The Cayenne GTS is back, and much has changed since the model was last offered for 2018. First, the Cayenne was totally redesigned the following year in 2019, while in addition to that completely rejuvenated…
The Cayenne GTS is back, and much has changed since the model was last offered for 2018.
First, the Cayenne was totally redesigned the following year in 2019, while in addition to that completely rejuvenated third-generation SUV arriving on the scene, the outgoing Cayenne GTS was only offered in one single body style, whereas this new 2021 version can now be purchased in Porsche’s sportier fastback Cayenne GTS Coupe design.
What’s more, the old Cayenne GTS made its power from a twin-turbo 3.6-litre V6 good for 440 horsepower and 443 lb-ft of torque, but the new version boasts a much more enticing twin-turbocharged 4.0-litre V8 capable of 453 horsepower and 457 lb-ft of torque.
The addition of 13 horsepower and 14 lb-ft of torque, combined with the new Cayenne design, makes for a quicker 4.5-second run from standstill to 100 km/h when the Sport Chrono Package is included, which is a 0.6-second improvement when compared to the outgoing model, while the base Cayenne GTS is good for a 4.8-second sprint from zero to 100 km/h. On top of this, the new Cayenne GTS can achieve a top track speed of 270 km/h, which is an increase of 8 km/h over its predecessor.
The revised direct-injection V8 incorporates a new intelligently designed thermal management system plus adaptive cylinder control to meet its performance requirements, while the Tiptronic S eight-speed automatic transmission is once again employed for shifting gears. Standard Porsche Traction Management (PTM) all-wheel drive is also carried over into the new model.
The new Cayenne GTS’ rear bumper features a standard sports exhaust system with two circular tailpipes per side, which Porsche claims to make “a rich, sporty sound with a unique character” in a press release. What’s more, when the Cayenne GTS Coupe is upgraded with the optional Lightweight Sports Package it can also be had with a special high frequency-tuned sports exhaust system. This model is easy to point out thanks to two large oval tailpipes at the centre of its more aggressively shaped rear diffuser.
Together with the new V8 powertrain, the updated Cayenne GTS incorporates some suspension improvements as well, including redesigned Porsche Active Suspension Management (PASM) dampers that, combined with the standard three-chamber Air Suspension, drop the SUV’s ride height by 30 mm compared to the Cayenne S. Additionally, Porsche Torque Vectoring Plus (PTV Plus) is included as standard.
Both Cayenne GTS models roll on unique black-silk gloss 21-inch RS Spyder Design alloy wheels that encircle grey cast iron 390 by 38 mm front and 358 by 28 mm rear brake discs, clamped down upon via red-painted calipers. The GTS can also be enhanced with the tungsten carbide-coated Porsche Surface Coated Brake (PSCB) system, or even better, the Porsche Ceramic Composite Brake (PCCB) system, while additional upgrades can include rear-axle steering and the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system.
The new 2021 Cayenne GTS and Cayenne GTS Coupe would hardly be complete without a host of styling updates from the outside in, of course, so therefore together with the previously noted alloys the SUV’s exterior design features a standard Sport Design package including the usual black accents on the front air intakes, side window surrounds, tailpipes and rear Porsche logos plus model designation. Even the LED headlamps, which include the Porsche Dynamic Light System (PDLS), are tinted in black, as is the new LED taillight bar in back.
Porsche wraps the interior door and centre console armrests in plush suede-like Alcantara too, as well as the seat centre panels, the roof liner and more, plus dark-brushed aluminum cabin accents add to the SUV’s sporty yet premium ambiance. On this note, the front sport seats get more robust side bolstering and eight-way power as standard features, not to mention “GTS” embroidery on the headrests, while the GTS insignia is also found on the primary instrument cluster’s rev counter dial, the door entry sills, and the front outer door panels. Optionally, a GTS interior package comes with Carmine Red or Chalk colour accents, including decorative stitching.
The all-new 2021 Cayenne GTS and 2021 Cayenne GTS Coupe can now be ordered from your local Porsche retailer before arriving in the fourth quarter of 2020, with pricing starting at $120,400 and $126,500 respectively.
Story credit: Trevor Hofmann
Photo credits: Porsche
Just like any Mercedes-Benz, the new A 220 gets a lot of attention for its good looks and prestigious three-pointed star. That iconic emblem is a key reason for purchasing any Mercedes product, as it…
Just like any Mercedes-Benz, the new A 220 gets a lot of attention for its good looks and prestigious three-pointed star. That iconic emblem is a key reason for purchasing any Mercedes product, as it shows you’re either well on the way up society’s hierarchal ladder or have fully arrived. Only an affluent person can own a Mercedes-Benz after all, right? While that may have mostly been true in the past (2002-2008 C-Class 230/320 Sport Coupe aside—codenamed CL203), once you see the price of this A 220 you might start questioning that premise.
The 2020 A 220 4Matic starts at just $37,300 plus freight and fees, which is a bit of a jump from last year’s all-new model that wowed all comers at a mere $34,990, due to standard all-wheel drive in today’s version, but it’s still well within the majority of middle-class earners’ income brackets. After all, a number of similarly sized mainstream volume-branded compact models top out where the entry-level Mercedes begins, so as long as you don’t mind going without a few highfalutin features available with the A 220’s various packages, you’ll get an inherently better car.
Just one look had me hooked. Yes, the A 220 is gorgeous. It looks too long, lean and low to the ground to be a compact, but indeed its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase means that it fits within the shadow of mainstream compacts you might know better, such as Honda’s Civic, Toyota’s Corolla, Hyundai’s Elantra and Mazda’s 3 to name a handful (it’s actually shorter and taller than all of the above), while competing head-to-head more accurately in size and especially price with premium-branded sedans like Audi’s A3 and BMW’s new 2 Series Gran Coupe (although the latter model more directly targets Mercedes’ even lower, longer and wider CLA-Class), not to mention Acura’s considerably longer (than the A 220) ILX.
Mercedes slaughters the premium competition on Canada’s subcompact luxury sales charts, with more than 5,000 collective A-Class (which includes the A 250 hatch as well), CLA-Class and B-Class (yes more than 300 of the now discontinued models sold last year, and another 200-plus during the first quarter of 2020) deliveries in Canada throughout calendar year 2019, compared to the next-best-selling Mini Cooper (which is a collection of body styles as well, and mostly lower priced) at just over 3,700 unit sales, the A3/A3 Cabriolet/S3 at 3,100-plus examples, the ILX at nearly 1,900 units, the 2 Series (before the new four-door model arrived) with a hair over 1,200 down the road, and BMW’s long-in-tooth i3 EV pulling in 300 new buyers. By the way, the A-Class, which was the only model in its class to see positive growth last year at just under 14.5 percent, pulled in 3,632 customers alone last year, putting it just behind the aforementioned Mini that saw its year-over-year sales slide by 17 percent.
While the A 220’s good looks and attractive pricing have no doubt helped lure in its high volume of Canadian luxury buyers, there’s a lot more to the sleek four-door sport sedan than a pretty face and affordability. First and foremost is an interior that’s oozing with style and generous with cutting edge features, some of which hit high on both marks. For instance, Mercedes’ new all-in-one instrument panel and infotainment display is digital art, not only with respect to the colourful, creatively designed and wholly functional graphics within, but also with the fixed tablet-style frame that surrounds it.
This last point highlights an important differentiator between this entry-level Mercedes and compact models from mainstream volume brands. While the A 220’s lower dash and door panel surfaces aren’t much more upscale than what you’d find in a common compact sedan like Honda’s Civic, Toyota’s Corolla, Hyundai’s Elantra or Mazda’s 3, most everything above is as good as being offered in pricier three-pointed star models, such as the C-Class and even the E-Class. Along with the eye-arresting electronic interfaces are beautifully crafted leather door inserts, rich open-pore textured hardwood on those doors and dash, while brushed aluminum accents can be found everywhere, my favourite application being the stunning jet turbine-like dash vents.
Back to that all-in-one MBUX (Mercedes-Benz User Experience) instrument cluster/infotainment display, the former integrates various screen themes such as Modern Classic, Sport, Understated and the ability to create your own themes, plus an alternative gauge cluster that changes the traditional-looking speedometer into a numeric format while using the rest of the screen for other functions such as navigation mapping, fuel consumption info, regenerative braking charge info, Eco drive setting info and more, while the latter allows for at least as much personalization.
The usual infotainment features were included in my tester, such as navigation, albeit with the ability to choose an augmented reality function that shows a front camera with upcoming street names and directional indicators; an audio interface with satellite radio; the just-noted drive settings that also include Comfort, Sport and Individual modes (also adjustable via a rocker switch on the lower console); advanced driver assistive systems settings; calls, contacts and messages; a large, clear backup camera with dynamic guidelines; and more, while controlling the centre display is the most versatile in the industry.
You can simply use it like a tablet thanks to full touchscreen capability, or alternatively talk to it via Linguatronic Voice Control, one of the best voice command systems in the industry (although “Mercedes” is a bit too willing, inquisitively responding with “How can I help you?” anytime you mention her name), or provide inputs with the tiny BlackBerry-style optical trackpads on each steering wheel side spoke, or lastly utilize the lower console touchpad surrounded by large easy-to-use quick access buttons. The touchpad itself, which is the best of its kind I’ve ever tested, is ideally sensitive to the usual tap, swipe and pinch inputs, is easily within reach, and never caused me the need to divert too much attention away from the primary role of driving.
This in mind, intuitively organized climate controls can be found on a slender interface just underneath the centre display screen, designed with nice readouts and a gorgeous row of knurled aluminum toggles, all sitting above a large rubberized tray for storing your smartphone, complete with inductive charging. All-round the A 220 provides a well-organized cabin that’s filled with most everything you’ll need and some things you probably won’t, but I loved the purple ambient lighting anyway.
All said I was a bit shocked with the small, delicate size and lack of density of the A 220’s steering wheel stalks, and am wondering if they’re part of the brand’s weight-saving, and therefore fuel economy and performance benefiting philosophy. To be clear, their quality is actually quite good in their detailing wonderful, but they’re so light and hollow feeling that someone who prizes substantive solidity over lightweight efficiency might think Mercedes was cutting quality corners. Truly, these are the lightest and least substantive feelings column stalks I’ve ever tested in any car. That the one on the right-side is needed for putting the transmission in drive, neutral, reverse or park makes its minimalist approach even more obvious, which is why I believe the lightweight design was about reducing mass. Even the paddle shifters feel meatier in the fingers, and then when looking around the cabin at all the ritzy aluminum detailing makes it pretty obvious there was something else at play when deciding to make its column stalks so delicate.
Even before touching the stalks, I was surprised at how thin the plastic was on the lower door panels, thinking at the time it must be due to weight savings as well. Their construction is excellent, and the detail that went into making them lightweight yet still strong impressive, but they don’t exactly exude a feel of premium quality. Thankfully everything above the waist is top-tier luxury kit as noted earlier, but the hard-plastic centre console could be a bit disappointing for those stepping out some of those volume-branded models mentioned earlier, which cover such areas in padded soft composites.
Overhead is a lovely console with controls for the large glass sunroof, jewel-like LED dome and reading lights, plus more. I was a bit surprised to find only the A pillars were fabric wrapped, with the B and C pillars finished in a hard-shell composite, but again this is not too uncommon in this smallest class of luxury car. What matters is that all of the components fit together well, with the various lids and doors closing with a nice firm German solidity, except for the glove box lid that’s very lightweight as well.
The light grey and black two-tone leather-covered seats are wholly comfortable with excellent side bolstering and include manually-operated lower thigh extensions, a wonderful addition. My tester also used the light grey for the door inserts, making the cabin look decidedly upmarket. Like those up front, the rear outboard seats provide good comfort thanks to nicely sculpted backrests and fairly good room for legs and feet, not to mention headroom. With the front seat set up for my long-legged, short torso five-foot-eight frame, I still had about five inches ahead of my knees and plenty of room for my feet while wearing boots, plus ample space from side-to-side. About three inches remained above my head, so taller teens and adults (just above six-feet) should fit in just fine, while the rear headrests provide excellent support and are blissfully soft as well. The folding centre armrest was slightly low for my height, but would no doubt be perfect for smaller adults or kids, and includes two pop-out cupholders that secure drinks nicely. Mercedes includes netted magazine holders behind each front seatback, plus individual vents can be found on the backside of the front console, and under that a pull-out compartment with a small bin for what-have-you as well as two USB-C charging ports. There were no rear seat heaters in this particular model, but a small panel over each side window includes LED reading lights and a tiny yet strong hook for hanging a jacket or shirt.
The trunk is fairly large for a sedan of the A 220’s compact dimensions, and I love the fact that it can be expanded by a 40/20/40-split rear seatback that allows longer items such as skis to be laid down the middle while rear passengers enjoy the window seats. This is super helpful in a small car like this, because the rear centre position is a bit small compared to what you’d find in a larger car, so you want to save it for storage rather than force one of your rear passengers into the middle. Mercedes provides trunk-mounted levers for folding those seats down, while the finishing is very nice inside.
Along with all the niceties mentioned, the 2020 A 220 is packed full of standard goodies like LED headlamps, 17-inch alloy wheels, brushed or pinstriped aluminum interior trim, pushbutton ignition, MBUX infotainment including a 7.0-inch digital gauge cluster and 7.0-inch infotainment display, six-speaker audio with nice deep resonant bass plus good highs and mids, a powered driver’s seat with memory, heatable front seats, a large panoramic sunroof, forward collision warning with autonomous emergency braking, and much more.
Just to be clear, my tester also included $890 Mountain Grey Metallic paint; $500 worth of 18-inch twinned five-spoke alloys; a $3000 Premium package that adds proximity entry, power folding mirrors, larger 10.25-inch digital instrument cluster and centre displays with Android Auto and Apple CarPlay smartphone integration, voice control, wireless charging, auto dimming rearview and driver’s side mirrors, ambient lighting, a foot-activated trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package adding multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; and a $1,000 Navigation package with a navigation system, live traffic, Mercedes’ Navigation Services, the augmented reality feature mentioned earlier, a Connectivity package, and Traffic Sign Assist.
The extras continued with a $1,900 Intelligent Drive package (new for 2020) featuring Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (that uses navigation system info to modulate the car’s speed based on upcoming road conditions before even being visible to the driver), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; satellite radio for $475; and black open-pore wood trim for $250 (walnut is available for the same price); all of which added $10,515 to the 2020 A 220’s aforementioned $37,300 base price, making for a pretty ritzy little Mercedes for just $47,815 plus freight and fees.
Believe it or not it was missing a fair bit of extra kit like the $1,500 Sport package or $2,000 Night package, available $500 19-inch alloy wheels, $250 heatable Nappa leather steering wheel, $1,500 head-up display, $650 surround parking camera, $700 12-speaker, 450-watt Burmester surround audio upgrade, $300 universal garage door opener, $450 powered front passenger’s seat with memory, and $1,200 ventilated front seats (this last feature new for 2020).
As good as the A 220’s exterior styling, interior design, execution and feature set is, its Mercedes heritage shines through even more when out on the road. Performance off the line is strong and gets even stronger in Sport mode, where shifts from its seven-speed dual-clutch automated gearbox are quick and precise, and strength from the engine is plenty enjoyable despite only offering up 188 horsepower and 221 lb-ft of torque. The 4Matic in the name means all-wheel drive is standard as noted earlier, so therefore all four of my tester’s 225/45R18 Michelins were able to bite into the tarmac simultaneously for very quick immediate response, while it held to the road wonderfully at speed, even in wet weather.
The standard paddle shifters enhance the A 220’s performance edge when pushed hard in Sport mode, but they can also be for short shifting to save fuel. I selected Eco mode for that, where shifts are smooth and relaxed, resulting in a favourable fuel economy rating of 9.6 L/100km in the city, 7.1 on the highway or 8.5 combined. By the way, last year’s front-wheel drive model didn’t save that much more fuel with a claimed rating of 9.7 city, 6.8 highway and 8.4 combined, so the move to standard AWD hardly hurts anyone’s ongoing fuel budget.
Traveling slower with an eye on saving fuel is when I really appreciated the A 220’s comfortable ride, although keep in mind it’s set up with traditional German tautness, so it’s firmer than what you might find in most Japanese luxury cars, but the majority of premium buyers should find it plush enough. So driven, the A 220’s overall quietness adds its luxurious ambiance, making it the ideal compact for hushing inner-city noise and limiting buffeting wind on the highway.
If my personal money were on the line in this class, I’d choose the A 220 over its four-door subcompact luxury peers, as it delivers high marks in every way. It’s fabulous looking both outside and within, provides good tactile quality for the category, is packed full of all the features I want, is really enjoyable to drive no matter the situation, and is wholly practical as far as four-door sedans go.
Notably, I haven’t driven BMW’s new 2 Series sedan entry yet, but its four-door coupe profile won’t likely provide the same level of rear seat roominess as the A 220, and the only other two subcompact luxury competitors are Audi’s A3, that’s been with us for over seven years with only a minor facelift, and Acura’s ILX, that’s just as old, albeit with a more dramatic refresh just last year, but the Japanese entry is really a previous-generation Honda Civic with an upgraded powertrain under the heavily modified skin.
No matter which car I decided upon, however, I’d first check for any manufacturer rebates, financing and leasing deals, or other incentives at CarCostCanada, where you can also find out about detailed pricing, build your vehicle, and even access otherwise hard to get dealer invoice pricing that could save you thousands. At the time of writing the 2020 Mercedes-Benz A 220 was available with up to $750 in additional incentives, whereas any 2019 models still available could be had for up to $2,000 in incentives. Make sure to visit CarCostCanada to learn more, plus download the new CarCostCanada Mobile App at Google’s Android Play Store or Apple’s App Store so you can access this valuable information while at the dealership, where you’ll need it most.
Story and photo credits: Trevor Hofmann
Photo Editing: Karen Tuggay
Honestly, other than being rare compared to Honda Civics, Toyota Corollas, Hyundai Elantras and Mazda3s, and therefore something different to take notice of, the new Jetta never really caused me to do…
Honestly, other than being rare compared to Honda Civics, Toyota Corollas, Hyundai Elantras and Mazda3s, and therefore something different to take notice of, the new Jetta never really caused me to do a double take. It’s attractive in an inoffensive way, the new grille a bit more daring than the previous model’s horizontal slats, but compared to the initial artist’s renderings that came out ahead of the real deal in 2017, and photos that followed, it comes across a bit watered down in the metal. The new Jetta GLI, however, is a different story. In fact, I find this car quite attractive, and I’m willing to guess it might even pull eyeballs toward less expensive trims.
As with all GLI models thus far, the Jetta’s chrome exterior detailing has been blacked out and splashes of red added across the grille and uniquely around the outer edges of the wheels that frame big red brake calipers, plus of course the discreet GLI badges front and back, while now it now gets a set of thin, blade-like garnishes on each front fender that also feature a “35” designation as part of this 35th anniversary edition. Those otherwise grey-painted twinned-five-spoke 18-inch wheels were shod in 225/45 Hankook Kinergy GT all-season tires, not the even sportier 19s found on a Golf R, but they were still sticky enough when pushed hard.
Before delving into performance, other notable GLI trim pieces include a strip of glossy black edging along the top portion of the grille, plus more shiny black detailing around the lower fascia’s corner vent bezels, overtop the mirror caps, on the front portion of the roof as well as the rear third section, connecting the larger sunroof panel in the middle so it all looked like one clean sheet of dark glass, and lastly for the tastefully discreet rear deck lid spoiler. It’s a really attractive car from front to back, and more importantly for me, the type of compact sport model that a mature driver doesn’t feel out of place driving.
Inside, nicely bolstered, inherently comfortable perforated leather seats with red stitching and nicely patterned inserts simultaneously look sporty and luxurious, and therefore exactly what Volkswagen fans should expect, while the steering wheel is performance perfection. It features a slightly flat bottom and ideally shaped thumb spats, plus red baseball-style stitching around the inside of the leather-wrapped rim. Volkswagen continues the car’s red performance theme with more red thread on the leather shifter boot, the centre armrest, the “GLI” portion of the “GLI 35” seat tags, plus the same logo on the embroidered floor mats and stainless steel treadplates.
Of course, there’s plenty of satin-silver aluminum around the cabin too, the aforementioned steering wheel featuring more than its share, foot pedals aside, plus plenty on the centre stack and lower console as well. Some faux carbon-fibre trim and inky piano black surfacing adorns the dash and upper door panels, the former completely soft to the touch thanks to a premium-level rubberized composite along the entire top and ahead of the front passenger, with the latter finished similarly to the front door uppers, as are the door inserts and armrests.
All of this sounds great, but I’m going to guess most eyes will be pulled more quickly towards the fully digital gauge cluster, which boasts an Audi-like Virtual Cockpit design dubbed Digital Cockpit in VW-speak. Like in the pricier German brand’s cars, the GLI’s Digital Cockpit features a “VIEW” button on the steering wheel that turns the gauge package into a multi-function display, even capable of placing the centre-mounted infotainment system’s navigation map directly in front of the driver where it’s most needed. It can do the same with most functions, making it one of the most impressive electronic features available in the mainstream volume-branded sector.
The just-noted centre display is a large eight-inch touchscreen featuring premium-like high-definition resolution, plus brilliant graphics with rich colours and contrasts, and like the gauge cluster it comes loaded with functions like tablet-style tap, pinch and swipe features, Android Auto, Apple CarPlay, and Mirror Link for integrating your smartphone, audio, navigation, app, driving mode and fuel-saving eco interfaces, plus a performance driving component with a lap timer and more.
I was surprised, however, that active guidelines weren’t included as part of the rear parking monitor, especially in this top-tier trim, and my tester even included the $995 ($1,005 for 2020) optional Advanced Driver Assistive Systems (ADAS) package featuring a multi-function camera with a distance sensor. This bundle also includes Light Assist automatic high beam control, adaptive cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind spot monitoring with rear cross-traffic alert, and the Lane Assist lane keeping system.
Just below is a three-dial dual-zone automatic climate control interface that looks good, is easy to use and functions well, plus along with three-way heatable front seats that can be controlled from this panel as well, are three-way ventilated cushions for making summer months more bearable. Just one powered and infotainment-connected USB-A port hangs above a rubber-based wireless device charger, which is big enough for the largest of smartphones, all of which tucks in behind the gearlever and its U-shaped collection of switches, including an electromechanical parking brake, buttons for turning off the traction control and auto stop/start system, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.
Just above, a sunglass holder sits in the overhead console, the latter also housing switchgear to open the large powered moonroof that includes an attractive opaque fabric sunscreen with an aluminum front section that looks especially upscale.
This said the GLI, which at $32,445 for the manual-shift model or $33,845 for this DSG-equipped version, doesn’t exactly come cheap, so much is expected as far as fit, finish, materials quality and general refinement goes, but if you were to spend some time in any Golf GTI, for instance, and then decide you needed a trunk instead of a hatch to mitigate security risks, per se, you just might be disappointed. To be clear, the entry-level Golf GTI starts at $30,845, which is $850 less than the $31,695 base Jetta GLI, but the Mexican-built hatch pulls the fabric-wrapped A pillars already standard in less expensive Golfs up to the sportier variant, unlike the any Jetta, which are built alongside the Golf at VW’s Puebla, Mexico assembly plant as well, while all the plastic below the waist, and some of the chest-height surfaces are pretty basic hard composites.
Yes, I know the Jetta is a compact model, but now that competitors from Japan and Korea are delivering much higher materials quality, particularly top-line versions of the new Mazda3, Toyota Corolla and even Kia’s Forte that I drove just before this GLI, and factoring in that VW used to offer the most premium-like cabins in the mainstream volume-branded sector, this Jetta GLI was a bit of letdown. The new Forte comes in a sporty GT trim now, by the way, which competes directly with this GLI, yet unlike its rival from VW, the Kia’s inside rear door panels are finished with the same high-quality soft-touch detailing as those up front, while the German brand didn’t even bother including a padded insert at all, and instead formed its door panel solely from hard plastic, making its rear compartment one of the least appealing to look at or touch in this class or any.
Heatable outboard seats were a nice feature, but the interface surrounding the buttons used to turn them on was as low-rent as you’re likely to see in this segment. The seats themselves were nice, thanks to the same red-stitched perforated leather as those up front, and nicely carved out bucket-style outer positions that should hold rear passengers in place during spirited driving. A fairly large flip-down rear armrest gets a pair of cupholders integrated within (or is that a trio?), but unlike previous Jettas there’s no centre pass-through for stowing skis or other long cargo. Instead, when needing to expand on the dedicated cargo area’s already generous 510 litres, the 60/40 split-folding rear seatbacks will force one of the rear passengers into the less comfortable centre position. This is mostly par for the course in this class, however, it’s just that VW stood out before, and still does when opting for a Golf.
Volkswagen more than makes up for such shortcomings with the GLI’s on-road experience, however, this sport sedan being one of, if not the most engaging entry within its mainstream volume compact four-door segment. The 228 horsepower 2.0-litre turbo-four puts out plenty of torque at 258 lb-ft (up 18 hp and 51 lb-ft of torque over its predecessor), resulting in some difficulty keeping the front wheels from spinning during spirited takeoff (if it was only available, VW’s 4Motion all-wheel drive would help in this respect), while the new seven-speed dual-clutch automated gearbox feels even quicker through the paddle-actuated gears than the old six-speed DSG, albeit with the added benefit of a taller final gear for improved fuel economy (9.3 L/100km city, 7.2 highway and 8.4 combined for the as-tested auto or 9.6, 7.3 and 8.5 respectively for the manual) and (theoretically) a higher top speed.
Ripping off zero to 100km/h in 5.8 seconds it’s one quick Jetta, while Sport mode really adds to the experience. It’s nothing like the Golf R or equivalent super sport compacts such as Subie’s WRX STI or (RIP) Mitsu’s EVO, but it respectably puts otherwise sporty alternatives like Mazda’s 3 GT to shame in a straight line, and even makes the once-mighty Civic Si seem as if it’s dawdling off the line. Wheel slip during takeoff aside, the Jetta GLI proved unflappable through high-speed corners, even when broken tarmac threatened to upset the rear end, but thanks to a fully independent suspension with a multilink setup in the rear, a move up from the regular Jetta’s comparatively remedial torsion-beam rear suspension. Instead, the inside rear suspension absorbed the jarring pothole and ensuing thump with ease, allowing the tire’s sizeable contact patch to maintain full traction and hook up as I exited the corner. Try that in a regular Jetta and things might get very out of shape, not to mention the Mazda3 I noter earlier (although I must say the Japanese compact manages such situations surprisingly well and combines AWD with its own G-Vectoring Plus to make up for some of its torsion-beam shortcomings).
This said, back more pedestrian speeds (or rather while stopped during parking manoeuvres), I experienced something that’s never happened to me before. When I came to a stop to park the auto start/stop system automatically cut off the engine, which is not unusual in itself, but when I quickly decided to reverse so as not to be park too close to the car in front of me the engine wouldn’t restart when in reverse. I had to shift it back into “P” and then dab the throttle in order to reignite the engine, at which point I could shift back into reverse to back up. Very strange. It worked perfectly through the rest of the week, mind you, as did the entire car.
The aforementioned $32,445 (manual) and $33,845 (DSG) base prices meant the 2019 GLI 35 is nicely equipped, with features not yet mentioned including fog lights, LED headlamps, proximity-sensing access with pushbutton ignition, rain-sensing wipers, an auto-dimming rearview mirror, a formidable eight-speaker BeatsAudio system with a sub, a powered driver’s seat with two-way power lumbar and three-position memory, plus more. This feature set and all previously noted equipment remains intact for 2020, by the way, so therefore those that find a new 2019 are basically buying the same car for less.
This in mind, take note that VW Canada is offering up to $3,000 in additional incentives on 2019 models that were still available at the time of writing, while the new 2020 GLI, which as just-noted is unchanged other than for the loss of this 35th Edition (for obvious reasons), can be had with up to $1,000 in additional incentives, although average CarCostCanada (where the following information was found) member savings were $2,500 for the 2020. Check out CarCostCanada’s 2020 and 2019 Volkswagen Jetta Canada Prices pages to learn about available manufacturer rebates, leasing and financing specials, and dealer invoice pricing that could save you even more, plus make sure download the free CarCostCanada app from the Google Play Store and Apple iTunes store.
Although the latest Jetta doesn’t exactly light my fire in lesser trims, this new Jetta GLI is a step ahead in many respects, particularly when it comes to styling, straight-line performance and interior electronics. I’d like to see VW improve some of the materials used inside for a more refined cabin, but this probably won’t bother you too much while driving anyway, unless you’re trying to impress someone riding in back. Then again, at least your father-in-law will appreciate the comfort of the GLI’s independent rear suspension, excellent seats and decent legroom while he’s complaining about all the cheap plastic.
Story and photo credits: Trevor Hofmann
Photo Editing: Karen Tuggay
Ahead of the 2021 Arteon four-door coupe virtual world première set for June 24th, Volkswagen has released one image containing two artist’s renderings of the forthcoming model, one of which clearly…
Ahead of the 2021 Arteon four-door coupe virtual world première set for June 24th, Volkswagen has released one image containing two artist’s renderings of the forthcoming model, one of which clearly shows an elongated wagon-like body style similar in concept to Porsche’s Panamera Sport Turismo (see a full road test review of all Panamera models here).
While exciting news for five-door sport wagon fans in Europe, take note the new Arteon Shooting Brake, as it’s called, won’t be available in North American markets. Instead, Canada and the U.S. will only get the refreshed first-generation Arteon in its four-door fastback body style, which means the German automaker will have less opportunity to pull this model up from its sales doldrums.
Yes, as attractive as today’s Arteon is, the sleek sport sedan has been relegated to niche status in Canada. Sales during calendar year 2019 totalled just 456 units (although deliveries started partway through the year in March), which left it dead last in the volume-branded mainstream mid-size sedan segment. The Passat, its more conventional and much less expensive four-door sedan stable mate, finished one step ahead with 672 examples sold, and take note this happened well before 2020’s tumultuous health, economic and social woes shook up the market.
This last point in mind, over the first three months of 2020 (all that’s been reported so far, and mostly before we were hit by hard times) the Arteon’s numbers were even worse with just 81 Canadian buyers (which if extrapolated over four quarters would equal 324 sales), although the new 2020 Passat found 523 new owners during the first three months of the year (theoretically equaling 2,092 unit sales over four quarters), a clear sign that Canadians like the new 2020 model’s ground up redesign.
At first glance, the Passat’s positive initial 2020 sales results could bode well for the upcoming Arteon mid-cycle makeover, health, social and especially economic issues aside, but the current 2020 Arteon is already a stunner, and while the artist’s rendering appears longer, lower and wider with much larger wheels, typical of such cartoonish drawings, if one were to squeeze it back into reality the update should actually look much like the current car other than a slightly modified grille and lower front fascia, plus similarly mild modifications most likely applied to the rear.
The Arteon’s interior is currently the best Volkswagen has on offer, and while we shouldn’t expect wholesale changes, VW is promising to integrate its latest modular infotainment matrix 3 (MIB3) system for faster application processing, improved connectivity, greater overall functionality, and better entertainment.
Volkswagen will also introduce more intelligent assist systems, such as “Travel Assist” semi-autonomous or “highly assisted driving.” Like other hands-on-the-wheel self-correcting driver assist systems currently offered by other manufacturers, Travel Assist has been designed specifically for long-distance highway use, with the Arteon capable of “steering, acceleration and braking up to speeds of 130 mph [210 km/h],” said Volkswagen in a press release, albeit “under the control of the driver.”
All of this could push the cost of the already pricey Arteon higher, however, the current version of this low-slung sport sedan hitting the road just a hair’s breadth under $50k ($49,960 plus fees to be exact), which is without doubt a key reason its sales are slow.
Kia’s Stinger, the only other four-door coupe in the mainstream volume-branded mid-size sedan segment, found 1,569 Canadian buyers last year, however, while walking away with 2019 Canadian Car of the Year honours, but this similarly sleek alternative is a considerable $5,000 less expensive and comes equipped with stronger base and optional performance as well as more features.
Right now it’s possible to lower a new 2019 Arteon’s base price to match the Stinger’s window sticker, mind you, with up to $5,000 in additional incentives available from Volkswagen, while the German automaker is offering factory leasing and financing rates from zero percent for the 2020 Arteon. Not to be outdone, Kia is offering the same $5,000 in additional incentives on any 2019 Stingers still in stock or up to $4,000 in additional incentives for the 2020 Stinger, so take you pick. Learn more about these deals as well as available manufacturer rebates and otherwise difficult to source dealer invoice pricing at CarCostCanada. Also, make sure to download the new free CarCostCanada app from Google Play Store or the Apple iTunes store.
More detailed information about the 2021 Arteon, and the Euro-market Arteon Shooting Brake, will follow the upcoming world première later this month.
Story credit: Trevor Hofmann
Photo credits: Volkswagen
Have you ever wanted something so bad that your credit card just magically pops out of your wallet, all your personal info auto-fills the various fields, “accept charges” buttons unconsciously get…
Have you ever wanted something so bad that your credit card just magically pops out of your wallet, all your personal info auto-fills the various fields, “accept charges” buttons unconsciously get pressed and confirmation emails immediately arrive? That’s what Porsche hopes will happen with its new very limited 2021 911 Targa 4S Heritage Design Edition, and while most of us don’t have American Express Centurion cards that allow us to nonchalantly plop $205,900 plus fees for a frivolous sports car when such desires strike, enough high-rolling, Fed-infused Wall Street hedge managers do to make special projects like this happen.
The new 911 Targa 4S Heritage Design Edition fits the phrase “modern-day classic” better than anything we’ve seen for quite some time. It’s based on the new 2021 911 Targa we shared here last month, and we have to say the car’s classic silver roll hoop body style suits this special edition’s retro design perfectly.
Unless you detest such memory lane recreations, or more specifically in this case, homages paying tribute to the glory days of Porsche’s beginnings, the 911 Targa 4S Heritage probably had you at hello. From its gorgeous Cherry Metallic paintwork (it’s also available in four alternative exterior colours), motorsport-inspired spear-shaped front fender stripes and circular decal-style number livery, and historically true 1963 Porsche Crest badges, rear mounted Porsche Heritage badge, and gold-tone nameplates, to its two-tone Bordeaux Red or Black leather and Atacama Beige OLEA club leather and corduroy-lined cabin, this is one stunning head-turner.
Porsche goes even further with details like green backlighting on the tachometer and centre dash top-mounted “stopwatch”, which being typical of ‘50s and ‘60s cars, plus the microfibre roofliner gets perforations similar to past Porsches (and VWs). And those just-mentioned period-correct Porsche crests? You’ll find them on the key fob, hood, steering wheel and wheel hub covers, those latter items capping off wheels resembling the “five-leaf” Fuchsfelge alloys brought to market for the 1966 911S. Of course the new Carrera Exclusive Design alloys are staggered and much larger than those from Porsche’s past, now measuring 20 inches up front and 21 inches at the back, while framing a set of classic black brake calipers.
This is the first example of four collector’s models from Porsche’s Heritage Design strategy, incidentally, and as was shown in this article’s first paragraph, it doesn’t come cheap. There’s always a price paid for exclusivity, and with just 992 of these special Heritage 911 Targas available (the number referencing the latest 911’s internal code name), its lofty window sticker will make sense to those capable of taking advantage. Porsche commemorates the example purchased with a beautiful gold metal “911 Heritage Design Edition XXX/992” dash plaque, with the number “000” shown likely kept for Porsche’s own collection.
The 911 Targa 4S Heritage Design Edition pays obvious tribute to late ‘60s and early ‘70s 911 Targas, but Porsche makes the point of claiming this car represents four decades of classic 911s.
“We are evoking memories of the 1950s, 1960s, 1970s and 1980s in customers and fans with the Heritage Design models,” stated Oliver Blume, Chairman of the Executive Board of Porsche AG in a press release. “No brand can translate these elements into the modern day as well as Porsche. In this way, we are fulfilling the wishes of our customers. With the exclusive special editions, we are also establishing a new product line which stands for the ‘lifestyle’ dimension in our product strategy.”
As noted before, this first example of the four Heritage Design models is based on the all-new 2021 911 Targa 4S, and therefore is as modern as the new the new 992-generation gets under the skin, including all of Porsche’s latest chassis tech, driver assistance systems, infotainment advancements, and more. Below its automatically deployable rear wing is 443 horsepower worth of horizontally opposed, twin-turbocharged, six-cylinder greatness combined with a paddle-shift prompted eight-speed dual-clutch PDK transmission. It’s capable of shooting from standstill to 100 km/h in less than 3.6 seconds (when Launch Control is engaged) and maxes out at a track speed of 304 km/h.
Classic car aficionados have long appreciated how horology has played an important role in the automotive industry’s beginnings, in that early watchmakers provided the same types of instruments we now refer to as gauge clusters. Porsche remains true to its past with the beautiful analogue clocks found on the centre dash tops of all models, which can usually be upgraded to a complex chronometer stopwatch and lap counter by adding its Sport Chrono Package. Exclusive to 911 Targa 4S Heritage Design owners, Porsche Design, a majority-owned subsidiary of Porsche AG, although a credible luxury watchmaker on its own, has created the 911 Targa 4S Heritage Design edition chronograph wristwatch.
Once again just 992 examples will be manufactured, and come complete with a face featuring a white seconds hand and “Phosphorus Green” rings around its perimeter like the primary instruments in both the 356 and original 911 Targa. Additionally, its Arabic hour indices are styled in typical Porsche block lettering, while the leather strap is produced from the same hides as those found in Porsche interiors.
This watch and the new 2021 911 Targa 4S Heritage Design Edition are available to order now before arriving in Canada this fall. And yes, if you’ve read this far you definitely don’t have an American Express Centurion card, or you would’ve already placed your order.
Those that end up missing out on the 911 Targa 4S Heritage Design Edition, yet still have some room left over on their platinum cards, should take a look at our recent overview of the 2021 911 Targa 4 and 4S (it only starts at $136,000), and then click on one of CarCostCanada’s 2019, 2020 or 2021 Porsche 911 Canada Prices pages to find out about available manufacturer rebates, financing and/or leasing deals, and otherwise hard to get dealer invoice pricing that could save you thousands. Right now factory leasing and financing rates can be had from zero percent on all of the above model years. Knowledge is everything, and in this case a CarCostCanada membership is a small price to pay for all the savings coming your way. Also, make sure to download the new CarCostCanada app from Google Play Store or the Apple iTunes store.
Story credit: Trevor Hofmann
Photo credits: Porsche
Now that the entirely new 2020 Palisade is garnering positive reviews and gaining plenty of new owners, the time was right for Hyundai to give its top-selling Santa Fe a bold new face as well. This said…
Now that the entirely new 2020 Palisade is garnering positive reviews and gaining plenty of new owners, the time was right for Hyundai to give its top-selling Santa Fe a bold new face as well.
This said not all onlookers are pleased with the design direction the South Korean brand is taking its popular mid-size five-passenger crossover SUV, with a quick CarCostCanada poll showing 100-percent of respondents preferring the outgoing model to the new one. Still, playing it safe can often result in more criticism while sticking your neck out with something daring might only cause initial pushback, so time will tell how buyers respond to the new model when it arrives later this year.
One thing is for sure. There won’t be many mistaking the 2021 Santa Fe from its competitors, thanks to a distinctive new widened grille that looks one part Hyundai and another part Fisker thanks to extending right out to each corner of the frontal fascia. It’s nevertheless mostly unique, and according to Hyundai’s press release accentuates the SUV’s “wide and well-balanced stance.”
“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” said SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”
Hyundai didn’t explain why the new grille’s “signature geometric patterned inlay” is different depending on which photo is shown, however, the model with body-colour painted lower trim (most likely the new top-line Santa Fe Ultimate) receiving seven rows of isosceles trapezoids, and the model with dark grey lower bumpers and rocker panels getting better aeration via larger octagonal vent openings similar to those currently in use, resulting a sportier appearance. Are these actually different grilles or the result of active grille shutters? We’ll learn more as additional info gets introduced closer to launch.
As it is, not a lot has been revealed in Hyundai’s 2021 Santa Fe release, other than nine exterior photos of white-painted examples in the two trims just noted. Both receive all-new T-shaped signature LED Daytime Running Lights (DRLs), however, which distinctly flow from the lower grille extensions up to the headlamp clusters, where each T’s stem gets capped off by its glowing cross-member. The outer tip of each T visually continues rearward along the new Santa Fe’s beltline before meeting up with a crease in the model’s redesigned wraparound LED taillights, while thicker flat-planed wheel arches “accentuate the SUV’s rugged and powerful character,” adds Hyundai, which house large 20-inch alloy wheels featuring a seven-spoke geometric pattern in the two Santa Fe trim-line examples shown.
From the rear, the new 2021 Santa Fe receives more horizontal styling elements to bring attention to its wide stance, including a thin light bar connecting the new taillights just mentioned, and lower down on the bumper a narrow reflector strip spanning most of the model’s width, plus a wider, larger rear vent cutout and metallic skid plate below that, which Hyundai dubs “a unique three-layer look.”
Although Hyundai provides no photos of the updated 2021 Santa Fe interior, it shares some info in the press release that sheds some light on what we can expect. Keep in mind the current 2019-2020 fourth-generation Santa Fe (read our road test review of the 2019 Hyundai Santa Fe Ultimate here) is already one of the more luxuriously equipped two-row crossover SUVs available in the mainstream volume-branded auto sector, but according to Hyundai the new updated model provides “more space, comfort, and convenience,” and adds “a new level of luxury with every component finished in premium soft-touch materials.”
Hyundai continues by saying the new Santa Fe’s centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all switchgear is “centered for intuitive and ergonomic use.” What’s more, like with the new three-row Palisade, the new Santa Fe’s reworked lower centre console receives a quad of buttons for gear selection, replacing the conventional shift lever. This is possible due to the new Santa Fe’s shift-by-wire transmission, and while no photo was provided for publication, we noticed one on the 2021 model’s press site page that’s most likely the real deal. It looks identical to the Palisade’s centre stack and lower console, so therefore, while we can’t be certain which model it comes from, it’s safe to say we’ll see something similar if not exactly the same in the updated Santa Fe. Either way, we’ve included it in our photo gallery above, so make sure to check it out.
The new button-type gear selector receives a right-side extension housing a new Terrain Mode dial selector with stylish knurled metal edges that optimizes the performance of Hyundai’s HTRAC All-Wheel-Drive system, including Sand, Snow and Mud settings, plus Eco, Sport, Comfort and Smart modes (the latter intuitively recognizing and automatically responding to personal driving style). Additionally, five more buttons provide quick adjustment to various driving and parking camera controls.
The new drive controls sit below two redesigned rows of centre stack switchgear, the top silver-painted row mostly for adjusting the larger, wider 10.25-inch AVN (audio, video, navigation) high-definition infotainment touchscreen atop the dash, this interface featuring power/volume and tuning/scrolling/enter knobs with the same knurled metal-look grips as the Terrain Mode selector, and the middle row also including LCD readouts for the dual-zone automatic climate control system, plus the same knurled metal edging on its “Auto” and “Sync” dials. The upscale detailing most likely continues into other areas of the cabin, but we’ll need to wait for more interior photos to know how far Hyundai has gone with such improvements.
The Santa Fe is Hyundai Canada’s longest running SUV nameplate, having originally arrived for the 2001 model year as a larger than average compact car-based crossover SUV. Now, four generations later it was the second best-selling five-passenger SUV in Canada during 2019 behind the Ford Edge, with 18,929 sales compared to the blue oval brand’s 19,965. This said, it was number one in the entire mid-size segment in 2018 with 24,040 units sold compared to 19,156 for the Edge, and that was after nearly a decade of class dominance with a peak of 28,402 deliveries in calendar year 2017.
While Canadians clearly like the Santa Fe, Hyundai’s more recently introduced models are gaining traction in their various SUV segments too. The aforementioned Palisade was only introduced last year as a 2020 model yet 3,845 units were sold before the close of 2019. Sales were down for the first part of 2020 for obvious reasons, but from January through April the Palisade’s 1,285 units were nearly half of the Santa Fe’s 2,665 deliveries (the latter representing a 56-percent plunge), boding well for the larger utility when stronger sales resume, whereas the Kona (also available as an electric-powered EV) leads its subcompact SUV segment with 4,858 sales, the Tucson is close behind and third after the mighty Toyota RAV4 and Honda CR-V in the larger compact SUV class with 4,733 units, and the all-new Venue has been selling strongly amongst city car-sized utilities with 1,577 down the road.
Once again we’ll need to see how Hyundai’s faithful respond to the new 2021 Santa Fe’s unorthodox styling before we predict a return to the top of the mid-size SUV sales charts, but improvements to its already impressive interior won’t hurt. This said, those that prefer the outgoing 2020 model’s styling may want to purchase one now and by doing so take advantage of up to $3,000 in additional incentives. To learn more go to CarCostCanada’s 2020 Hyundai Santa Fe Canada Prices page, and just in case you can find a 2019 version still available, CarCostCanada’s 2019 Hyundai Santa Fe Canada Prices page shows factory leasing and financing rates from zero percent.
When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated. As it was, the Jeasoo Kim-designed compact SUV had already been…
When Buick first started delivering its Chinese-made Envision to Canadian consumers in April of 2016 it was nice, but arguably a bit dated.
As it was, the Jeasoo Kim-designed compact SUV had already been in production at SAIC GM’s Dong Yue Foundry in Yantai, Shandong for two years, and it never really broke much visual ground when new, so sales over the past three years in a highly competitive market segment that usually includes top-sellers from every luxury carmaker’s lineup, haven’t exactly been overwhelming, with the larger, pricier Enclave actually doing better and the smaller, entry-level Encore totally cleaning up.
One glance at the new 2021 Envision and no one should question whether sales will pick up or not, as this is one very attractive new compact luxury crossover, pulling some cues from the old Envision’s headlamps and taillights and its grille partially from the current model’s 2019 mid-cycle makeover as well as more recently updated Buick models, yet appearing to have much in common with today’s sharply creased new Cadillac XT crossover luxury SUV lineup.
So far 2021 Envision details are limited, Buick not even showing any interior photos, but we do know the old 197 horsepower naturally aspirated 2.5-litre four-cylinder base engine will give way to a new standard 2.0-litre turbocharged four-cylinder, which was optional in the outgoing Envision and made 252 horsepower and 260 lb-ft of torque. Also changing is the current model’s six-speed automatic transmission, which will reportedly be replaced by a new advanced nine-speed automatic. Like the current Envision, the new one will likely come to Canada with standard all-wheel drive.
The outgoing Envision shares underpinnings with the second-generation Chevrolet Equinox and GMC Terrain, and therefore this new follow-up will probably get an update to the current fully independent front strut and four-link rear setup, one of the SUV’s most endearing attributes.
What’s more, the new Envision will ship with standard forward collision alert, autonomous emergency braking for both vehicles and pedestrians, plus lane keeping assist, lane departure warning, rear parking assist and more. Reportedly, much of the new Envision’s advanced driver assistive systems were developed at GM’s Canadian Technical Centre.
Options are said to include front parking assist, semi-autonomous parking assist, a 360-degree surround parking camera, blind spot monitoring with rear cross-traffic alert, a head-up display, a rearview mirror camera, plus more.
A 10.0-inch infotainment touchscreen display with an HD backup camera will be available, with Apple CarPlay and Android Auto smartphone integration as well as Amazon Alexa compatibility, while Buick will also make its top-tier Avenir trim available for the first time in the Envision.
The all-new 2021 Buick Envision will go on sale in early 2021, but we can expect more details in the coming months.
If you like the softer curves of the current 2020 Buick Envision design, and want to benefit from available discounts of this still current yet outgoing model, such as manufacturer rebates, financing and leasing offers and the savings that come from learning about otherwise hard to find dealer invoice pricing that could save you thousands, take note that one inexpensive CarCostCanada membership can provide you with all of the above and more, arming you with everything you need before even talking with someone at your local GM dealership.