reasonable control, all this necessary due to my having a longer legged, shorter torso frame. I could have used more steering column extension, but the Av’s setup was passable.

This said the driver’s seat’s two-way powered lumbar support was disappointing, particularly considering competitors in this price class offer four-way powered lumbar support that better meets up with the small of my back. Still the seats were quite comfortable without using the extra lumbar support, while the rear seating area is massive, bordering on limousine-like, and comfortable as well. Likewise, the trunk is large at 456 litres (16.1 cu ft) and offers 60/40 folding access for longer items, although a centre pass-through would improve passenger/cargo flexibility even more.

All said I think most luxury sedan buyers that spend a little time with the new Avalon will like it. It’s well built, as most would expect from Toyota, should be reliable, is packed with most of the features one would expect in a $40k-plus car, and provides wonderfully comfortable yet surprisingly sporty performance.

What’s more, with the 2019 model year ending and the identical new 2020 Avalon soon arriving, Toyota is motivated to sell all the remaining stock, which is why you can to now save up to $2,500 in additional incentives (at the time of writing). Just go to CarCostCanada to learn more, and while you’re at it, check out both 2019 and 2020 model year pricing information, including trims, packages and individual options, and also find out about the latest rebates and even dealer invoice pricing, that puts you in charge when negotiating with your local retailer.

News & Reviews- Month: November 2019