July | 2020 | The Car Magazine

If you were smart enough to purchase a 2015-2016 Hyundai Genesis Sedan back when it was new you got an amazing deal. I remember testing a fully loaded 2015 example when it first came out, complete with…

New Car Reviews

2019 Genesis G80 3.3T Sport Road Test

If you were smart enough to purchase a 2015-2016 Hyundai Genesis Sedan back when it was new you got an amazing deal. I remember testing a fully loaded 2015 example when it first came out, complete with its fabulous 420 horsepower 5.0-litre Tau V8 in top-tier Ultimate trim and couldn’t believe the level of performance and premium quality available for just $62,000. Neither could my friend that managed Canada’s number one BMW dealership, who was shocked by its styling, interior quality, features and engine specs, stating at the time that he had nothing that could compete with it dollar for dollar.

As it was, you could acquire most everything just noted minus some top-level features and the potent eight-cylinder engine for a mere $43,000 back then, which made the base Genesis Sedan the best luxury car value for its time bar none. When the Hyundai variant was laid to rest and the new Genesis G80 appeared unchanged for the 2017 model year the price went up, but not significantly with all features added. In fact, the top-line G80 5.0 AWD Ultimate example I tested at the time was only $3,000 more than the previous Hyundai-badged version, and came with the benefit of concierge purchasing and servicing for a more premium ownership experience.

This said, base 2017 G80 Luxury trim saw a price increase of $5,400 from the previous 2016 Genesis Sedan Luxury trim’s $48,600 MSRP, while the previous $43k entry-level model was eliminated from the lineup. Hence, the 2017 G80 saw a significant base price hike of $11,000, resulting in sales plunging from the Hyundai-branded Genesis Sedan’s high of 1,513 units in 2014, and subsequently more modest results of 1,377 deliveries in 2015 and 961 during the 2017 calendar year (these last ones being discontinued 2016 model-year cars), to 433 examples of the Genesis-branded G80 throughout its first full year of 2017, plus 393 units for 2018, and 324 for all of last year.

Of course, these final numbers coincide with a general decline in four-door sedan deliveries (and cars overall), although when comparing sales results of the Genesis Sedan/G80 to the segment best-selling Mercedes-Benz E-Class (that also includes the E-Class sedan, coupe and convertible, plus the CLS four-door coupe), which only saw its deliveries drop from 3,789 units in 2014 to 3,452 in 2019, it’s a night and day situation.

Hyundai’s choice to create the Genesis brand certainly appears rosier when comparing the G80’s sales results the BMW 5 Series’ much more dramatic decline over the same six-year timespan, its 2,337 unit sales in 2014 falling to just 1,621 deliveries last year (not including a smattering of 6 and 8 Series models that also compete with the E-Class in this segment, these staying about even at just above 400 units), while Audi’s A6 went from 1,113 examples to 687 respectively (not including 876 to 608 A7s).

Of note, 1,119 G70 sales made 2019 somewhat brighter for the Genesis brand, albeit these rays of hope weren’t enough to cast off the shadow of just 82 G90 deliveries (the latter better than the mere 65 Equus models sold in 2014, however, and only slightly down on the Hyundai flagship’s 2012 high of 116 units).

Anyone with some business acumen knows that sales don’t necessarily translate into profits, but only the South Korean brand’s parent company, or a very skilled analyst with time to delve into the intricacies of the publicly trading automaker’s balance sheet, will be able to deduce whether Genesis’ price increases have added to the automaker’s overall bottom line, or if their reductions in volume posed any negative impact.

Suffice to say the Genesis brand is a long-term project, with the aforementioned GV80 mid-size luxury SUV and additional future crossover models expected to find many more buyers, but it’s interesting to note that Hyundai Motor Corporation’s share value (see HYMTF on the KRX) has weathered a fairly steady decline from 167,000 KRW ($138 USD; $188 CAD) in October of 2015 to 110,000 KRW ($91 USD; $124 CAD) as of July 16, 2020, a 34 percent downturn.

This is the sort of boring business fodder you may want to peruse while relaxing in the comfortable rear seat of a chauffeured G90, instead of cluttering your mind when at the wheel of the sportier G80. Hard numbers aside, all Genesis models are superb examples of modern engineering excellence that can easily keep up with their Teutonic and Japanese competitors, while they’re also very easy on the eyes, highly refined with impressively finished materials, stocked full of the latest tech, convenience and luxury amenities, and fully deserving of being ranked alongside comparative Mercedes, BMW, Audi, Lexus and other premium-branded models, heritage aside. Truly, the only negative thing I can say about today’s G80 is its six-plus-year-old design, although being particularly attractive and somewhat exclusive it still looks surprisingly fresh.

That’s a good thing, because the only change from 2019 to 2020 is the removal of the CD changer, which by perusing our photo gallery can be seen on my test model’s centre stack. The rest of the car is identical in every way, which is no bad thing. This said the G80 will undergo a complete redesign for 2021 with styling that more closely resembles the new G90 up front (particularly the grille) with plenty of GV80 details thrown in all-round for good measure, while its sweptback rear window and deck lid remind me a bit of the Audi A7. In other words, it looks great.

As it is, there are plenty of good reasons to purchase a 2019 or 2020 G80 while you still can, with possibly the most notable being the ability to acquire factory leasing and financing rates from zero percent. A quick scan of the 2019 Genesis G80 Canada Prices page or 2020 Genesis G80 Canada Prices page at CarCostCanada will inform you of this deal, while you can also choose any trim and build your G80 right there, while opting for a CarCostCanada membership will give you info on leasing and financing deals for the majority of vehicles currently sold new in Canada, as well as other manufacturer incentives such as rebates, while CarCostCanada also provides dealer invoice pricing that could save you thousands when negotiating your deal. Find out how it works now and while you’re at it, download the free CarCostCanada app from the Apple Store or Google Play Store.

Speaking of Apple and Google, CarPlay and Android Auto come standard in every 2019 and 2020 G80, but before I delve into more of the model’s standard and available features I should mention that trims and prices stayed the same in 2018, although Genesis added a new 365 horsepower 3.3-litre twin-turbocharged V6 engine to the G80 line, along with a new $62,000 Sport trim level sold exclusively with this high-output engine, while base Luxury trim was dropped for 2019, making the 311 horsepower 3.8-litre V6-powered Technology the new base G80 model at $58,000. The same three-model lineup is available once again for 2020, with pricing for the V8-powered Ultimate trim still unchanged at $65,000.

If you’re considering a move up to the Genesis brand from a Hyundai model like the Elantra or Sonata, its feature set probably won’t impress you all that much. After all, Hyundai has long made a name for providing a lot more functionality than its peers for similar if not better pricing, but nevertheless the base G80’s menu does kick things up a notch.

Standard items include LED daytime running lights and taillights, 18-inch alloy wheels, proximity-sensing keyless entry with a hands-free power opening/closing trunk lid, open-pore genuine hardwood interior inlays, a heated steering wheel rim, a power-adjustable steering column, a 7.0-inch colour multi-information display/digital gauge cluster, a head-up display, a 9.2-inch centre touchscreen with navigation, a 17-speaker audio system, an auto-dimming rearview mirror, LED cabin lighting, a panoramic sunroof, a 16-way powered driver’s seat, a 12-way powered front passenger’s seat, Nappa leather upholstery, heatable front and rear outboard seats, ventilated front seats, and a host of advanced driver assistive systems such as automatic emergency braking with pedestrian detection, blind spot detection, lane change assist, lane keeping assist, lane departure warning, rear cross traffic alert, adaptive cruise control, and driver attention alert.

Both Sport and Ultimate trims replace the base model’s bi-xenon headlights with full LEDs, plus add 19-inch alloy wheels, a microsuede headliner, and a slim credit card-like proximity key fob, while the Sport also includes a special set of 16-way powered front Sport seats that were oh-so comfortable and plenty supportive at the lower back and below the knees thanks to four-way power-adjustable lumbar support and a power-extendable lower cushion.

The two-tone light grey and charcoal black interior colour-way is truly attractive, the two shades separated by gorgeous gloss carbon fibre trim on each upper door panel and across the dash, while plenty of brushed aluminum accents brightened key areas throughout the cabin, some of the Lexicon speaker grilles even drilled out in a stylish geometric pattern. All switchgear exudes a feeling of quality too, while soft, pliable composites join up with a generous supply of Nappa leather for a plush, refined inner sanctum.

Really. Just go ahead and try to find any hard plastic. There is some, but it’s very difficult to locate, only including a few small pieces below the dash, which otherwise is covered in premium materials all the way down to the nether regions above the knees, including the glove box lid, while the inner doors are skinned with the very best soft synthetics and leathers from top to bottom, as are the top edges of the lower centre console. That console’s lower sides are made from harder plastic, but this is common amongst the majority of competitors so it’s not an issue. In fact, if you were to compare the G80 side-by-side against a new E-Class, for instance, which actually uses hard plastic on the lower door panels, you’d come away thinking that Genesis does a pretty good job of pampering its new owners.

This said Mercedes leads in digital wizardry, its latest E having been first in its family of updated models to incorporate the brand’s now trademark dual-display instrument cluster/infotainment touchscreen, a fully customizable design that makes most rivals seem antiquated at best. This is where the upcoming 2021 G80 will make the biggest gains over this outgoing model, the current car’s mostly analogue gauge cluster being bright, clear and easy to read, but not providing the wow factor of some competitors.

Likewise, for the infotainment system that’s fully functional and then some. It provides a nice graphical interface for the impressive Lexicon audio system noted earlier, its parking camera not only offers a rear view with active guidelines, but also a 360-surround overhead vantage point and multiple closeups as needed, while the climate control interface even shows each occupant’s cabin temperature setting on a lifelike interior graphic.

An elegantly square analogue clock is flanked by twinned panels of HVAC buttons and knobs just below on the centre stack, while a similarly useful audio interface rests under that, complete with the optical drive noted earlier. Additionally, USB and aux ports are housed in a lidded compartment in the lower console, right beside a wireless device charger that conveniently tilts towards front seat occupants.

Lastly, a nicely finished overhead console features a felt-lined sunglasses holder, LED reading and overhead lights, plus controls for the powered panoramic sunroof, which can be covered by a plush suede-like fabric shade that opens via a separate powered switch. On that note, the roof liner and all the pillars are finished in the same luxurious psuede material, as are the two front sun visors.

The G80’s driving position is excellent, made even better by the aforementioned sport seats, while the rear seating area’s spaciousness is about average for the class. When the driver’s seat was set up for my somewhat long-legged, short-torso five-foot-eight frame I had about eight inches room ahead of my knees, lots of legroom to stretch out my lower extremities, plus about four inches to the door panel next to my hips and shoulders, and approximately three inches of airspace over my head. This should allow comfort for most body types.

I wouldn’t say the rear compartment is overly generous with features, but your outboard passengers will get LED reading lights just below the grab handles situated just above the side windows, plus separate vents with scrolling heater controls emanating from within the backside of the front centre console. There are also some very nice pop-out magazine holders on the front seatbacks, and those seatbacks are beautifully finished with what looks like leather all the way down to their bases. This in mind, the rear door skins are as nice as those up front, while a folding centre armrest features the usual dual cupholders as well as controls for the three-way outboard seat warmers noted earlier. Lastly, classy metal clothes hooks on the backside of the B pillars are nice additions.

The trunk is also large at 433 litres (15 cubic feet), but take note the rear seats don’t fold for longer cargo, with items like skis needing to alternatively fit within a relatively small and narrow pass-through down the centre or not at all.

Back up front, along with a fresh set of headlights, a revised lower front grille, reworked front and rear facias, new standard 18-inch wheels, a fresh set of primary instruments, the analogue clock noted earlier, and new premium speaker grilles, one of the big changes for last year’s G80 was a redesigned shifter knob, which is now a slicker looking leather-wrapped, metal-surrounded design that merely moves rearward into drive and forward into reverse, plus into the centre for neutral.

This is due to a new eight-speed automatic below the surface, and I must say that it’s much easier to find neutral with the G80 than with electronic shifters used in some other cars, such as with Chrysler’s 300. One of the benefits of an electronic shifter is a button for Park, or you can simply turn the ignition off and it will go into Park automatically, while Genesis includes a drive mode indicator includes Normal, Eco and Sport selections, with Eco noticeably subduing the G80s performance and therefore enhancing fuel economy, which is fairly good considering all the power available at 13.8 L/100km in the city, 9.7 on the highway and 11.9 combined as tested (the base engine is good for a claimed 13.4 city, 9.6 highway and 11.7 combined, while the V8 manages a projected 15.6, 10.4 and 13.2 respectively), and Sport mode sharpening its drivetrain and tightening its suspension for much more engaging performance.

With 365 horsepower on tap the G80 Sport uses the much-lauded powertrain as found in the new Kia Stinger, and while this is great because the latter has become a performance icon amongst import fans, keep in mind the Genesis weighs 100 to 200 kilos more depending on features, so its pull isn’t quite as dramatic off the line. It’s still impressive, however, with all four of my tester’s 245/40R19 Continental’s immediately biting into the tarmac below thanks to Genesis’ HTRAC all-wheel drive, allowing for wonderfully quick launches from standstill and seemingly never-ending highway passing power. I certainly wouldn’t have reason to upgrade to the Tau V8, the turbo-six making a satisfying growl at full throttle, if not the eight’s sonorous bellow and lovely burble at idle.

There’s a little less weight over the front wheels of the V6-powered example, which is always helpful amid tight, fast-paced corners, which the G80 Sport manages very well, incidentally. In fact, despite this car’s 2,120-kg (4,674-lb) curb weight it feels rather really light on its feet, so to speak, and surprisingly agile no matter how it’s thrown into a curve, within reason. It was also one of the nicest, easiest cars I drove around town in all year, so much so it would be ideal for a novice wanting to improve their skills. Its ride quality is smooth, its cabin is quiet and cocoon-like, and just plain comfortable all the time.

Yes, the G80 Sport truly is a superb car. Genesis has been fine-tuning it for years, which likely means it’ll be one of the more dependable mid-size luxury sedans currently available, but just in case something goes wrong it’s backed much longer than any luxury competitor at five years or 100,000 kilometres, which means you get almost comprehensive coverage for mechanical problems or any other issue, plus complimentary scheduled maintenance as well as the convenience of home or office (or these days home office) car pickup via their valet service. That’s one of the best reasons to choose a new Genesis.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Looking at today’s Porsche 911 makes it hard to believe its predecessors once used no-draft windows to ventilate, but such was the case right up until the water-cooled 996 arrived in 1998. Now, however,…

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Innovative 911 Cabriolet automatic climate control adjusts for open air experience

1964 Porsche 911 Carrera — Early 911s, like this 1964 Carrera, used “no-draft” windows for ventilation.

Looking at today’s Porsche 911 makes it hard to believe its predecessors once used no-draft windows to ventilate, but such was the case right up until the water-cooled 996 arrived in 1998. Now, however, Porsche has become a leader in climate control.

Multi-zone automatic climate control systems only exist because all us feel temperatures differently. Porsche has long offered such individualized HVAC systems in its sports car and SUV lineup, but they’ve taken the concept to new levels when it comes to the new 911 Cabriolet, by developing a cabin temperature sensor capable of detecting when the fabric top is being opened and then immediately making necessary adjustments to maintain chosen temperatures.

2020 Porsche 911 Cabriolet — The new 911 Cabriolet incorporates a smart sensor that helps maintain a constant temperature when the top is opening.

The sophisticated system uses 20 external and 20 internal interfaces that continuously process about 350 signals in half-second intervals, including outlet, exterior, and coolant temperatures, as well as engine speed, insolation, and vehicle speeds. Now, after factoring in retractable roof, door and seating information, it has the ability to slowly suppress one of these sensors when the convertible top is opened. The result is optimal air temperature, air ventilation volume and air distribution to each occupant for ideal temperature comfort.

“Even in the searing summer heat of the city, 911 Cabriolet drivers are surrounded by a pleasant freshness,” claims Porsche in a press release.

The German brand points out that its intelligent climate control system is particularly effective at low speeds and in cooler weather that normally results in warm feet and a cool head while driving with the top down. The system is now able to distribute more warm air to the driver and front passenger through the centre vents, which provides “a cozy veil of heat without having the unpleasant sensation of air being blown in their faces,” adds Porsche. The 911 Cabriolet’s driver will also benefit from “blissfully warm hands on the steering wheel,” making the need for warm gloves and winter jackets unnecessary.

Story credit: Trevor Hofmann

Photo credits: Porsche

Nissan has taken a cue from Toyota’s best-selling RAV4 by toughening up the look of its Rogue for 2021, and if recent sales trends are indicative of things to come, most would-be buyers should find…

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Nissan redesigns its popular Rogue compact SUV for 2021

2021 Nissan Rogue — Nissan has squared off some of the Rogue’s curves for 2021, and by so doing has produced a more assertive looking compact SUV.

Nissan has taken a cue from Toyota’s best-selling RAV4 by toughening up the look of its Rogue for 2021, and if recent sales trends are indicative of things to come, most would-be buyers should find its sharper angles and more rugged appearance appealing.

Like Toyota, Nissan has built decades worth of respect for its 4×4-capable SUVs and pickup trucks, so pulling a number of styling cues from its full-size Armada down to the more affordable, economical and car-like compact class certainly doesn’t hurt the new Rogue’s image.

To a lesser extent Honda did likewise with its CR-V, but other than ATVs and motorcycles the second-most popular compact sport utility’s maker doesn’t have any serious off-road heritage to pull from, giving Nissan and Toyota, not to mention Chevrolet, Dodge/Ram, Ford, GMC, Jeep, Kia and Mitsubishi, which also currently produce or have produced off-road-oriented trucks and SUVs, a unique advantage while the SUV sector continues to take over the entire automotive landscape.

While the word aggressive is probably not applicable, the new 2021 Rogue looks more assertive than its predecessor. Nissan is quick to point this out in its press release, using words such as “edgy” and “adventurous” to describe the overall “spirit of the vehicle,” and expanding on that theme with phrases like “commanding presence,” “athletic strength,” and “adventure-ready exterior.”

While we all love creative marketing-speak, the expected Nissan design cues are clearly evident, including its new squared off V-motion grille up front and blackened D pillars at back, the latter creating the appearance of a “floating roof,” this now enhanced when choosing new two-tone exterior colour combos that allow for an all-black roof. Rugged looking lower body cladding beefs up appearances further, accentuated via a new “U-shape” bodyside design, while the attractive set of LED taillights don’t depart quite as much from their forebears as the new multi-level LED headlights do up front.

In a market that always seems to expand outer dimensions, a compact SUV that shrinks 1.5 inches from nose to tail and shaves 0.2 inches from its height is a welcome addition. While its shortened and lowered stance won’t be felt inside, these slight dimensional changes contribute to the crossover’s blunter more traditional SUV-like appearance without making it look too tall and boxy.

Unlike the RAV4, Nissan has yet to offer the new 2021 Rogue with an off-road trim line, the competitive Toyota having provided a more rugged looking and somewhat more 4×4-capable Trail version since its 2019 redesign, which can be upgraded with an even more empowering TRD Off Road Package for 2020, but that’s not to say the Rogue’s hardy new image is only skin deep.

In models equipped with Nissan’s Intelligent All-Wheel Drive system, it starts with a centre console-mounted Drive Mode Selector that incorporates an “Off-road” setting for tackling more treacherous terrain, or at least it can help overcome unruly rocks and other reasonably sized obstacles poking up from the dirt on the way to the summer cottage. A “Snow” mode does likewise for slippery conditions, while the Drive Mode Selector also incorporates Standard, Eco and Sport settings when weather patterns are less extreme, these final three the sole settings available in front-wheel drive trims.

Enhancing traction further, the new Rogue gets an entirely new Vehicle Motion Control System that Chris Reed, Senior Vice President of Research and Development at the Nissan Technical Centre North America, claims to do “what a human can’t.”

“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” adds Reed. “It can then step in and help to smooth things out.”

Basically, Vehicle Motion Control joins the all-wheel drive system and Drive Mode Selector to provide individual four-wheel control, improving line traceability in order to smooth out corners via the braking system, and even applying an individual brake pad to do so. The system, which features a chassis control module that “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions” is especially helpful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” said Nissan in its press release, although it’s always on and therefore assists in all situations.

As for the Rogue’s all-wheel drive system, it now incorporates a new electro-hydraulic controlled clutch that distributes torque quicker and more accurately thanks to an ability to predict front-wheel slippage, thus allowing for better rear torque distribution along with greater traction and responsiveness overall.

Speaking of responsiveness, a new quicker-ratio rack-electric power steering setup should result in more immediate turn-in, while a rigid six-position front suspension mounting and redesigned multi-link rear suspension will no doubt help to flatten out the curves.

This is important, as the new Rogue with be quicker thanks to an updated direct-injection 2.5-litre four-cylinder engine that makes 11 more horsepower and 6 additional lb-ft of torque, the new total being a nice even (or odd) 181 units apiece. In order to achieve this gain in performance, Nissan uses its GT-R-proven mirror bore coating technique to reduce friction and therefore enhance efficiency, while also adding a variable displacement oil pump, an integrated exhaust manifold and an e-VTC intake valve along with other improvements.

Yes, Nissan has been a technology leader as of late, so prepare yourself for some serious digital wizardry along with a bigger safety kit filled with new gear like Intelligent Driver Alertness that monitors steering patterns and if detecting drowsiness warns to take a break with a chime and coffee cup icon, Rear Door Alert that signals if you’ve left something or someone in the back seat when exiting, and Easy Fill Tire Alert that lets you know when a tire needs more air.

The brand’s Safety Shield 360 suite of advanced driver assistive systems is included as standard too, with features like Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while an unusual yet welcome addition is standard Rear Intelligent Emergency Braking, which will automatically stop the Rogue if backing into an obstacle or worse, out into oncoming traffic.

Of note, Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are optional, the latter integrated with an even more advanced version of Nissan’s semi-self-driving ProPilot Assist system. Safety improvements continue with 10 standard airbags instead of the six found in the outgoing Rogue, and extended crumple zones in case of impact. Additional options include a new four-door Intelligent Key system that allows the driver and passengers to open all four doors, this part of the Rogue’s new “Family Hub” combination that also includes tri-zone automatic climate control with two independent temperature zones up front and one in the rear.

Even more noticeable, the Rogue’s upper-crust trim gets a fully customizable 12.3-inch “Digital Dashboard” gauge cluster that completely replaces the conventional instruments with a colourful TFT display, although the base model’s regular primary gauge package is still advanced thanks to a 2.0-inch larger 7.0-inch multi-information display at centre, which is also capable of full personalization.

On top of this, literally, a supersized 10.8-inch head-up display unit projects key information onto the windshield where it’s easiest to see, while the standard 8.0-inch centre touchscreen display (already large for the class) gets increased to 9.0 inches for those willing to spend a bit more. Android Auto and Apple CarPlay come standard across the line, with Google Maps and Waze (with voice recognition) integration available.

It all comes in a cabin that looks wholly improved over its predecessor, with many more soft-touch surfaces plus richer optional Prima-Tex leatherette or quilted semi-aniline leather upholsteries in Graphite, Grey or Tan, as well as nicer wood grains and metallic trims, while Nissan’s NASA-influenced Zero Gravity seats offer comfortable support along with standard front warming. The steering wheel rim is heatable in base trim too, a smart nod of respect to Rogue owners of all means, while rear outboard seat heaters are optional, as is two-way driver’s memory. Other options include a surround parking camera system Nissan calls Intelligent Around View Monitor, this combined with the aforementioned rear driver assistive systems.

A smart electronic shift lever is shorter and positioned closer to the driver, and due to not needing any mechanical hardware underneath, allows for a raised centre console with plenty of what-have-you space on a shelf below.

The Rogue still doesn’t provide a centre pass-through in the second row or better yet, the 40/20/40-split rear seatbacks provided by some competitors, which allow owners to lay longer items like skis down the middle while rear passengers enjoy the more comfortable, optionally heated rear window seats, but Nissan does include a one-touch automated folding mechanism with “an available remote fold feature” for convenience. The Japanese brand’s useful Divide-n-Hide cargo system is once again available too, plus a powered and Motion Activated Liftgate that lets you open the rear hatch by kicking your foot under the back bumper.

Once again available in S, SV and Platinum trim levels, the 2021 Rogue will be available this fall, with pricing expected closer to its launch date. If all this sounds like it’s worth waiting for, stay tuned for more updates, but if you’d rather take advantage of some pretty incredible savings available on the current model, check out CarCostCanada’s 2020 Nissan Rogue Canada Prices page that was showing up to $5,000 in additional incentives at the time of writing. All you’ll need in order to learn about available manufacturer rebates, financing and leasing deals, plus otherwise hard to find dealer invoice pricing is an inexpensive CarCostCanada membership. Find out how it works now and while you’re at it, download the free CarCostCanada mobile app from the Apple Store or Google Play Store.

Story credits: Trevor Hofmann

Photo credits: Nissan

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect…

New Car Reviews

2019 Mazda CX-5 Signature Diesel Road Test

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect match your idealistic imagination conjured them up to be. As we age, most of us become a little more cautious in our approach to everything, including our next best ride.

Enter the Mazda CX-5 Signature Diesel or SkyActiv-D, a compact crossover SUV that most buyers in this class never realized was even on the radar, let alone available for the 2019 model year. Amongst the auto industry media, Mazda’s upcoming turbo-diesel was a highly anticipated new powertrain in a model that’s long earned high marks, but it took longer to arrive than expected and only lasted one single model year, a shocker that’s caused some disappointment within a small following of diesel engine fans, and as I just noted, not even a whimper from most Mazda buyers.

Of course, the latter group matters much more in the grand scheme of things than a tiny handful of oil-burner zealots and enthusiastic auto journalists, and to be fair to Mazda that’s now looking as if it made a major product planning error, Volkswagen’s Diesel-gate fiasco wasn’t a thing when the 100-year-old independent Japanese brand first decided to bring its SkyActiv-D to market (yes, Mazda is 17 years older than VW). As it is, the very fact the new turbo-diesel engine met Canadian regulations for the 2019 model year shows that it was cleaner than anything offered by the Germans, all of which dropped their diesel powerplants soon after the Diesel-gate scandal.

I’m speaking in past-tense because this review is coming out after the fact, although being that 2020 is one of the most unusual years we’ve ever experienced in the car industry, or any other sector for that matter, I was still able to find some of these unique 2019 CX-5s available to purchase new when perusing online.

In this review I’m going to cover the 2019 model shown, as well as the 2020, particularly the changes moving up to the latest model year, being that there are many more 2020s available to purchase than 2019s, with or without the SkyActiv-D powertrain with respect to the latter. If you can find a 2019 model that suits your needs, you’ll be able to benefit from up to $2,500 in additional incentives, while 2020 models are only being offered with incentives up to $1,000, as per CarCostCanada’s comprehensive 2019 Mazda CX-5 Canada Prices page and 2020 Mazda CX-5 Canada Prices page. CarCostCanada’s very affordable membership provides plenty, by the way, including manufacturer rebate information, details about any available manufacturer financing and leasing deals, dealer invoice pricing info that could save you thousands, and more.

A quick look at the just-noted 2019 Mazda CX-5 Canada Prices page will immediately show the 2.2-litre twin-turbo-diesel only being available in top-line Signature trim at a price of $45,950 plus freight and fees. Signature trim is a new for 2019 premium brand-like level that’s never previously been offered to CX-5 clientele. Other CX-5 trims include the base GX that starts at $27,850 with front-wheel drive or $29,850 with all-wheel drive, the mid-grade GS at $30,750 with FWD or $32,750 with AWD, and the previous top-line GT that starts at $37,450 and tops out at $39,450 with its 2.5-litre turbocharged gasoline with engine upgrade. GT and Signature trims include Mazda’s i-Activ all-wheel drive (AWD) as standard equipment.

The CX-5 Signature, available with the just-noted 2.5-litre turbo gas engine for $40,950 and the aforementioned diesel, builds on the already impressive CX-5 GT with features like LED cabin lighting, a 7.0-inch digital instrument cluster, a slick looking frameless rearview mirror, genuine Abachi hardwood inlays on the dash and door panels (yes, real wood, folks), plus dark chocolate brown Cocoa Nappa leather upholstery and trim, while items pulled up from the GT include front and rear signature lighting, adaptive headlamps, LED fog lights, power-folding side mirrors, proximity-sensing keyless entry, traffic sign recognition, dual-zone automatic climate control, navigation, a 10-speaker audio system including satellite radio, a garage door opener, leather upholstery, a 10-way power-adjustable driver’s seat and a six-way powered front passenger’s seat, plus more.

Details like fabric-wrapped A pillars and luxuriously padded interior surfaces including the dash top, upper and lower instrument panel, lower console side edges, door uppers front to back and armrests side to centre go further to make the CX-5 a near-luxury experience, while Mazda also adds a tasteful assortment of anodized aluminum accents throughout the compact SUV’s cabin, with some of the brushed metal switchgear receiving rich knurled metal edging for an extremely upscale appearance. It’s pretty fancy stuff from a mainstream volume-brand, leaving some in the industry to wonder (including yours truly) whether or not Mazda is making a long play for luxury brand status.

The diesel option fits the premium sector well too, being this engine type has mostly been sold through luxury brands (Volkswagen aside) such as Mercedes-Benz, Audi, BMW and the like, with Jaguar offering a bevy of diesel-powered models up until last year (so there are probably plenty of these around if you’re interested too) and Land Rover having only dropped the oil-burner in its Velar, yet not offering diesel-power in the one vehicle 4×4 enthusiasts would most likely want it in, the all-new 2021 Defender.

Back to Mazda’s diesel, it makes a rather meagre 168 horsepower yet a very healthy 290 lb-ft of torque; the low horsepower, high torque ratio normal for diesel powertrains. This said the same CX-5 Signature’s base gasoline-fed powerplant is good for 227 horsepower and 310 lb-ft of torque (take note, this engine has just been announced for the AWD Mazda3, and should be a real screamer in such a lightweight car), as long as you fill it with 93 octane premium fuel. If you don’t, and I can’t see most owners throwing that much cash into the ether, it puts out a commendable 250 horsepower and the same 310 lb-ft of torque, while the 2020 model gains an additional 10 lb-ft of torque to 320 lb-ft when fuelled with high-octane gas.

Drive both CX-5 powertrains back-to-back, as I’m sure many would-be CX-5 Diesel buyers would have done, and the benefits of the gasoline-powered version are immediately clear, at least from a performance perspective. Of course, opting for the diesel is more about fuel economy, and to that end it’s thriftier than its gasoline-powered counterpart, but probably not enough to cause a large volume of CX-5 buyers to choose it over the more conventional powertrain. The diesel’s claimed 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy is certainly better than the gasoline engine’s 10.8 city, 8.7 highway and 9.8 combined rating, but the extra $5,000 needed to upgrade makes any savings less reasonable.

Something else to consider is the nicely equipped CX-5 GT mentioned earlier, which for $37,450 offers a lot of luxury along with an even thriftier 2.0-litre SkyActiv-G four-cylinder good for 187 horsepower and 186 lb-ft of torque, plus a claimed fuel economy rating of 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with front wheel drive gets 9.3, 7.6 and 8.5 respectively.

Last year I reviewed a GT with its base engine and was very pleased with its fuel economy, performance and level of luxury after my usual weeklong test, but this said I more recently spent three months with a 2020 CX-5 Signature 2.5-litre SkyActiv-G turbo and was even more enamoured, particularly with its performance and premium fittings. I’ll be sure to review it in full detail soon, although for the sake of this review I’ll only say that Mazda made the right choice in keeping its top-line gasoline engine over its even more exclusive diesel.

Don’t get me wrong as the two models’ fuel economy disparity was even more pronounced during real life duty than on National Resources Canada’s downloadable Fuel Consumption Ratings spreadsheet. This was made even more obvious thanks to diesel fuel pump prices that are normally much lower than regular gasoline (let alone premium), but the biggest reason for the two models’ fuel economy disparity came down to the sportier 2.5-litre turbo-gasoline engine making the paddle-shift actuated 2020 CX-5 Signature way too much fun to merely coast along in comfortable bliss. With the knurled-metal, console-mounted rocker switch pulled rearward for Sport mode, the most potent CX-5 is a rarified dynamo amongst mostly dawdling compact crossover competitors, while the turbo-diesel version is much more sedate after its initial launch from standstill.

Yes, the diesel-powered CX-5 provides a lot of twist from lower speeds, and I certainly never had any problem passing slower moving traffic on the highway. It just doesn’t provide the level of sporty performance as the conventionally-fuelled turbo-four, and due to the subtle yet still evident rat-a-tat-tat sound emanating from ahead of the engine firewall, it makes the CX-5 sound a bit more truck-like than the gasoline version. This will either be good or not so good depending on your preferences. I happen to like the sound of a diesel engine, so it was kind of comforting, while its standard 19-inch Gunmetal grey Signature wheels and equally large tires provided plenty of pavement adhesion when hustling it through corners.

Unlike the gasoline-powered Signature, the diesel doesn’t provide steering wheel paddles, so its six-speed automatic transmission isn’t quite as engaging as the gearbox I more recently tested. Yes, you heard me right, like Hyundai’s Tucson and Kia’s Sportage, the CX-5 uses a conventional six-speed automatic instead of a continuously variable transmission (CVT), which has become more commonplace in this small SUV market segment, while more complex eight-speed autoboxes are now incorporated into VW’s Tiguan and Ford’s latest Escape, and even fancier nine-speed automatics can be found in the Chevrolet Equinox, GMC Terrain and Jeep Cherokee. More gears can add problems, however, with most of the eight- and nine-speed automatics just noted commonly cited for reliability issues, making Mazda’s well-proven six-speed SkyActiv-Drive transmission a good choice for those wanting something they can rely on.

Along with commendable handling, all second-generation CX-5 models I’ve driven so far have provided a comfortable ride, albeit firmer in the more performance-oriented Germanic sense than most competitors. This said, the SUV’s fully independent suspension was never harsh in any way, but instead felt wholly confidence-inspiring when pushed hard through circuitous two-lane roadways, and wonderfully controllable at higher speeds on the freeway. This is a crossover SUV I was able to spend many hours in at a time without discomfort, while its roominess from front to rear is very generous and therefore competitive with compact SUV challengers.

Feel free to check out my 2019 Mazda CX-5 GT AWD Road Test for even more detail, particularly about its best-in-class 40/20/40 split-folding rear seatbacks with convenient cargo sidewall-mounted release levers, cargo measurements and more, and remember to download the free CarCostCanada app to your smartphone from the Apple Store or Google Play Store so you can get the best deal possible on this impressive compact SUV.

I won’t try to claim that I know which engine will best suit your needs, because those who already like diesels will love the short-lived SkyActiv-D, and performance fans will no doubt want the much quicker SkyActiv-G turbo, while some will prefer to save as much as possible by purchasing a more affordable trim and therefore be happy with the naturally aspirated SkyActiv-G powerplant, as I was. Either way Mazda has you covered, at least for a little while longer, unless you’re looking for a hybrid. If that’s the case, you may want to wait for Mazda’s sporty looking electric crossover just unveiled at the Tokyo auto show.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019…

New Car Reviews

2019 Hyundai Accent 5-Door Ultimate Road Test

Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019 version probably threw a few diehard Hyundai buyers for a loop, with the previous L, LE, GL and GLS lines being creatively redubbed Essential, Preferred and Ultimate.

The car before you would’ve been named the Accent GLS 5-Door Manual back in 2017 when the 2018 model debuted, but for 2019 was renamed the Accent Ultimate 5-Door Manual. The manual in this top-line trim won’t exist for 2020, incidentally, so being that this exact model in 2019 form was still available at the time of writing, I thought I’d tell you about it along with changes made to the new 2020 Accent, plus let you know about any potential savings on either car.

For starters, the Accent Sedan is gone. Yes, those who love subcompact four-door sedans can no longer look to Hyundai to satiate their desires. Hyundai isn’t alone, with Toyota dropping its Mazda-built Yaris Sedan for 2020 as well, Nissan saying goodbye to its Versa Note and not bringing its redesigned Versa sedan north of the 49th, Ford killing off its entire Fiesta line that included a sedan and hatchback last year, and Chevy having done likewise with its Sonic the year before, leaving Kia’s Rio as the sole option for three-box city car buyers.

Also new, the Accent gets a fully redesigned engine for 2020, plus a new optional continuously variable transmission (CVT). Gone is this car’s very reliable 1.6-litre four-cylinder that’s good for a commendable 132 horsepower and 119 lb-ft of torque, replaced by the South Korean brand’s all-new 1.6-litre Smartstream four-cylinder engine making 120 horsepower and 113 lb-ft of torque.

The new powertrain is obviously more about fuel economy than performance, having said goodbye to 12 horsepower plus 6 lb-ft of torque, and to this end it achieves an impressive 7.8 L/100km in the city, 6.1 on the highway and 7.0 combined with its base six-speed manual, or an even better 7.3 city, 6.0 highway and 6.7 combined with its most fuel-efficient CVT. It really shines when compared to the outgoing model shown here, which could only achieve a claimed rating of 8.2 city, 6.3 highway and 7.3 combined no matter whether using its six-speed manual or six-speed automatic.

Of course, the 2019 example before you really shines when taking off from a standing start or passing on the highway. True, I haven’t driven the new 2020 model yet, so Hyundai may have made up for its engine output disadvantage with shortened initial gear ratios, but I’m guessing those trading up from old to new will still find it difficult not to notice a sizeable difference in performance. Hyundai is no doubt hoping the car’s fuel economy improvements will more than make up for any accelerative shortcomings.

This said, fewer and fewer new vehicle buyers are trading up from subcompact cars to the same type of vehicle, but instead are opting for a small SUV. Hyundai has the subcompact SUV category fully covered with its new city car-sized 2020 Venue and slightly larger Kona, the latter model introduced for 2018. The sales of these two have grown exponentially, whereas the Accent’s numbers are dropping at a relatively rapid rate. From a high of 29,751 units in 2018, and still strong Canadian sales of 23,173 in 2014, the Accent’s deliveries have steadily slumped downward from 19,371 in 2015, 19,198 in 2016, 13,073 in 2017, 9,021 in 2018 and just 5,989 in 2019.

As noted, small SUV sales have been the benefactors, with the Kona finding 14,497 new buyers in its first partial year (it arrived in March) of 2018 and a whopping 25,817 units throughout 2019, making it number one in its class last year, and the same over the first three months of 2020 too. The Venue is too new and the 2020 calendar year too wonky to make any sense of how it will do overall when things normalize, but if it sells anywhere near as well as the similarly sized Nissan Kicks it should rank somewhere amongst the subcompact SUV segment’s top three or four (the Venue outsold the Kicks in March and had its best sales in May, but Nissan Canada only reports its sales quarterly so we’ll need to wait a little longer to find out—I’ll tell you in my upcoming 2020 Venue and Kicks reviews). Of more importance to this review, in Q1 of 2020 the Venue outsold the Accent by about 1.6 to 1, making it easier to appreciate why Hyundai dropped the slower selling sedan variant.

This said there are a lot of reasons to choose the Accent over one of its taller more SUV-like brethren. I say SUV-like because most modern SUVs are little more than raised hatchbacks or wagons with chunkier, beefier styling. Some, like the Venue, don’t even offer all-wheel drive, so their buyers are opting for a more rugged go-anywhere design and a taller ride-height for better outward visibility. They give up some handing chops and oftentimes fuel economy too, but that’s ok in today’s oh-so image conscious society.

The Accent’s 2018 redesign was a major improvement over its more sheepish predecessor, its much bolder wide mouth grille adding a little Audi-like presence to this entry-level commuter. In Ultimate trim there’s more chrome bits to brighten the exterior, particularly on the front fascia that incorporates a set of fog lamps with metal brightwork bezels on each corner, while the side window belt mouldings and each of its four door handles are chromed as well. The LED headlamps with LED signature accents help spiff up this top-line trim too, as do the LED turn signals integrated within the side mirror housings, while a sporty set of 17-inch multi-spoke alloy wheels round out the look nicely, these framing a set of four-wheel disc brakes in Ultimate trim (lesser versions use rear drums).

I have to say, the Accent’s exterior styling never left me feeling as if I was living at the entry level of the market. Along with the big, bold grille is a wonderfully detailed front fascia worthy of hot hatch respect, albeit the car’s dramatically sculpted rear valance is even more eye-catching thanks to a large, body-wide black mesh grille insert resulting in a particularly aggressive look. A rear roof top spoiler gives the Accent’s profile a longer, leaner appearance, although it’s not as if they need to visually stretch this car in order to make it look longer than it actually is.

This is the largest Accent in its 18-year tenure, or at least it’s been on the Canadian market for 18 years. The Accent nameplate has been in existence longer, but here in Canada it was previously dubbed Excel, and before that Pony. I’ve driven every generation since the mid-‘80s rear-wheel drive Giorgetto Giugiaro-designed original took our market by storm, and believe me it’s come a long way (as has everything else).

The current 4,190-mm long Accent hatchback is 90 mm lengthier than its 18-year-old predecessor, with a 2,580-mm long wheelbase that now spans 180 mm more, while the new car’s 1,729-mm width shows its greatest growth at 109 mm from side-to-side, its 1,450 mm in height only 55 mm taller. Of course, this makes today’s subcompact more like the compacts of yesteryear, which actually means they’re better value than ever when factoring in that the Accent’s price hasn’t really gone up when compared to inflation.

The base Essential starts at just $14,949 plus freight and fees for 2020, by the way, which is quite a bit cheaper than last year’s $17,349 base price. Unusual I know, especially when factoring in the thrifty new engine, but the 2019 model came standard with a Comfort Package that’s extra with the 2020 model, the new 2020 Essential with Comfort Package now starting at $17,699. The price for the Accent’s second-rung Preferred trim has increased too, from $17,549 last year to $17,899 this year, while the as-tested Ultimate has added $1,250 from $20,049 to $21,649, but take note the new CVT auto is now standard whereas last year’s six-speed automatic was an extra (what do ya know?) $1,250 across the line.

Another interesting point about small car value that most Canadians don’t realize is the great deal we’re getting here compared to the U.S. The base 2020 Accent south of the 49th (that just happens to be a sedan as no hatchback is offered there) is $15,295 USD, which was $20,735 CAD after calculating the exchange rate at the time of writing. Likewise, their top-line 2020 Accent Limited is $19,400 USD or $26,300 CAD, while our full-load Ultimate is once again just $21,649. We’re getting a stellar deal.

On top of this, Hyundai Canada is offering factory leasing and financing rates from zero percent on 2019 models or up to $750 in additional incentives for 2020 models according to CarCostCanada, where you can find out about available rebates, financing rates and even dealer invoice pricing that could save you thousands on your next new car purchase. They’ve even got a free mobile app to make your car shopping experience easier, so make sure to find out how their smart system can save you big time before you purchase your next car.

The Accent’s larger exterior dimensions translate into a much roomier subcompact hatchback than you might have been expecting, especially when it comes to width. The seats offer plenty of adjustability as long as you’re not looking to modulate the driver’s lumbar area, which is static as is usually the case in this class. I could’ve used a more pronounced lower backrest and better side bolstering, but I can understand this is a one-seat-fits-all compromise and therefore it’s not going to match everyone’s body type ideally. The rest of its adjustments are more than adequate, however, while the tilt and telescopic steering column’s reach was particularly good, enough so that my long-legged, short-torso frame was able to feel right at home with excellent control of the wheel and pedals, not always the case in this category.

Rear seat spaciousness was very good too, but take note that even in this top-line trim there’s no folding centre armrest in back. Instead, the seatbacks fold 60/40 to expand the already generous dedicated cargo area when the need to load in longer items arises. When folded the seatbacks are about four inches above the load floor, which therefore isn’t flat, but most will probably prefer that Hyundai chose to maximize available volume instead of creating a level load area when the rear seats are lowered. A spare-saver tire and some tools can be found below the load floor, while a hard-shell cargo cover hovers above, all par for the course in this segment.

More out of the norm for this subcompact segment is the Accent 5-Door Ultimate’s tastefully sporty interior design, plus its impressive load of features. The fact you can leave its key fob in your pocket or purse when opening the door via proximity-sensing access before starting the engine with a button just goes to show how far Hyundai has gone to lift up this lower class into a more sophisticated crowd. The cabin is further enhanced with a sharp-looking two-tone red and black motif. Hyundai doesn’t go so far as to finish any surfaces with soft-touch synthetics, other than the padded leatherette armrests and of course the nicely upholstered seats, these complete with red leatherette side bolsters, red stitching and a stack of six hexagonal shapes embroidered onto their cloth backrests, all of which match the door panel inserts, the red stitching on the shifter boot, and the red baseball stitching on the inside rim of the leather-wrapped steering wheel. Once again everything mentioned impresses more than most shopping in this category will expect.

The steering wheel spokes include very high-quality switchgear left and right, the toggles on the former for the audio system and surrounding buttons for audio mode control, voice activation, and connecting to the phone, whereas the latter spoke’s switches are for scrolling through the monochromatic multi-information display and cruise controls.

The gauges ahead of the driver are a simple fare, with backlit dials surrounding the just-noted multi-info display, so if you want to be impressed by a digital interface as you’ll need to look to the right at the centre stack which gets a large touchscreen infotainment display complete with Android Auto and Apple CarPlay smartphone integration, Bluetooth phone and audio streaming, regular audio functions, the latter including satellite radio, plus more.

Just below is a single-zone automatic climate control interface that’s made easy to use thanks to large dials that accept winter gloves, while below that is a row of buttons for three-way heated front seats and even a heatable steering wheel rim. At the base of the centre stack is a large bin for storing your smartphone, with connections for a USB-A charge port and an auxiliary plug.

Forward collision warning with automatic emergency braking is included in the top-line Accent, as is a powered glass sunroof, while features pulled up from lesser trims include the tilt-and-telescopic steering (an improvement over the tilt steering wheel in base trim), cruise control, front seat warmers and the 7.0-inch infotainment display noted earlier (the base model gets a 5.0-inch colour touchscreen), plus automatic on/off headlights, six-speaker audio (up from four speakers in base trim), keyless entry, and a rear seating area USB-A charging port from Preferred trim, the automatic transmission and Bluetooth mentioned before, plus power-adjustable and heated side mirrors, air conditioning and power windows from the Essential Comfort package, and lastly variable intermittent front wipers, six-way driver and four-way front passenger manually adjustable seats, plus power door locks from base Essential trim.

As noted earlier my test car came with a six-speed manual gearbox that’s no longer available in top-line Ultimate trim, this a shame to those of us who appreciate the sportier nature of a DIY transmission. The little car really comes alive with the manual, which makes the most of its aforementioned 138 horsepower. Takeoff from standstill is quick, the shifts are smooth and clutch take-up good, while braking is strong too. High-speed handling is more than adequate for the class, the Accent’s previously noted width and lower ride height (than an SUV) allowing for less body roll than you might expect. Likewise, it feels nice and stable at highway speeds, making this a car I could cruise in all day. Truly, it’s a comfortable and confidence inspiring little ride, which is no doubt a key reason it remains such a strong seller in this class.

Yes, the Accent’s entry-level car category might seem like a dying breed, but all it would take to reignite interest in small, cheap commuters like this is an extended downturn in the economy, and that could very well be just around the next corner. Combined with rising fuel prices (we’re once again experiencing that too), the Accent makes a good case for itself, with the icing on its cake being a five-year, 100,000 km comprehensive warranty. I recommend you check this little car out, and remember to opt for the 2019 if your prime focus is performance, or 2020 if you’re looking to save a bit more at the pump.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

News & Reviews- Month: July 2020