If you’ve been mostly at home with your children, like so many Canadians in recent months, you can breathe a sigh of relief that Porsche has taken the time to develop a new Porsche 4Kids website that’ll…
If you’ve been mostly at home with your children, like so many Canadians in recent months, you can breathe a sigh of relief that Porsche has taken the time to develop a new Porsche 4Kids website that’ll keep your little (and bigger) ones entertained for hours, and maybe even days.
Porsche4kids.com has plenty of fun online games, cool challenge videos plus virtual Porsche museum tours, a children’s fitness program, a dad jokes section (the kids will love them too), and a page for downloading additional games such as scattergories, and crafts like a build-it-yourself paper 911, fill-in-the-talk-bubble comic strips, colouring pages of everyone’s favourite road-going and Formula E Porsche models, plus more.
You and your kids will be guided through the Porsche 4Kids website by two animated characters named Tom Targa and Tina Turbo (you can even download their employee name tags and print them out), while real Porsche employees help in the museum tour and more. Additionally, once this pent-up-at-home era is history, your family can join Tina and Tom at one of the Porsche 4Kids Game Stations (consider them mobile science/driving/amusement parks) in Germany (and in some other countries too).
The Porsche 4Kids website is really fun for the entire family, as it was developed for children aged 5 to 13 years, plus teenagers, their parents and grandparents (this writer had plenty of fun resourcing the story), so be sure to check out Porsche4kids.com to learn more.
Story credit: Trevor Hofmann
Photo credits: Porsche
When the CX-3 arrived in May of 2015 as a 2016 model, there were 13 rivals in the subcompact crossover segment. Two others had arrived earlier that year and one more came onto the scene the following…
When the CX-3 arrived in May of 2015 as a 2016 model, there were 13 rivals in the subcompact crossover segment. Two others had arrived earlier that year and one more came onto the scene the following month, but interestingly four other models from that year’s 15 competitor class are no longer available today. The sporty Nissan Juke and its taller Cube compatriot were kind of replaced by the new Qashqai and newer Kicks, while the void left by the Jeep Patriot was more or less filled by the Renegade, but the Scion xB, along with its brand, is gone forever.
Considering this burgeoning category the CX-3’s seventh-place standing is very good, especially when factoring in the little crossover SUV hasn’t visibly changed all that much since inception five years ago. Model year 2017 carried over from 2016 identically, but 2018 added a manual gearbox to base FWD models, retuned the suspension for more comfort, added Mazda’s G-vectoring control to improve handling, lowered interior noise, upgraded the steering wheel and instrument cluster, made the automaker’s smart city brake support low-speed automatic emergency braking standard, pulled more standard and optional i-ActivSense advanced driver assistive systems into lower trims, including full-speed smart brake support with front obstruction warning, lane departure warning, automatic high beams, adaptive cruise control, and more.
The following model year saw Mazda modify the grille, taillights, and wheels, but changes to everything but those alloys were ultra-subtle, whereas the cabin received nicer materials along with new seats, while the lower console was redesigned to accommodate an electromechanical parking brake. Blind spot monitoring was made standard for 2019 too, while the top-line GT being reviewed here received genuine leather in place of leatherette in previous years, plus this top trim line also featured everything from the previous year’s Technology package as standard kit, which included items like satellite radio, automatic high beam assist, and lane departure warning.
The 2019 CX-3’s Skyactiv-G 2.0-litre four-cylinder engine gained 2 horsepower too, an increase to 148 horsepower that carries over to 2020 like the entirety of the car, incidentally, while torque stayed steady at 146 lb-ft, and continues to do so. I’m guessing it would be difficult to tell the difference between 2018 and 2019 models off the line or while passing, as an increase of 1.35 percent might only be perceptible to professional engineers testing both model years back to back, but I was happy with the previous model’s performance and therefore continue to find the CX-3 to be a fun car to drive.
The same engine is included with all trims, by the way, while base GX models once again come standard with a manual and FWD, and optional with a six-speed automatic with FWD or the brand’s i-Activ AWD. The mid-range GS is standard with the autobox and optional with AWD, while the GT gets both the auto and AWD standard. The CX-3 starts at just $21,045 plus freight and fees, whereas my fully loaded tester hits the road for $31,045. Those numbers don’t change one iota for 2020, although a CarCostCanada report will show you how to save up to $2,000 in additional incentives for the 2019 CX-3, says their 2019 Mazda CX-3 Canada Prices page, but average member savings have actually been $2,166. Take note that the 2020 Mazda CX-3 Canada Prices page claims up to $600 in additional incentives, although once again it’s showing average member savings at $2,166.
The Skyactiv-Drive automatic gains steering wheel-mounted paddle shifters in GS and GT trims, which make the little SUV more engaging to drive quickly, while only the GT gets two-inch larger 18-inch alloys on 215/50R18 all-season tires for additional grip around fast-paced corners. Handling is good despite merely making due with a semi-independent torsion or twist beam rear suspension, although this setup is common in this smallest SUV class, while the front MacPherson strut design is also par for the course and delivers good control through quick curves, while the power-assist rack-and-pinion steering provides good directional control and fairly decent feedback.
Certainly there’s nothing wrong with the way the CX-3 drives, especially since Mazda improved its ride quality, and together with this increased refinement is one of the nicer interiors in its class. This is nothing new for the independent Japanese brand, and while the CX-3 doesn’t quite measure up to the new CX-30 or CX-5, let alone the near-premium CX-9, at the very least needing fabric-wrapped A-pillars plus a soft-touch dash-top and door uppers to do that, the primary instrument hood is finished in stitched leatherette for an upscale look and feel, while the centre portion of the instrument panel gets a contrast-stitched and padded leatherette bolster across its middle.
Before going any further I need to mention an interesting change taken midway through the 2019 model year. That instrument panel bolster and the door inserts were actually finished in stitched leatherette in earlier 2019 examples like my Soul Red Crystal painted tester, whereas this changed to grey Grand Luxe Suede (think soft, plush Alcantara) in the fall when I received my Snowflake White Pearl example. Now, for 2020, the suede-like material remains the only surfacing for these areas, and thanks to a massive photo gallery (just click on any photo above) you can see the difference with your own eyes.
This means if you’re eyeing up a new 2019 CX-3 at your local dealer (and plenty are still available due to somewhat sluggish sales during fall and winter plus the new challenge of COVID-19), you’ll now know why some 2019s have the leather look and others are all soft and cuddly. I personally like the suede a lot, and would choose it if the option was available due to its richer, more opulent appeal, plus it’s the newer of the two GT interior choices and therefore might bode better upon resale, but both are nice.
You may also notice a change in upholstery designs, with my red tester featuring the chocolate brown and cream two-tone perforated Cocoa Nappa leather interior package that’s no longer available for 2020, and the white model getting the same perforated black leather with grey piping as you’ll find in the 2020. Mazda offers the 2020 CX-3 GT with a no-cost Pure White interior option too, just like it did in 2019, so your choices are greater with the outgoing CX-3 than with the new one, as long as you can find an example with Nappa leather. No matter which version you choose, Mazda fits leatherette bolsters to each side of the centre stack and lower console, thus making sure you won’t chafe your knees. As I’ve been saying all along, the attention to detail in the CX-3 GT is impressive.
Upholsteries and trims aside, the two cars are pretty well the same other than some small details. The lovely instrument panel bolster gets visually separated from the dash above by an attractive metallic trim strip that elegantly integrates the centre vent, which would otherwise be invisible unless tilted up or down to direct air. The corner vents are circular in design, and their bezels are finished with a satin-aluminum outer ring and a piano black lacquered inner ring for the older model, this matching some other glossy black trim around the shifter and elsewhere, although the newer CX-3 GT features a glossy red inner ring that ironically would be more suitable to the older model’s red exterior.
Fortunately Mazda still offers its gorgeous trademark colour in the 2020 model for the same upgrade price of $450, while my white tester’s extra paint charge was only $200. Mazda offers the exact same seven-colour pallet for 2020 as it did for this 2019 model year, and when researching Mazda Canada dealers nationwide to find out if enough 2019 CX-3s were available to warrant this review, I noticed plenty of colour options and trims.
If you’re into the luxury-look of satin-silver polished metal, the CX-3 will be an absolute delight. There’s more surrounding the wing-like analogue and digital primary gauge cluster, plus the thin twinned lower steering wheel spoke and upper door garnishes around the door pulls. Yet more metallic trim surrounds the fixed tablet-style infotainment display perched on centre dash top, while wonderful knurled metal rings dress up each of the three automatic climate control dials. Knurled metal also edges the infotainment controller on the lower console, which is surrounded by quick-access buttons for the main menu, audio system, navigation, radio favourites, and the back button, while a useful rotating volume dial gets the identical knurled metal treatment.
Speaking of the infotainment system, Mazda has been cold-molasses-like slow to integrate Android Auto and Apple CarPlay into this model, which means if you’re a fan of either you’ll need to choose the updated late 2019 arrival, or of course a 2020. Yes, believe it or not the otherwise very good 7.0-inch centre touchscreen display in my early 2019, complete with navigation, Bluetooth phone connectivity with audio streaming, controls for the very good seven-speaker Bose audio system that includes satellite and HD radio, automated text message reading and responding, plus more, is devoid of these two smartphone integration apps, but the newer version includes both as seen in the photos, and therefore I hooked up the Android version that works well.
Features in mind, both 2019 and 2020 CX-3 GTs also include auto on/off LED headlights with adaptive cornering, auto-levelling and the aforementioned auto high beams, LED fog lamps (although they’re tiny and therefore hard to see), LED rear combination taillights with signature elements, extra chrome exterior trim, proximity-sensing keyless entry, a 10-way power driver’s seat with memory, a colour Active Driving Display (which is kind of like a head-up display), traffic sign recognition, an auto-dimming centre mirror, a powered glass sunroof, and everything already mentioned.
Notable features pulled up from lesser trims include pushbutton ignition, rain-sensing wipers, a heated leather-wrapped steering wheel, a leather-clad shift knob, a wide-angle reverse camera (without active guidelines), Aha and Stitcher internet radio functionality, two USB charging ports, three-way heatable front seats, an overhead console with a sunglasses holder, a folding rear centre armrest with integrated cupholders, a removable cargo cover, tire pressure monitoring, all the usual active and passive safety features found in this segment, and more.
The just-noted 10-way powered seats and the tilt/telescopic steering provided enough adjustability to provide good comfort without forcing my long-legged frame to reach too far for its leather-wrapped rim, the latter easily one of the nicest in its class. Rear seat roominess is good for this smaller class of subcompact SUVs, with the new CX-30 (which really should have been dubbed CX-4 despite the name already being used in China) providing a little bit more room, performance and luxury for those willing to upgrade.
Being that the CX-30 has just arrived it’s difficult to know if it will do as well as the CX-3, but Q1 of 2020 shows the two models running neck-to-neck at 1,486 units for the older SUV and 1,420 for the new entry, and there may have been availability issues with the latter. Year-over-year Q1 comparisons show the carnage COVID-19 is inflicting to the auto industry, with the CX-3’s sales down by almost 59 percent, but believe me it’s hardly worst amongst its peers. The previously mentioned Soul is down 61 percent while the Renegade has lost 68 percent, which actually looks good when compared to the Compass that’s plunged by 71 percent. The Qashqai is even faring worse with a 74 percent drop in Q1 year-over-year sales, while the Kicks is off by 69 percent. Everything else is failing slightly better (although not necessarily with as many overall sales), but not much.
Looking back at normal markets, the CX-3 had a very successful start, and earning the Automobile Journalist Association of Canada’s 2016 Canadian Utility Vehicle of the Year award right off the mark and rising to fourth in its class for 2016 and the same for 2017, plus an impressive third for 2018, but age dropped it to seventh last year, and now, as noted, the CX-30 may pass right on by until Mazda can provide us with an all-new CX-3. I’ll have a full review of the 2020 CX-30 coming soon, plus a review of a 2020 CX-3 GT, but until then you may want to consider a 2019, as there are plenty of savings to be had. This in mind, remember to check out CarCostCanada to save the most you possibly can.
In the end, any Mazda CX-3 is a good choice in this segment, particularly if you want a stylish, sporty, refined subcompact SUV that’s easy on fuel—it’s rated at 8.8 L/100km in the city, 7.0 on the highway and 8.0 combined with its manual and FWD, 8.3 city, 6.9 highway and 7.7 combined with the automatic and FWD, or 8.6, 7.4 and 8.1 respectively with the auto and AWD. Just the same, this segment is beyond hot as covered earlier in this review. Therefore I recommend doing your homework so you’ll be 100 percent happy with your final choice. I believe once you’ve done your due diligence the CX-3 will be on your shortlist, as remains one of this segment’s best.
Story and photo credits: Trevor Hofmann
Photo Editing: Karen Tuggay
If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be. Certainly there were exceptions,…
If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be.
Certainly there were exceptions, like Chevy’s Nomad, the early ‘70s Olds Vista Cruiser my family borrowed to travel from Vancouver to California one summer, some of Volvo’s Turbo Wagons, and Mercedes’ 1979 (W123-body) 500 TE AMG that’s possibly coolest of all, but believe it or not minivans had more street cred than wagons when they arrived in the ‘80s, and when those ultimately useful monobox conveyances stopped stroking our collective ego it was up to crossover SUVs to balance the emotion-driven wants and practical needs of our busy suburban lifestyles. The thing is, to many serious car enthusiasts, the wagon never went out of style.
The last one on that list is in a class of one from price to performance, its $124,200 buying a 3.3-second sprint from standstill to 100 km/h via a 603 horsepower 4.0-litre biturbo V8 as well as a whole lot of luxury, while the somewhat more sedate AMG-tuned E variant provides a similar level of luxury for its much more affordable $87,800 base price yet utilizes a turbocharged and electrically compressed 3.0-litre inline-six making 429 horsepower to push it from zero to 100 km/h in a scant 4.5 seconds.
At $60,900 the AMG C 43 4Matic Wagon is the value five-door amongst Mercedes’ go-fast AMG estate line, but despite its much more affordable price point it still delivers the goods. Its 385-horsepower 3.0-litre biturbo V6, complete with rapid-multispark ignition and high-pressure direct injection, propels it from naught to 100 km/h in a very respectable 4.8 seconds, much thanks to a near equal 384 lb-ft of torque, and the sounds its engine and exhaust make doing so are almost as entertaining as the drive itself.
To be clear, there’s nothing remotely like the C 43 Wagon on the Canadian market. BMW, which has long offered its 3 and 5 Series Touring wagons, no longer sells any in Canada (at least not since last year that saw the sedan get redesigned and the wagons carryover unchanged—they’re gone for 2020), while Audi only provides its tall crossover wagon lineup consisting of the A4 and A6 Allroad, and with 248 and 335 horsepower apiece they don’t perform anywhere near as well as Mercedes’ AMGs. What about Volvo? The Chinese-owned Swedish carmaker should be commended for providing the regular-height V60 sport wagon and their raised V60 Cross Country wagon with performance from diesel, turbocharged gasoline, turbo and supercharged gasoline, plus turbo, supercharger and hybrid electric gasoline power units and horsepower ratings from 190 with the diesel to a mighty 405 hp for V60 Polestar trim (the mid-size E-segment V90 and V90 Cross Country models have been discontinued in Canada for 2020), but as innovative as it is (and it’s truly impressive) Volvo’s smooth, linear 2.0-litre turbocharged, supercharged, hybrid powertrain isn’t as in-your-face exciting as the C 43 Wagon’s raucous V6, AMG SpeedShift TCT 9-speed, and 4Matic all-wheel drive combination.
The C 43 has the requisite menacing look down too. Granted it’s a lot more imposing in Black, my tester’s coat of Polar White almost saintly by comparison, but don’t let the angelic demeanor fool you. All of the matte and glossy black trim gives away its bahn-storming purpose, with highlights being its mesh front grilles, the aggressive lower front fascia with straked corner vents, the side mirror caps, the mostly glass roof and roof rails, the window trim, the deeply sculpted rear diffuser, the quad of tailpipes, and the 19-inch alloys shod with Continental ContiSportContact SSR 225/40 high performance rubber.
Eye-arresting LED headlights with three separate elements provide advanced style and a level of brilliance capable of turning dark nighttime side roads into near daylight, their vertical corner lamps particularly unique, while bright metal adorns the top half of each exterior door handle and a large strip spanning the back hatch, not to mention various badges including a subtle front centre grille-mounted “/////AMG” logo, two proudly declaring the “BITURBO 4MATIC” powertrain on each front fender, one boasting a larger and more prominent version of AMG’s logo and another for the car’s “C 43” nameplate on the left and right of the rear liftgate respectively, plus various Mercedes three-pointed stars at each end, on the wheel caps, etcetera.
Of course, proximity-sensing keyless entry gets you inside, where you’ll be greeted by a stunning set of sport seats finished in black perforated leather, red stitching and brushed aluminum four-point harness holes up top, not to mention a small AMG badge on the centre backrest, that is if your eyes aren’t first distracted by the exquisitely detailed doors that get even more brushed and satin-finish aluminum trim, plus drilled aluminum Burmester speaker grilles and red-stitched black leather everywhere else.
Red thread and padded leather continues to surface the dash top, even as far as the most forward portion just under the windshield, plus the instrument panel all the way down each side of the centre stack, the latter finished in gorgeous available gloss carbon fibre as it swoops down into the lower centre console that culminates into a large split centre armrest detailed out in more red-stitched soft leather.
Speaking of large, two oversized moonroofs give the impression of one massive panoramic sunroof without as much loss in torsional rigidity, important in such a long roofed car capable of attaining an imposed 250-km/h (155-mph) top track speed, not to mention shockingly good handling on some of my favourite semi-deserted non-track backroads, a process that, while thrilling to the nth degree, is almost downplayed by the luxuriously appointed C 43’s overall quietness. The roof pillars, finished in the same high quality cloth as the roofliner, can take some credit for calming the wind and hushing the rest of the outside world, but most of the magic is in the ultra-stiff unibody itself, plus all of the seals, insulation, engine and component mounts, etcetera. Thus only slight wind and road noises enter the cabin, allowing for more of the growling engine or alternatively the audio delights of the aforementioned optional Burmester stereo.
You can control the volume of all 13 speakers from a beautiful knurled metal cylinder button on the right-side steering wheel spoke, this just one of the C 43’s full array of steering wheel switchgear, two of which are tiny Blackberry-style touchpads that let you scroll through the wholly impressive digital gauge cluster or the centre display. The entire wheel is a cut above, the partial Nappa leather-clad rim flattened at each side and the bottom for a really sporty look and feel, while a red top marker lines up the centre and suede-like Dinamica (think Alcantara) adds grip to the sides.
There’s more brushed and satin-finish aluminum in the C 43 than any competitor, but somehow Mercedes pulls it off with a level of retrospective steampunk tastefulness that shouldn’t make sense yet obviously does. The five circular HVAC vents on the instrument panel make the look work, the three at the centre underscored by a stunning row of knurled metal-topped brushed aluminum toggle-type switches, this only upstaged by another cylinder switch for drive mode selection of Comfort, Sport, Sport+ and Slippery settings, and a rotating dial for the infotainment system, both once again detailed out in knurled aluminum and the latter positioned below Mercedes’ trademark palm rest cum touchpad and quick access button infused controller.
Mercedes displays are the envy of the auto industry, especially newer models that incorporate dual connected 12.3-inch screens for the primary instruments and infotainment. The current fourth-generation (W205) C-Class (S205 for the wagon), introduced in September 2014 for the 2015 model year and therefore in its seventh year of production, hasn’t been given the brand’s latest dash design yet, but its traditional hooded analogue gauge cluster (and large multi-info display) can be substituted for 12.3 inches of digital instruments when opting for the C 43’s Technology package, at which point it comes filled with all the digital wizardry the brand is now becoming renowned for. It’s as colourful as gauge clusters get, and uniquely customizable with various background designs and loads of multi-information features. It allows for a multitude of function combinations too, and can either take over the entire display with a navigation map, for instance, or just a portion thereof, working wonderfully once figured out.
My tester’s optional centre display, which is slightly smaller at 10.25 inches (the base model gets a 7.0-inch screen), is a fixed-tablet design propped atop the centre stack in an all too common layout these days, although its innards are pure Mercedes-Benz and therefore filled with attractive, colourful graphics and easy to scroll through ahead of choosing a function as needed, plus it comes loaded up with myriad features. Unlike many such displays the C’s isn’t a touchscreen, so all tap, pinch or swipe gesture controls need to be done via the previously noted touchpad or scrolling wheel on the lower console, or the little touch-button on the steering wheel, all of which work well enough. I prefer having use of a touchscreen as well as the other controls, mind you, or at least a larger touchpad, which is also showing up in some of Mercedes’ more recent offerings.
That Technology package mentioned a moment ago costs $1,900 and also includes the active Multibeam LED headlights I spoke of before, and adaptive high beam assist, while all the gloss-black exterior trim noted earlier was actually part of a $1,000 AMG Night package.
Likewise, the fabulous AMG Nappa/Dinamica performance steering wheel that I went on about at length earlier is part of the $2,400 AMG Driver’s package that also includes the free-flow, four-pipe AMG performance exhaust system with push-button actuated computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model gets 18s), an increase in top speed to the previously noted 250 km/h (155 mph), and an AMG Track Pace app that allows performance data, such as speed, acceleration, lap and sector times to be stored in the infotainment system while driving on the racetrack.
For 2020 AMG Driver’s package also includes an AMG Drive Unit that features a set of F1-inspired controls below each steering wheel spoke for quickly adjusting performance settings (with integrated colour displays for confirming the selection). The left pod of switches can be assigned to functions like manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP, and the AMG Performance Exhaust system, while the circular switch on the right selects and displays the AMG Dynamic Select driving mode.
As you can see by checking out the photo gallery and smaller images shown on this page, those cool steering wheel controls were not on my tester, which means the car photographed was actually a 2019 model. Other than this, and some small details such as dual rear USB ports as standard equipment across the entire C-Class lineup, the C 43 Wagon you’re looking at is identical to the 2020.
That means the $5,600 Premium package found in my tester would be the same as the one in the 2020 model, with both featuring aforementioned proximity keyless access, a touchpad controller, and the 590-watt Burmester Surround Sound audio system, plus a 360-degree surround camera system, Apple CarPlay and Android Auto smartphone integration, navigation, voice control, satellite radio, real-time traffic info, wireless phone charging, an integrated garage door opener, Mercedes’ Active Parking Assist semi-autonomous self-parking, rear side window sunshades, and a powered tailgate with foot-activated gesture control.
My tester also included the $2,700 Intelligent Drive package with its Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.
I could go on and on talking about standard features and options (and the slick $250 designo red seatbelts really deserve mention), but the reality is this little C 43 is well stocked and beautifully finished, and at least as importantly it’s wicked fun to drive. Shifting into reverse to back out of my driveway caused a rearview camera with an overhead view and particularly good dynamic guidelines to pop into view, but oddly this super wagon’s automatic shifter is still on the column, making it either the most anachronistic hot hatch in existence or the smartest, being that it was always the most efficient place to house an auto shifter. It’s a completely modern electronically shifted transmission, mind you, that you pull down and up for drive and reverse as has always being the case, but pressing a button for Park is new. All manual shifts are executed via steering wheel mounted paddles, and believe me you’ll be tempted to scroll through the incredibly impressive nine-speed automatic all the time.
AMG specifically programmed Merc’s new nine-speed to prioritize performance, which means the wider range of more closely spaced ratios shift quicker yet still plenty smooth, and the aforementioned AMG Dynamic Select system’s Comfort, Sport and Sport+ modes really make a difference. What’s more, three overdrive ratios and ECO Start/Stop that automatically shuts the engine off when it would otherwise be idling to reduce fuel consumption and minimize emissions aids efficiency, the C 43 Wagon good for a claimed 12.4 L/100km in the city, 8.9 on the highway and 10.8 combined for both 2019 and 2020.
That’s amazingly good for a vehicle with this kind of performance, not to mention one with all-wheel drive. The AMG 4Matic system has a fixed 31:69 front/rear torque split designed to optimize performance off the line and through the corners, while the latter benefits from a nicely weighted electromechanical power assist rack-and-pinion steering setup with good feel, and a standard AMG Ride Control Sport Suspension featuring three-stage damping that clings to tarmac like you’d expect an AMG-tuned Mercedes would. I even felt comfortable enough to turn the traction/stability control off for a little sideways sliding, and it was perfectly predictable and wonderful fun.
If you’ve never driven something like the C 43 you’ll be shocked and awed, as anything with AMG badges is the stuff of legend. Braking is equally heart arresting thanks to a track-ready AMG Performance Braking system with perforated (not cross-drilled) 360 mm rotors and grey-painted four-piston fixed calipers up front, and solid 320 mm discs at the rear. The difference between perforated rotors and other manufacturer’s cross-drilled process begins at the moment of casting, where the AMG discs are cast with the holes in place so as to improve strength and heat resistance. The result is strong braking even when used too much at high speeds on curving, undulating mountainside roads. They’re the next best thing to carbon-ceramic brakes, but offer nicer day-to-day stopping performance that suits the C 43 Wagon’s overall mission ideally.
Yes, hooliganism aside, this family shuttle is plenty practical. It’s roomy up front with seats that are as comfortable as any in the class, while the second row provides more than enough space for most body types to stretch out. A wonderfully complex folding centre armrest adds to the comfort quotient when three’s a crowd, as it’s filled with pop-out cupholders and a shallow, felt-line bin for storing what-have-you, or alternatively the centre position can be eliminated entirely by dropping the 20-percent section of the 40/20/40-split seatback down for stowing longer cargo like skis without the need to force rear passengers into the less comfortable centre position, the usual result of less convenient 60/40-split rear seats. Those rear seatbacks fold down via two small electronic buttons too, helping to make the C 43 as easy to live with as it’s outrageously fun to drive. The end result is cargo capacity that expands from 460 litres to 1,480, which is subcompact to compact SUV levels of usability (its load capacity fits between the GLA- and new GLB-Class).
So folks, if you hadn’t previously figured out that wagons are cool again, despite being a little late to the party it’s certainly not over yet. For me, this is Mercedes’ AMG wagons offer the ultimate balance between performance and practicality, combined with some of he nicest interiors in the auto industry. That they wear one of the most prestigious badges available is merely a bonus, and that Mercedes is now providing up to $5,000 in additional incentives on 2020 models is even more motivation to take a closer look.
To find out more, make sure to visit CarCostCanada’s 2020 Mercedes-Benz C-Class Canada Prices page where you can learn about all C-Class body styles, trims, packages and standalone options, plus you can build the exact model you’re interested in. Even better, a CarCostCanada membership will provide the most important information you could need before even talking to your local Mercedes-Benz retailer, including details on available manufacturer rebates, financing and leasing deals, plus you’ll learn about dealer invoice pricing so you can know exactly how far they may be willing to discount your C 43.
Story and photo credits: Trevor Hofmann
Photo Editing: Karen Tuggay
News flash! Volkswagen has a lot of 2019s still available, including the fabulous Golf Alltrack. Okay, I let the cat out of the proverbial bag and now without having to read any further you know how I…
News flash! Volkswagen has a lot of 2019s still available, including the fabulous Golf Alltrack.
Okay, I let the cat out of the proverbial bag and now without having to read any further you know how I feel about this impressive little crossover wagon. This said you may also now realize how disappointed I am that it was discontinued last year, with the remaining 2019s all that’s left of new inventory.
In case you’re wondering how much you can currently save on this fashionable European, CarCostCanada is reporting up to $1,500 in additional incentives, but I’m guessing you can get more off than that. Sign up for a CarCostCanada membership and you can access the 2019 Golf Alltrack’s dealer invoice price, so when you call the dealership or go online to negotiate (I wouldn’t recommend showing up at the dealership right now), you’ll know exactly how much they paid VW for it, plus you’ll know about any manufacturer rebates and financing/lease rates currently available. I seriously don’t understand why someone would consider buying a new car without first arming themselves with this treasure trove of knowledge.
The Golf Alltrack is a car I’d consider owning, because it suits my personal taste and lifestyle to a tee. I find it great looking, even more so than the Golf SportWagen it’s based upon, which is also cancelled for 2020, the Alltrack’s raised height and tastefully beefy body cladding working perfectly with its long, chiseled fuselage, while all of its aluminum-like detailing, including the side mirror caps, make it look downright rich.
Like with all Golf models, the Alltrack’s most impressive attribute is its interior. Premium-like details abound, such as fabric-wrapped A-pillars, a soft-touch dash top that extends down to the midpoint of the instrument panel, the same pliable composite used for the front door uppers, an impeccably detailed leather-wrapped flat-bottom sport steering wheel with fabulously thin spokes filled with high-quality switchgear, cool grey carbon fibre-style dash and door inlays, glossy piano black surfacing in key areas, and a tasteful assortment of satin-finish aluminum accents throughout.
The Alltrack’s monochromatic multi-information display (MID), which sits between the otherwise highly-legible primary instrument cluster, wasn’t up to standards when I last tested this car in 2017 and still isn’t. This is particularly true from a manufacturer that offers a wholly impressive full digital display in some of its other models, while most of its compact rivals provide high-resolution full-colour TFT MIDs loaded with features.
On the positive, my as-tested top-tier Alltrack Execline’s infotainment system was superb, this model and the base Highline trim replacing the old outdated 6.5-inch centre touchscreen with a state-of-the-art 8.0-inch display this year, once again filled with Apple CarPlay, Android Auto and MirrorLink smartphone integration, and a nice clear backup camera (albeit without active guidelines), while exclusive to the Execline is nicely detailed navigation mapping with very accurate GPS guidance. Additional infotainment features include voice recognition, Bluetooth phone and audio streaming connectivity, the latter controlled via an easy-to-use audio interface connecting through to a standard six-speaker audio system with satellite radio in the base Highline trim, albeit a much more expressive nine-speaker Fender system in the Execline, while additional digital panels provide access to apps, car system functions, etcetera. The display even uses proximity-sensing technology that pops hidden digital buttons up from its base when your fingers get near.
Now that I’ve mentioned changes from the previous 2017 model I tested and this 2019, I should also give you a bit of history and fill you in on some additional updates made along the way. The Golf Alltrack actually came into existence for the 2017 model year, and surprisingly was updated for 2018 with new LED signature lights inside its base halogen and optional LED headlamps (depending on trim), redesigned LED taillights with their own signature look, plus other subtle changes to the front and rear fascias.
This 2019 model carried over everything from 2018, including the updated transmission choices that now consist of a base six-speed manual (VW’s six-speed DSG dual-clutch automatic with manual mode was standard initially) as well as paddle-shifters for the now optional six-speed DSG auto in Execline trim, so therefore it’s now more engaging to drive in most trims (the Highline DSG forgoes the paddles).
The 2018 model received two new colours as well, growing from seven in 2017 to nine the following year, all of which are available in both trim levels for 2019. The test model featured on this page wears one of those new colours, Peacock Green Metallic, while White Silver Metallic will likely be the more popular choice considering most everyone’s love affair with white and VW’s traditional allegiance to its Germanic silver heritage racing livery. Inside, no-cost optional Shetland beige offsets the green nicely, while Titan Black is standard.
To clarify, the previously single-trimmed model now has two trims, Highline and Execline, the former starting at $31,200 (plus freight and fees) with its manual or $1,400 more for the DSG automatic, while my tester’s Execline trim can be had for $35,270 with the manual or $36,670 as-tested, less the aforementioned incentives and any other discounts you can negotiate after learning about its dealer invoice price from CarCostCanada.
The Execline includes one-inch larger 18-inch alloys on 225/40 all-seasons as standard equipment, plus standard LED headlights with active cornering, paddle shifters with the automatic transmission, navigation, an SD card slot, the aforementioned Fender audio system with a subwoofer (which produces great sound for the class), front sport seats, a 12-way powered driver’s seat with two-way powered lumbar (that’s superb, by the way, with excellent side bolstering), and leather upholstery.
VW also added its only optional upgrade with my tester, a $1,750 Driver Assistance Plus package that includes autonomous emergency braking with pedestrian monitoring, blindspot detection with rear cross-traffic assist, lane assist, automatic high beam control, adaptive cruise control with stop and go, plus park assist with park distance control.
Features pulled up to Execline trim from the base Highline include standard 4Motion all-wheel drive, automatic on/off headlights with coming and leaving functions, fog lamps, silver finished side mirror caps, silver roof rails, proximity-sensing keyless access with pushbutton start/stop, rain-sensing wipers, power windows, the aforementioned leather-wrapped multifunction steering wheel, a leather-clad shift knob and handbrake lever, simulated carbon fibre decorative inlays, brushed stainless steel foot pedals, dual-zone automatic climate control, a USB port, three-way heatable front seats, a two-way powered front passenger seat (it’s eight-way manually adjustable), an auto-dimming rearview mirror, ambient lighting, LED reading lamps, illuminated vanity mirrors, a large powered panoramic sunroof with a powered sunshade made from an opaque fabric, a scrolling rear cargo cover, 12- and 115-volt charging outlets in the cargo area, 60/40 split-folding rear seatbacks with a centre pass-through, and the list goes on and on, although considering its mid-‘30k price point a heated steering and heated rear seats would be nice.
Mechanically, the Alltrack is identical to previous model years, utilizing Volkswagen’s well-proven turbocharged 1.8-litre four-cylinder engine that’s good for 170 horsepower and 199 lb-ft of torque. It provides strong, smooth, linear power resulting in reasonably quick takeoff and good highway passing power for this fairly light, relatively compact car, and while the all-wheel drive system doesn’t offer a low gearing range or even a locking differential, it’s excellent on rain-soaked roads, packed snow, and can even manage some lighter duty off-road situations.
Transport Canada rates the Alltrack’s fuel economy at 11.1 L/100km in the city, 7.8 on the highway and 9.6 combined for the manual, and 10.7, 8.0 and 9.4 respectively for the automatic, so it’s pretty good as far as compact crossover utilities go.
The entire car rides on Volkswagen’s usual front strut and rear multi-link suspension setup, which means that its ride is very good and handling even better, this even despite a one-inch higher centre of gravity over its Golf SportWagen donor car. The ride-height lift comes from exclusive springs and shocks, while the power steering is speed-sensitive to improve feel, and it’s nicely weighted with good response and reasonably good connectivity to the road, unusual for this class, while the vented front and solid rear brake discs provide good stopping power thanks to 286 and 272 mm diameters respectively.
All of these attributes could be applied to the regular Golf hatchback too, but the big difference with the Alltrack or its just-noted SportWagen sibling when compared to shorter wheelbase VW alternatives is cargo space, with the two elongated models getting 368 additional litres (13.0 cubic feet) of volume behind the 60/40-split rear seatbacks and 362 (12.8 cu ft) more when they’re folded flat, the larger car’s cargo capacity measuring 861 and 1,883 litres (30.4 and 66.5 cu ft) respectively.
Just like the regular Golf, the rear centre pass-through provides useful storage for longer cargo such as skis, allowing two rear passengers to enjoy the more comfortable window seats. I also like that Volkswagen includes levers on the side of the cargo walls for dropping the seats, and they fully fold down automatically. Another positive is the quality of the cargo cover, which is by far the best in this class. It’s a solid chunk of metal mated to high quality plastic the clicks into place like a precision instrument, and it weighs a fair bit when pulling it out too.
Volkswagen includes a shallow area under the load floor along with a space saver spare tire. There’s no powered rear hatch to make access easier when hands are full, but it was never an issue during my weeklong test. The roof rack on top is also useful too, providing you get the necessary add-ons to make the most of it. And speaking of loads, the Alltrack receives 14 additional kilograms (31 lbs) of payload capacity to go along with the added space over the regular Golf, resulting in a 459-kg (1,012-lb) maximum.
In case you’re wondering how it stacks up against VW’s Tiguan, the Golf Alltrack is just 73 litres (2.6 cu ft) smaller behind its rear row and actually 23 litres (0.8 litres) roomier when its rear seatbacks are laid flat, so it’s a good compact SUV alternative if you’d rather be closer to the ground to experience more traditional road car handling.
On that note I prefer driving this Golf Alltrack when compared to the new Tiguan, and find its interior more refined as well, but of course I’m well aware my personal taste doesn’t always flow in the mainstream, something made obvious by this model being discontinued while the Tiguan is becoming VW’s shining star.
Tiguan sales were up 42.7 percent in calendar year 2018 to 21,449 units in Canada, but its upward surge still wasn’t enough to upstage the Golf that beat it by 28 deliveries. This said Volkswagen needs six different Golf models to achieve that number, including the regular Golf hatchback, Golf GTI, Golf R, e-Golf, Golf SportWagen, and this Golf Alltrack. Last year saw the Tiguan lose 10.2 percent to 19,250 units from its previous high, while the Golf only lost 8.4 percent to 19,668 units in 2019. Now with the Golf Alltrack and SportWagen gone from the lineup, the Tiguan has an opportunity to overtake the Golf, although the current realities of COVID-19 mean that 2020 will be far from a banner year.
Just the same, if the Golf Alltrack sounds like your idea of the perfect car/SUV compromise, I recommend first doing some research at CarCostCanada for any manufacturer rebates, financing/leasing deals, and of course dealer invoice pricing that could save you thousands, and then contacting your dealer via phone or online. Most retailers are providing home road tests of fully sanitized cars these days, so as long as you’ve prepared ahead of time, you’ll get the best deal possible. As for the Golf Alltrack, I’m quite certain you’ll love it.
Photos by Trevor Hofmann
3D printing is nothing new in the auto industry, but customizing form-fitted sport seats for customer racers is an innovative way to test out a potential new personalization product. Then again, Porsche…
3D printing is nothing new in the auto industry, but customizing form-fitted sport seats for customer racers is an innovative way to test out a potential new personalization product.
Then again, Porsche has long used motorsport to hone its road cars, so the act of creating 40 prototypes of its “3D-printed bodyform full-bucket seat” for some European-based 911 and 718 client racers isn’t too much of a stretch.
Porsche Tequipment will start producing the new six-point safety belt-equipped “bodyform” driver’s seat prototypes in May 2020, and after it receives enough feedback from those customers, which will be incorporated into the seat’s development, it will start making them available to road car customers in soft, medium and hard firmness levels and various colours though its Porsche Exclusive Manufaktur division from mid-2021.
Just to be clear, custom-fitted driver’s seats have been part of the motorsports world for almost as long as car racing has existed, but 3D-printing technology will allow the same level of personalization in Porsche’s road cars, as long as enough owners expressed an interest.
Together with a driver’s seat specifically designed around an individual customer’s body contour, the new 3D-produced seats would allow for “an extended range of colours” so that owners could match their cars’ interiors to Porsche’s available “Special” colour palette, and their “Custom Colour” requests.
Along with the ergonomic fit for enhanced comfort and control, the new 3D-printed bodyform driver’s seat will allow for a totally unique interior design, plus lowered weight, and even “passive climate control” says Porsche, the latter due to the seat’s sandwich construction.
The base support, which is produced from expanded polypropylene (EPP), gets bonded to a “breathable comfort layer consisting of a mixture of polyurethane-based materials.” The external skin, made out of “Racetex,” features a perforation pattern that allows for climate control, while “window panels” expose the coloured components in the 3D-printed “lattice structure” and therefore give the seat a completely original look.
“The seat is the interface between the human and the vehicle, and is thus important for precise, sporty handling. That’s why personalized seat shells customized for the driver have been standard in race cars for a long time now,” commented Michael Steiner, Member of the Executive Board for Research and Development at Porsche. “With the ‘3D-printed bodyform full-bucket seat’, we’re once again giving series-production customers the opportunity to experience technology carried over from motor sports.”
Mazda is doing a good job of taking its brand as close to premium territory as it can without actually raising prices to the point where it has to compete directly with Audi, BMW, Mercedes and the rest…
Mazda is doing a good job of taking its brand as close to premium territory as it can without actually raising prices to the point where it has to compete directly with Audi, BMW, Mercedes and the rest of the luxury labeled lot.
It starts with good outward design that translates well into all sizes and body styles, the sporty CX-3 subcompact SUV looking very similar to the fresh new CX-30, as well as the compact CX-5 shown here, and largest three-row CX-9 mid-size model, and likewise for the compact 3 and mid-size 6 series car lineup, not to mention the fabulous MX-5 sports car.
Mazda calls its latest design language KODO 2.0, or in other words this is now the second-generation of its clean and elegant “art of the car” philosophy, a glimpse of which we initially saw in its sensational Vision Coupe and Kai concepts from the 2017 Tokyo Motor Show, the latter of which more or less morphed into the latest Mazda3 Sport, and is starting to affect the brand’s SUVs like this recently updated CX-5.
The CX-5 has been Mazda’s compact crossover utility since it laid its Ford Escape-based Tribute to rest in 2011, the much more modern Mazda3-based design arriving in January of 2012. The second-generation model seen here came onto the scene in 2017 and integrated much more KODO 2.0 styling into its design than its predecessor, resulting in a much more upscale looking SUV.
The real premium experience happens inside, however, with details like fabric-wrapped A-pillars and a luxuriously padded dash top, upper and lower instrument panel, and door uppers front to back, and then going so far as to trim out the cabin with a tasteful supply of anodized metal accents, this beautifully brushed treatment even decorating some of the switchgear that’s sometimes finished with knurled metal detailing, not to mention real Abachi hardwood in its top-tier Signature trim line. Mine didn’t include the Signature’s dark chocolate brown Cocoa Nappa leather and trim, the latter included on the door inserts and armrests along with the seats, but its Pure White regular leather was impressive nonetheless. It all makes for a rich, upscale environment.
To be clear, despite the luxurious appointments seen inside the SUV in the photos, it isn’t a Signature model, but even this mid-range (third-rung out of four) GT trim line is nicer inside than most competitors top-line trims, albeit devoid of over-the-top premium bits like the Signature’s aforementioned wood inlays that adorn the instrument and door panels, plus the satin chrome-plated glove box lever and power seat switches, higher end cross-stitching detail on the steering wheel, plusher Nappa leather upholstery, a black interior roof lining, a frameless auto-dimming rearview mirror instead of a less elegant framed one, LED illumination for the overhead console lights, vanity mirrors, front and rear room lamps and cargo area light, and a host of upscale features like a nice bright 7.0-inch LCD multi-information display at centre, a one-inch larger 8.0-inch colour touchscreen display, a 360-degree surround parking monitor, front and rear parking sensors, gunmetal finish 19-inch alloy wheels in place of the GT’s silver-finish 19s, an off-road traction assist function to improve its ability on the trail, and the quickest Skyactiv-G 2.5 T four-cylinder engine featuring a Dynamic Pressure Turbo (DPT) good for 250 horsepower (with 93 octane premium fuel or 227 with 87 octane regular) and 310 lb-ft of torque (for 2020 it gains 10 lb-ft to 320 when fuelled with 93 octane), plus paddles for the six-speed automatic transmission.
That’s a really potent powertrain for this class and available optionally for $2,000 in as-tested GT trim (for 2020 the GT with the turbocharged engine also gets paddles, off-road traction assist, and an 8.0-inch colour touchscreen display), although my tester came with the base non-turbo Skyactiv-G 2.5 four-cylinder with fuel-saving cylinder deactivation and no paddles on the steering wheel. So equipped it makes 187 horsepower and 186 lb-ft of torque, which is around the same as offered by the class sales leaders with their most formidable engines, while I prefer the feel of a regular automatic over those competitors’ continuously variable transmissions (CVT) any day of the week.
Of note, Mazda also offers a 2.2-litre four-cylinder turbo-diesel powerplant in top-line Signature trim that puts out 168 horsepower and 290 lb-ft of torque, the ritziest CX-5 starting at $40,950 (plus freight and fees) and topping out at $45,950 with the oil burner upgrade, so you’ll need to get the calculator out to see how long it’ll take to save $5,000 by using normally cheaper, more efficient diesel fuel. Before you do, however, make sure you check around for available examples, as the diesel feature was only available for the 2019 model year (at the time of writing there were plenty, albeit nowhere near as many as gasoline-powered variants).
I tested it and was impressed, but as much as I like Rudolf’s invention and was plenty happy with its 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy, the much less expensive, and much quicker turbo-four achieves a very respectable claimed 10.8 city, 8.7 highway and 9.8 combined rating as it is, so it’s no wonder the diesel was discontinued. My GT tester, which comes standard with i-Activ all-wheel drive (AWD) and starts at $37,450, is good for 9.8, 7.9 and 9.0 respectively, while the same engine with FWD that comes standard with mid-range $30,750 GS trim is most efficient with a respective rating of 9.3, 7.6 and 8.5.
Believe it or not there’s a fourth engine available, the 2.5-litre four found in the $27,850 base GX without cylinder deactivation, which performs just as well yet manages just 9.7 L/100km in the city, 7.8 on the highway and 8.8 combined with FWD, whereas that engine with AWD is said to consume 10.2 city, 8.2 highway and 9.3 combined. AWD is a $2,000 option in GX and GS trims, by the way, and standard with the GT and Signature.
There’s absolutely no way I’m going to itemize every feature available in each trim, not to mention the various packages, but being that I tested the GT I should go over its standard kit. Features specific to the GT that can’t be found in lesser trims (yet come standard with the Signature) include the aforementioned 19-inch alloys on 225/55 all-seasons (lower trims include 17-inch alloys on 225/65s), adaptive cornering for the headlamps, LED signatures within the headlights and taillights, LED fog lamps, LED combination tail lamps, power-folding side mirrors, plus piano black B- and C-pillar garnishes, and that’s only on the outside.
Proximity-sensing access lets you inside and pushbutton ignition gets things started (although the latter is standard across the line), while the primary instrument cluster is Mazda’s classic three-gauge design with a decent sized multi-information display in the right-side dial (the 7.0-inch LCD MID is standard in GT trim for 2020), and above that a really handy windshield-projected colour Active Driving Display (ADD) (head-up display) comes complete with traffic sign recognition. Additionally, a 10-way power-adjustable driver’s seat includes power lumbar support and two-way memory, while a six-way power-adjustable passenger’s seat is included too, as are three-way ventilated front seats, and three-way heatable rear outboard seats.
Back to premium-level niceties, a satin-chrome front console knee pad adds class to the front seating area, as does a fabric-lined glove box and premium stitching on the front centre console, while a powered moonroof adds natural light, a Homelink universal garage door opener adds convenience, accurate navigation got me where I was going, and a 10-speaker Bose audio system upgrade sounded great thanks to an AM/FM/HD radio, seven channels of customized equalization, SurroundStage Signal Processing, Centerpoint 2 surround sound technology, AudioPilot 2 Noise Compensation, and SiriusXM satellite radio (with a three-month complimentary service). Mazda also supplies CX-5 GT and Signature owners with SiriusXM Traffic Plus and Travel Link services (with a five-year complimentary service), as well as dual-zone automatic climate control, air vents on the backside of the front console, and more.
Some other features pulled up to the GT from lower trims include automatic headlight levelling, a front wiper de-icer, radar cruise control with stop and go, a heatable steering wheel, an additional two USB ports in the rear centre armrest, and a bevy of advanced driver assistive systems such as Smart Brake Support (SBS) with forward sensing Pedestrian Detection, Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS) and High Beam Control System (HBC) from second-rung GS trim, plus auto on/off LED headlights and LED daytime running lights, LED turn signal indicators on door mirrors, rain-sensing intermittent wipers, an electronic parking brake, dual USB ports and an auxiliary audio input, Apple CarPlay and Android Auto, Aha and Stitcher internet radio, SMS text messaging read and respond function, as well as all the expected active and passive safety systems from the base GX. There’s plenty more, but I’ll leave something for you to discover.
The CX-5 is spacious and comfortable no matter which trim you purchase, with excellent front and rear seating, including ample room for three abreast in the rear row. Legroom and headroom is good too, while the rear outboard heaters are a nice touch, although the controls can’t be accessed if someone’s sitting in the middle position. Now that I’m griping, a bright and airy panoramic sunroof would be welcome in top-tier GT and Signature models.
More important than that is the CX-5’s best-in-class 40/20/40 split folding rear seatbacks with convenient cargo sidewall-mounted release levers. I’m always calling for a centre pass-through and this is an even better solution, because there’s more than enough room for an entire family’s skis, poles and snowboards down the middle while boots, helmets and other gear is stowed in back with rear passengers comfortably occupying each window seat. Once again I bring up the folly of housing the rear seat warming buttons within the folding armrest, where they can’t be accessed when the centre pass-through is lowered. Hopefully Mazda will rethink this decision and relocate the rear seat heater switchgear to the door panels when the model comes up for redesign. On the positive, the CX-5 can load up to 875 litres (30.9 cubic feet) of cargo behind the rear seatbacks and 1,687 litres (59.6 cu ft) when they’re loaded flat, making it one of the roomier compact crossovers in its mainstream volume-branded class.
Mazda tops off all this roomy luxury with performance that comes very close to premium as well, although in my base GT tester I’m not referring specifically to straight-line power as much as ride and handling. The sense of quality starts with well-insulated doors and body panels, so that everything is solid feeling upon closure and nice and quiet once underway, while the ride is firm but never harsh, more akin to an Audi or BMW than a Mercedes or Lexus. Still, that translates into good manoeuvrability around town and better than average agility when pushed hard. Mazda relies on tried and tested engineering to achieve these results, its front suspension made up of MacPherson struts with coil springs and stabilizer bar, and its rear suspension incorporating an independent multi-link setup with coil springs and stabilizer bar.
As noted earlier, the base engine is on par with some of the class leaders’ top powerplants as far as acceleration goes, but more importantly it’s smooth and efficient, while the six-speed automatic transmission was so smooth it made me wonder if Mazda hadn’t adopted a CVT into its drivetrain. Of course, it shifts like a regular automatic when revs climb, and while this is a very good thing that performance fans will appreciate, it once again goes about its business smoothly. While the base GT doesn’t offer paddles, you can shift manually via its console-mounted gear lever, and take note Mazda does provide a Sport mode that certainly gives it more pop off the line and better passing performance, but that’s it for extra drive settings, the default mode taking care of any eco and comfort duties that a driver might otherwise want to select.
Right now is a good time to buy a CX-5, because Mazda is offering up to $2,000 in additional incentives on 2019 models (and plenty of 2019s are available right across Canada), and for those wanting a 2020 CX-5, up to $1,000 in incentives. Make sure to check CarCostCanada for all the details, including itemized pricing of trims, packages and individual options, manufacturer financing/leasing deals, rebate information, and otherwise hard to get dealer invoice pricing that can help you negotiate the best possible deal. Most retailers are available by phone or online, and of course they’re motivated to sell.
All said I highly recommend the CX-5 in this class, especially for those who appreciate the finer things in life, yet would rather not have to pay a premium price.
Due to all automakers’ capabilities in product development and production, many have been called into action to help stop the deadly COVID-19 coronavirus from spreading farther, and now Porsche is considering…
Due to all automakers’ capabilities in product development and production, many have been called into action to help stop the deadly COVID-19 coronavirus from spreading farther, and now Porsche is considering the employment of its 3D printers to produce critical medical products.
Before this it donated five million euros to “people in need as a result of the virus” and also spent 200,000 euros on food donations to charitable organizations.
“Porsche already supports a large number of charitable initiatives and we are significantly extending this commitment during the coronavirus crisis,” said Oliver Blume, Chairman of the Executive Board. “There are people who urgently need help and we are concentrating on providing humanitarian aid. We can overcome the pandemic only if we work together and show solidarity.”
Additionally, Porsche is deploying its specialist staff, such as its medically experienced personnel and IT experts, to fight against COVID-19, plus the German luxury brand is supporting its Porsche employees to carry out voluntary work.
What’s more, the premium automaker is assisting with technical materials and supplies, like procuring personal protective equipment (PPE), plus it’s deploying its vehicles and providing logistics operations in the event of specific supply bottlenecks and transport requirements, while using its media presence to assist in the communication of appeals and important messaging as well, and finally Porsche is making donations and grants to various organizations in need of support due to COVID-19.
“We are supporting the food banks at our locations this year with 200,000 euros,” continued Blume. “In addition, we have made an offer to certain charitable organizations to provide vehicles with drivers, perhaps where there is a bottleneck in the transport of relief supplies or people. We have also increased donations from Porsche AG by five million euros. This amount will be used to support local organizations and people who are in need as a result of the coronavirus crisis. Our employees also help personally and voluntarily with the charitable organizations at our locations.”
As noted earlier, Porsche is considering the production of medical products too, which could be produced by the brand’s many 3D printers.
“We are currently clarifying with the state government which components are required,” added Blume. “They range from protective goggles to respiratory masks. For highly specialized medical products, you have to comply with the legal requirements and certifications. Here, the lead must lie with the medical technology specialists, who could then delegate orders to the automotive industry. Our 3D printers are available in any case. As a first step, we have already forwarded protective clothing from our stocks to the state government. And together with our parent company, Volkswagen, we are participating in the procurement of further equipment on a large scale, especially from China. We must also ensure that we look beyond the medical sector and recognize where our help is needed.”
All of these efforts have been put forward despite Porsche halting production on March 21st for an initial period of two weeks.
“We are assessing the situation as it presents itself,” Blume said. “The most important thing for us is that the supply chains can be rebuilt as soon as possible. We are less dependent on China than we are on our European neighbours. In this respect, I hope that we as a society will manage to contain the coronavirus and that we will then receive a signal at European level as to when we can all restart production.”
Like most automotive brands, Porsche Canada has also started to experience a dramatic downturn in sales, with its March 2020 deliveries reduced by 42 percent compared to the same month last year. It’s quite possible April will be worse, so kudos to Porsche for giving back in this time of need.