December | 2020 | The Car Magazine

Perfect? No. Excellent? Yes. That’s it. I’m done. How I wish it were that easy to summarize a week with one of the most impressive compact sedans ever produced by a mainstream volume brand. I’d…

New Car Reviews

2020 Mazda3 GT Road Test

2020 Mazda3 GT i-ACTIV AWD — The great looking Mazda3 could win fans over on appearances alone, but its goodness goes way deeper than that.

Perfect? No. Excellent? Yes. That’s it. I’m done.

How I wish it were that easy to summarize a week with one of the most impressive compact sedans ever produced by a mainstream volume brand. I’d call it the most impressive compact sedan ever produced by a mainstream volume brand, but I haven’t driven the new 2021 turbo or 100th Anniversary Edition yet, so I’ll curb my enthusiasm until these two hit my driveway.

After making such grandiose claims of superiority, I should probably mention that I’ve undergone similar weeklong tests with multiple new examples of Honda’s best-selling Civic, Toyota’s second-most-popular Corolla, Hyundai’s third-place Elantra (which is being updated for 2021) and additional compact sedans from other makers, so my impressions come from a place of experience, however biased they may be.

We all have brand and model biases formed over years of ownership, or in my case 20-plus years of testing. This said, I try to limit any biases that might be based on the good or poor brand PR staff communications I’ve received over the years (although, in full disclosure, Mazda’s professionalism has been amongst the best in recent years), only sharing my thoughts on all aspects of the vehicle in question, its expected dependability, and its relevance in the marketplace.

First off (or maybe second off), the Mazda3 competitors named above are arguably the very best iterations of each model ever made, and very good cars overall. In fact, I’m sure you’d be happy with any of this segment’s top four, as well as most others on offer in this segment. I’m just saying you might be happier with the Mazda3, especially when comparing fully loaded variants.

The 3 sedan’s tasteful rear styling shouldn’t be offensive to anyone.

The test model shown here is Mazda’s top-line 3 sedan for 2020 in GT trim, albeit not with its i-Activ all-wheel drive system. Yet more full disclosure means I need to clarify the car driven was actually a 2019 model that I wasn’t able to review until now, but in all fairness the only visible updates to this GT were darkened 18-inch alloy wheels. Reviewing this 2019 model as a 2020 allows me to comment on this change along with others, both of which segue nicely into the various 2021 upgrades.

Your opinion of this car will no doubt be influenced by its styling, so let’s get that out of the way immediately. If you prefer smaller grille designs Mazda’s compact might not be for you, but then again, most seem to agree the brand’s large heptagonal air intake is attractively shaped and tastefully integrated into the design, nicely fitting the 3’s overall look without appearing overbearing or out of place. I especially like the way its outermost chrome edges frame the lower inside corner and bottom edge of each LED headlamp, and appreciate the simple elegance of the car’s lower front fascia.

Interestingly, the Mazda3 looks widest of all the competitors mentioned above, at least to my eyes, yet it’s the second narrowest of the four, albeit only by a handful of millimeters. Sometimes this effect is created by lowering a car’s height, but in fact the 3’s roofline is 20 mm taller than the Corolla and Elantra, and reaches 39 mm higher than the lowest Civic. The 3’s styling makes it look wider, which is the result of good design, while its greater length from nose to tail lends to its sleek side profile.

Deeply carved door panels do their part too, the dramatic depth of their indent almost making the 3 look as if it’s been sideswiped ever so neatly (check out my photo of the car’s side profile in the gallery and you’ll see what I mean). The car’s rear styling is neat and tidy too, with a slender pair of LED taillights, visually supported by an uncluttered rear apron and sporty set of circular chromed tailpipes. The rear design might not win points for uniqueness, but it scores high marks when it comes to understated good taste.

Much the same can be said about the 3’s cabin when it comes to tastefulness, although to be fair it gains some strong character points too. The dash, which is completely covered in a high-grade soft composite, seems to float above the instrument panel as it flows over the primary gauge cluster and wraps around the infotainment display, its outer edges meeting albeit not melding into the front door uppers made from the same material. These swoop downward from the front to rear of each door, starting out almost entirely flat and rounding downward as they grow thicker. Unusually, the 3’s inner rear door panels duplicate those up front, complete with pliable uppers, a feature normally only found in luxury branded models in this compact class.

Just below each soft-touch door upper is a thickly padded leather-like bolster with stylish French-stitched seams down the middle, an attractive and luxurious feature that’s also found just under the aforementioned floating dash. It visually envelopes the entire interior, even more so when combined with finished in contrasting Pure White leatherette to match an upgrade that also includes white leather seat upholstery. The 3 looks particularly stylish when finished in this two-tone motif, although it can be a bit challenging to keep clean. The 3 Sport gets the same optional treatment in Garnet Red, by the way, as does the previously noted 100th Anniversary model. I should also point out that the lower front console’s top edges receive similar stitched and padded leatherette to protect the inside knees, although these are always finished in black.

The GT’s leather-covered seats feature perforated inserts for breathability, while most of their bolsters are a solid leather like the beautifully crafted steering wheel rim and each top portion of the horizontal spokes, not to mention the shifter knob and boot. Both the steering wheel spokes and shifter feature gorgeous satin-aluminum detailing too, the latter really chunky and solid feeling. The high-grade metallic trim is in fact a theme throughout the entire cabin, highlighted by drilled aluminum speaker grilles for the great-sounding Bose audio system.

While those latter items aren’t exactly unique, the thin aluminum accent spanning most of the instrument panel, even striking through the dual-zone automatic climate control system interface, is pure industrial art. This line of brightwork underscores the centre vents as well, culminating in C-shaped (at least on the driver’s side) flourishes that wrap around the corner vents. Suffice to say there’s plenty to keep an owner in love with a 3 GT long after the honeymoon is over, which is exactly why most premium buyers spend more for a luxury brand.

All said, Mazda is not a luxury brand, with pricing for the 2020 3 sedan starting well under $20k, and the front-wheel drive version of my top-line trim priced much below Acura’s ILX, a sedan that’s front-drive only and starts at $30,490. In fact, even after increasing in price by $300 from 2019 to 2020, thanks to proximity-sensing keyless entry made standard (previously part of the Premium upgrade package), the Mazda3 GT with its automatic only came to $26,500, nearly $4,000 less than the ILX (which is really an upgraded previous-generation Honda Civic under the metal), whereas the GT with i-ACTIV AWD (that only comes with an automatic) went up $100 to $30,500 this year, a near identical price to the front-drive-only ILX. By the way, the 2020 GT Premium now includes a sharp-looking frameless centre mirror, as well as the updated alloy wheels mentioned earlier.

Also take note, the Mazda3 GT i-ACTIV AWD goes up to $32,200 for 2021, an increase of $1,700 due to features being made standard that were only previously found in the Premium upgrade package, such as a 10-way powered driver’s seat with power lumbar support and memory that also links to the side mirrors, leather upholstery, a navigation system, and tech features including SiriusXM satellite radio (with a three-month trial subscription), plus SiriusXM Traffic Plus and Travel Link (with a complimentary five-year trial subscription), and lastly Traffic Sign Recognition. Incidentally, the front-wheel drive GT auto moves up by $2,000 to $28,500 for the same reasons.

As noted earlier, there’s also been the addition of a new 2021 turbocharged GT AWD model that’s a mere $700 pricier at $32,900, so you might want to wait for that, and this upgrade in mind, Mazda dealers may want to consider how many non-turbo GTs they bring into inventory, being that soon these less potent 3s will probably only appeal to fuel-stingy commuters that want the creature comforts of a GT.

Some additional GT features include the 12-speaker Bose audio system noted earlier, plus advanced keyless entry, paddle shifters on automatic-equipped models, adaptive cornering for the auto-levelling LED signature headlamps, signature LED taillights, and 18-inch alloys, while the new Premium package includes glossy black front grille, a front wiper de-icer, an auto-dimming driver’s side mirror, reverse tilt-down on both exterior mirrors, a frameless centre mirror with auto-dimming, a HomeLink garage door transceiver, a head-up display, a 360-degree overhead parking monitor, front and rear parking sensors, emergency automatic braking for reversing, and traffic jam assist.

The GT isn’t the only Mazda3 sedan to get a price boost in 2021, with the base GX model increasing from $18,000 to $20,500 thanks to standard 16-inch alloy wheels, body-colour power-actuated side mirrors with integrated LED turn signals, manual air conditioning, heatable front seats, cruise control, and advanced blind spot monitoring with rear cross-traffic alert, all previously only available with the Convenience package, while yet more new 2021 standard 3 gear includes auto on/off headlights and rain-sensing wipers. Of note, the same model with the automatic goes up by $2,500 as well.

Mid-range GS trim remains the most affordable way to get all of Mazda’s i-Activsense safety features, including adaptive cruise control with stop and go, automatic high beams, automatic emergency braking with pedestrian detection, lane departure warning and lane keeping assist, plus driver attention alert. The GS increases in price by $200 to $22,900 for 2021.

Finally, a new 100th Anniversary Edition based on turbocharged GT i-ACTIV AWD trim approaches premium compact levels at $36,100, so you’ll have to be a real serious Mazda fan to pay the extra $3,200 needed to partake. For that money you’ll get special Snowflake White Pearl exterior paint, aforementioned Garnet Red leather upholstery and accents inside (normally reserved for the 3 Sport), red carpets and mats, the latter including unique 100th Anniversary embroidery, plus the same logo stamped onto the headrests, the key fob, the wheel centre caps, and each front fender.

I should also mention that both 2020 and 2021 Mazda3s are being offered with up to $750 in additional incentives according to CarCostCanada, where you can find out about all the latest manufacturer leasing and financing deals, rebate information, and best of all, dealer invoice pricing that can save you thousands when purchasing a new vehicle. Check out how the CarCostCanada system works, and make sure to download their free app so you can have all this important information on your smartphone when you need it most.

Of note, the five-door Mazda3 Sport gets similar year-by-year updates and price hikes, except for the base model that only increases by $200 from 2019 through 2021 due to including most of the standard features mentioned above from inception, and therefore already retailing for thousands more than 2019 and 2020 versions of the base sedan. The 100th Anniversary Edition hatchback pushes this Mazda3 model into a new near-premium price point of $37,100 too, but I won’t say anything more about the five-door Sport body style as I’ll be reviewing it separately.

Sportiness in mind, however, both Mazda3 models are available with three Skyactiv-G engine choices, all of which are fun to drive, although the new turbo dusts off distant memories of the late-great Mazdaspeed3. That engine, which makes 250 horsepower and a whopping 320 lb-ft of torque, will be covered in an upcoming review as well, being that I haven’t even driven it yet, so I’ll keep my comments to the 2.0-litre variant that makes 155 horsepower and 150 lb-ft of torque in base trim, and the non-turbo 2.5 that’s good for a respective 186 units apiece.

Performance from these two naturally aspirated engines haven’t changed since 2019, and there’s actually plenty to like about the base engine, which incidentally can only be had with GX manual and auto trims, plus GS manual trims for 2021, and comes standard with the base GX and all non-AWD versions of the GS in 2020. Its main selling point is fuel efficiency, good for a claimed 8.7 L/100km city, 6.4 highway and 7.7 combined when hooked up to the six-speed manual or 8.4, 6.6 and 7.6 respectively when mated to the six-speed auto (note, the Mazda3 doesn’t include a continuously variable transmission/CVT like most competitors, so while it may give up some thrift compared to rivals, it arguably improves drivability).

The 2.5-litre four, standard with the GS auto, all non-turbo AWD models, and the GT for 2021, makes a noticeable difference in performance without sacrificing much in fuel economy at 8.8 L/100km city, 6.6 highway and 7.8 combined with FWD or a respective 7.0, 9.2 and 8.2 with AWD.

Paddle shifters make the most of the Skyactiv-Drive automatic, especially in sport mode, and let me say it really doesn’t need more than six forward speeds, except maybe for marketing purposes. There’s something wonderful (and reliable) about a simple six-speed auto, and considering I was testing compacts with four- and five-speed automatics when I started out in this business, this is still a comparatively advanced transmission. As noted, Mazda incorporates its Skyactiv technologies, which they say combine all the advantages of conventional automatics, CVTs and dual-clutch gearboxes together—one big fat claim.

For starters, the Skyactiv-Drive autobox incorporates a significantly widened lock-up range to improve torque transfer efficiency while realizing a direct driving feel that Mazda reports as being the equivalent to a manual transmission, whereas fuel efficiency is improved by four to seven percent compared to the brand’s older non-Skyactiv automatic. While I can’t prove any of this from the wheel, it was certainly thrifty throughout my weeklong drive and responded well to input, shifting quickly and, like I mentioned a moment ago, a lot more positively than any CVT I’ve ever used (although the Corolla Hatchback’s CVT is surprisingly good).

Likewise, the Mazda3’s suspension ideally balances comfort and performance, but it goes about this in a surprisingly unsophisticated way. To be fair, the brand’s engineers chose to keep a simpler torsion-beam rear suspension in play rather than adopt an independent multi-link setup in back, and not just because it would save money that could be used elsewhere. First and foremost, it’s lighter, whereas the more straightforward design is easier to tune for the desired results. What you get is a smooth riding suspension that transitions to quick, fast-paced inputs nicely, only getting a bit unsettled when hammered through really bad patches of pavement at high speeds, mid-turn. This is where a multi-link design works better, but all said I found the 3’s torsion-beam setup hard to fault, even when pushed hard over broken road surfaces.

Fortunately, Mazda has isolated the 3’s passenger compartment so that most bumps, potholes and bridge expansion joins don’t translate to discomfort within. The body structure feels tight and solid, plus it seems as if this car gets a lot more sound-deadening insulation between outer and inner door panels than its key competitors. Again, it feels more 3 Series than Corolla in this respect, no offence to Toyota, or maybe more A-Class and A3-like, but either way resulting in that premium-like experience I’ve been going on and on about.

The 3’s driving position is similarly impressive, with enough reach from its tilt and telescopic steering column to make my long-legged, short-torso frame feel right at home, and certainly more in control than when piloting the Corolla, which needs more steering wheel extension for people shaped like me. The driver’s seat was a perfect fit too, its two-way power-adjustable lumbar support even pushing up against the small of my back where I need it most.

When seated just behind in the second row, the driver’s seat having been set up for a guy that measures five feet, eight inches tall with (once again) longish legs, and backrest canted rearward marginally, I benefited from approximately five inches of knee space to the seatback ahead, which is pretty good for this class, and no shortage of foot space below. The aforementioned taller than average roof height resulted in about three inches of room for growth above my head, while side-to-side space was more than adequate for two adults, along with reasonable room for a third when required.

Rear seat accoutrements include a fold-down centre armrest with two integrated cupholders, and that’s it. No heatable rear outboard seats, and even stranger, no air vents or USB charge ports on the backside of the front console. This is only odd due to Mazda finishing off all rear surfaces as nicely as those up front, as noted earlier in this review.

As for this sedan’s trunk, it’s about average in size for this class at 358 litres, and includes expandability via the segment’s usual 60/40 split-folding rear seatbacks. If Mazda wanted to appeal even more to the premium crowd, 40/20/40-split rear seats, or at least a centre pass-through would help, this potentially a dealmaker for outdoor sports enthusiasts who might choose an all-wheel drive 3 over a competitor thanks to its all-weather traction, especially if they can fit their skis safely inside with four occupants onboard.

I wouldn’t mention this for a car in this class if Mazda wasn’t already one of the only mainstream manufacturers to provide 40/20/40-split rear seatbacks in its compact CX-5 SUV, meaning they’ve proven to understand how important passenger/cargo flexibility is to their buyers.

I wouldn’t call that last issue a complaint, but I do have a few negatives to bring up with the Mazda3 GT. For starters, I found the sensitivity of the auto braking and lane change alerts a bit annoying, but not as much as the nagging digital voice’s constant speed limit announcements. If this had been my personal car, I would’ve quickly found a way to turn that feature off.

Also, the dual auto HVAC system was more difficult to set to a comfortable temperature than what I normally experience in other brands. I therefore chose 20C so it wasn’t overly hot, but take note 20.5C was already uncomfortably warm. This means there was no middle ground, with 20C being on the cool side and 20.5C requiring the windows powered down a crack. I ended up setting it to 20C and using the three-way heated seats to keep my backside warm, not to mention the heatable steering wheel rim.

I’d also like to see Mazda improve the otherwise handy radio volume/tuner knob on the lower console, which rotates for the former and can be modulated from side-to-side for the latter. It works perfectly for changing AM/FM stations, but scrolling through satellite stations requires a tedious multi-step process within the infotainment system’s audio interface, each and every time you want to do so. I ended up saving my favourite stations to a list accessible from the star button just next to the volume/tuner knob, so at least a shortcut method has been provided, but I’d like to see some sort of improvement for tuning in satellite stations just the same.

You might find my little complaints more annoying to read than these issues actually are in real life, this probable after factoring in just how excellent the Mazda3 is in every other respect. If I were buying in this class, this car would be right at the top of my list and probably get the nod, albeit with that new turbocharged engine upgrade and potentially the Sport body style.

It’s hard to argue against a car that recently won the 2020 World Car Design of the Year award after all, let alone took top honours in AJAC’s 2020 Canadian Car of the Year earlier, and the 2019 Women’s World Car of the Year before that, while earning an IIHS Top Safety Pick+ award is an accolade worth mentioning too. All that aside, I like its styling, love its interior design and materials quality, find it comfortably accommodating, appreciate its expected reliability, and always enjoy spending time in its driver’s seat. In other words, I highly recommend the Mazda3.

Story and photos by Trevor Hofmann

Everyone knows Lexus SUVs are amongst the most reliable in the luxury sector, but just one look at Audi’s Q8 and I don’t give a rip. Certainly, today’s RX is an attractive crossover that deserves…

New Car Reviews

2020 Audi Q8 Technik 55 TFSI Quattro Road Test

Everyone knows Lexus SUVs are amongst the most reliable in the luxury sector, but just one look at Audi’s Q8 and I don’t give a rip. Certainly, today’s RX is an attractive crossover that deserves its place atop the sales heap, but the Q8 is downright gorgeous, which can’t be said about the majority of utility vehicles this side of a Lamborghini Urus. It’s no coincidence, therefore, that the ultra-hot Lambo shares much of its underpinnings with the top-tier Audi, not to mention Porsche’s Cayenne Coupe and, through its Q7 roots, Bentley’s Bentayga, too.

Yes, I just named two of today’s five available exotic SUVs, and while the Cayenne might not be considered exotic, it arguably sits higher in the ultra-premium pecking order than anything from BMW, Mercedes-Benz and, yes, Audi. The rest of the super-SUV segment is made up by Maserati’s Levante (that’s only exotic because Ferrari’s upcoming Purosangue hasn’t arrived yet), Aston Martin’s DBX, and the Rolls-Royce Cullinan, in order of exclusivity. Two out of five super-SUVs, all based on the Q7/Q8 (which is actually VW’s MLB platform) is impressive to say the least, so therefore we need to agree that the comparatively affordable Q8 Technik 55 TFSI Quattro shown here plays in a rarified, prestigious crowd.

Speaking of affordable, the Q8’s price hasn’t changed much over the three years it’s been available, with CarCostCanada showing a base sticker of $81,200 in 2019, $82,350 in 2020, and $82,550 for the upcoming 2021 model. Even better, Audi is currently offering up to $4,000 in additional incentives for 2020 and 2021 models, so keep that in mind while perusing this review.

The Q8 was introduced for the 2019 model year, incidentally, and except for a handful of tech features that have made their way to base Progressiv trim in newer versions, 2019, 2020 and 2021 models pretty well the same. Fortunately, the Q8 Technik being reviewed here included most everything Audi had on offer when tested, and thus all that’s available for 2021.

You wouldn’t be alone if you’re wondering how the Q8 fits into Audi’s SUV lineup, because in effect it’s the two-row, five-seat version of the three-row, seven-occupant Q7, yet costs more. Audi seems to be targeting sportier SUV variants like BMW’s X6 and Mercedes’ GLE Coupe, even though the Q8 is only slightly less practical than the just-noted German brands’ respective X5 and more upright GLE, not to mention the five-passenger Lexus RX mentioned a moment ago.

Specifically, the Q8’s 605 litres of dedicated cargo volume is down 90 litres when compared to the RX, although at 1,719 litres total it has 140 additional litres of gear-toting space than the Japanese alternative when their rear seats are folded flat. Likewise, the Q8 has 40 litres less area behind its second row than the X5 and 25 more than the X6, although gets pragmatically walloped by a sizeable 328 litres when laying the bigger BMW’s seats down. Still, it’s 194 litres more accommodating than the X6 when fully optimized. As for Mercedes’ GLE and GLE Coupe entries, they’re both more commodious in the cargo area, with the former up 85 litres behind the second row and 336 litres when those seats are lowered, and the latter improving on the Q8 by 45 litres and 1 litre respectively.

How did I go from comparing the Q8 and Lamborghini’s Urus to talking about cargo carrying mundanities? I might as well of started off talking about fuel economy, which is (I can’t help myself) rated at 13.8 L/100km city, 11.7 highway and 12.7 combined. Now that I’ve completely lost your interest, my boring, pragmatic point is that despite being on a more performance-focused mission than, say, the Q7 that comes standard with a 248-horsepower turbo-four in base trim and can’t be had with the Q8’s top-line 591-horsepower RS powertrain, my sporty looking tester’s 335-horsepower V6 hardly challenges anything from Sant’Agata Bolognese.

With 369 lb-ft of torque available, the 3.0-litre V6-powered Q8 is quick, mind you, or at least quicker than most will require more often than not, and if you absolutely must have more when needed, Audi offers the 500 horsepower SQ8 that puts 568 lb-ft of torque down to tarmac, and the already mentioned RS Q8 that incidentally puts out a formidable 590 lb-ft.

The most potent variety is good for a 3.8-second run to 100 km/h, which in fact mirrors the straight-line performance produced by Bentley’s W12-powered Bentayga, but still comes up 0.2 seconds shy of the Urus’ 3.6-second run. This said, if you can tell the difference from the seat of your pants I’ll be impressed. As for the mid-range SQ8, it’s good for a 4.3-second rip from standstill to 100 km/h, while Audi claims 6.0 seconds for the same feat in my tester’s 55 TFSI Quattro configuration. That’s pretty damn fast for a luxury SUV, by the way, so while this is the slowpoke of this very speedy bunch, it’s by no means a snail.

Part of the go-fast equation is ZF’s well-proven eight-speed automatic that does double-duty in the Q7 as well as plenty of other luxury models in and out of the Audi family. It’s as effortlessly smooth during everyday driving and as brilliantly quick-shifting when pushed hard as in the Q7, while Quattro continues Audi’s all-wheel drive leadership with sensational traction no matter the road conditions. The Q8 includes Comfort, Auto, Dynamic (sport), Individual and Off Road “drive select” modes too, the sportiest of which make the most of the SUV’s direct electromechanical steering setup and capably tuned five-link front and rear suspension design, resulting in a luxury crossover that’s as comfortably docile as required, or as entertaining as most could want, at least this side of a more performance-oriented trim.

Truly, as enjoyable as I found the Q8 to drive, this base model is more about comfort than speed. This is immediately noticeable when looking inside, where one of the industry’s most attractive interior designs is joined by Audi’s renowned materials quality and build execution. Like the Q8’s exterior styling, the cabin features a stylish array of sharply shaped soft and hard surfaces organized within a horizontal layout that visually enhances the SUV’s width, resulting in a very spacious look, feel and reality; the expansive panoramic sunroof overhead doesn’t hurt matters either.

My tester’s interior was mostly charcoal grey except for large sections of piano black surfacing across the instrument panel and lower console, which melded perfectly with various integrated electronic displays, plus the warming addition of some brown to the otherwise grey-stained open-pore hardwood inlays found on the outside of the same lower console as well as the doors.

While hardly the type of traditional warmth still provided by some luxury brands, the Q8’s cabin is far from austere, helped out significantly by Audi’s usual tastefully applied aluminum accents and the just-noted electronic screens, which colourfully brighten the gauge cluster and centre stack.

Not just high in resolution, these are clear, colourful, graphically stimulating high-definition displays filled with functionality, starting with Audi’s “Virtual Cockpit,” a fully digital gauge cluster that’s like no other, and followed up by two touchscreens on the centre stack, the main infotainment interface up top and a smaller secondary unit dedicated to the heating and ventilation system below.

I’ve gone on at length about Audi’s Virtual Cockpit in previous reviews going back years, initially blown away with its “VIEW” button-actuated capability of expanding multi-information features to encompass the entire display, except for tiny primary driving dials that remain in each lower corner. Now, a number of competitors provide similar functionality, but Audi’s remains one of the slickest operators for its ease of use and ample personalization capability.

I especially like expanding the navigation map within that gauge cluster, as it’s not only an eye-popping conversation starter when friends are riding along, but really helpful when wanting to focus on the road ahead. Better yet, utilizing a larger multi-information display for such functions frees the main infotainment display for front passenger use, while the HVAC controls are always close at hand.

Certainly, the latter effect is much the same as with cars that keep analogue HVAC controls in similar positions, but the Q8’s slick-looking, nicely organized interface modernizes the entire experience, while also preventing coffee spills and food crumbs from slipping between the cracks of buttons, knobs and switches, therefore maintaining a cleaner and more hygienic environment.

By the way, the aforementioned “drive select” modes are incorporated into a narrow, touch-sensitive strip just below the HVAC interface, which also includes a button for cancelling traction and stability control, switching on the hazard lights, and choosing defog/defrost settings. This switchgear, and all others in the Q8’s tidy cabin, is extremely well made.

Such attention to detail is expected from Audi, as is interior comfort. Number one with me is a vehicle’s driving position, because my legs are longer than my torso, so once I’ve moved my seat rearward enough to accommodate the former, I need more reach from the telescopic steering column than some vehicle’s offer in order to comfortably hold onto the rim of the wheel, without cranking my seatback to a near vertical position. This is critical for control too, because the ability to lay one’s wrist over the top of the wheel is optimal, allowing relaxed, bent elbows when the hands are positioned at the 9 and 3 o’clock positions. To make a short story long, the Q8’s driving position is near perfect, making it the perfect companion for all situations.

The driver’s seat also included plenty of adjustments, including a lower cushion that could be extended to cup below the knees, one of my favourite features, while along with the usual fore/aft, up/down, recline, and four-way lumbar, was a comprehensive massage feature providing wave, pulse, stretch, relaxation, shoulder, and activation modes, plus a trio of intensity levels, while the usual three-way warming cushions were accompanied by three-temperature cooling.

When my seat was pushed back far enough to accommodate my long-legged five-foot-eight frame, I still had ample room overhead, which makes sense being that Ingolstadt’s team of product planners live amongst a relatively tall Germanic population. Likewise, for all other directions, of course, not to mention the SUV’s rear quarters that are very generous as well. In fact, I could almost fully stretch out in back, which is unusually good even for the luxury class.

When the third passenger stays home, rear occupants benefit from a wide, comfortable fold-down centre armrest, complete with dual cupholders, as well as power-operated side sunshades that can both be modulated at either side of the cabin. The climate control system is four-zone, so Audi provides another touch-capacitive control interface on the backside of the front console, complete with switches for the rear outboard seat warmers, all of which sit just under a set of HVAC vents that combine with one more on the rear of each B-pillar.

I spoke about cargo capacity at the beginning of this review, so at the risk of banging on about even more dimensional specs, suffice to say it should be roomy enough for most peoples’ needs while providing an extremely well-finished, fully-carpeted compartment with an attractive aluminum protective plate on the door sill, bright metal tie-down hoops, and a neat little webbed storage area, while the seatbacks are configured in the optimal 40/20/40 split-folding configuration, allowing longer items like skis to be stored down the middle while rear passengers enjoy the more comfortable heated window seats.

The top-line 2020 Q8 Technik 55 TFSI Quattro trim I tested starts at $90,200 plus freight and fees, which was a big move up from the previous year’s price of $88,800, but not quite as dear as the $91,200 needed for a 2021 model. I suppose needed is not quite the right word, being that once again Audi is providing $4,000 in incentives for those wise enough to take advantage, with all of the information needed to do so found on either CarCostCanada’s 2020 Audi Q8 Canada Prices page or the 2021 Audi Q8 Canada Prices page.

Incidentally, CarCostCanada’s ultra-affordable membership provides inside information about any available manufacturer rebate, all manufacturer financing and leasing deals, as well as dealer invoice pricing that gives you a significant edge when negotiating your deal. Be sure to find out how it works, and while you’re at it download the free CarCostCanada app so you can have all the most critical info you need at your fingertips when shopping for your Q8, or any other new car, truck or SUV.

This said, the Q8 is a good place to start shopping. From its handsome design and beautifully finished interior, to its strong performance and many practical elements, such as its strong set of standard and optional features, its superb comfort front to back, and its all-round generous accommodations, the Q8 is hard to beat.

Story by Trevor Hofmann

Photos by Karen Tuggay

Want a great deal on one of the best cars currently available? Mercedes-Benz is offering up to $7,500 in additional incentives on the outgoing 2020 E-Class, and some quick research shows there are still…

New Car Reviews

2020 Mercedes-Benz E 450 4Matic Road Test

Want a great deal on one of the best cars currently available? Mercedes-Benz is offering up to $7,500 in additional incentives on the outgoing 2020 E-Class, and some quick research shows there are still some new ones available.

Mercedes has given the 2021 E-Class a refresh, updating the entire front fascia with a fresh, sporty take on the brand’s classic open oval, replacing the 2020 model’s horizontal slats with vertical dividers, while adding redesigned LED headlamps to each side. Updates to the lower front intakes are more subtle, but evident, as are changes to the car’s side profile, my E 450 4Matic tester swapping blackened window surrounds for bright metal and vice versa for the door handle trim. Of course, the wheels are new, but not because the 2020 rims were any less attractive.

Unlike most refreshes, the 2021 E-Class sedan’s taillights were dramatically updated, swapping out the 2020 model’s large, somewhat droopy ovoid clusters for a sharp new set of horizontally positioned lenses, these now cutting into the trunk lid, while the rest of the car’s hind end looks much the same as its predecessor, excepting some bright metal trim visually tying its tailpipes together. The modifications really make a difference to the E sedan’s looks, taking it from attractive to downright stunning, and bringing it up to date with other recently redesigned Mercedes’ sedans in the lineup, particularly the entry-level A-Class.

Moving inside, the German luxury brand added a new steering-wheel design and its latest MBUX infotainment system, enhancing what was already a very good interface, while additional advanced driver-assistance technology has been added to the mix too.

Lastly, the E 450 model says goodbye to its twin-turbo V6 for an entirely new turbocharged inline-six, which is a surprising move back in engine configurations for a brand that once solely made its six-cylinder engines in linear form. Inline six-cylinder engines are inherently smoother than V6s, which should bode well for enhanced refinement levels, not that the V6 is anything to harshly criticize. I should also mention that the 2021 model year sees the E 350e plug-in hybrid enter the fray, providing strong performance, improved fuel economy and the ability to utilize high-occupancy lanes during rush hour (depending on the regulations in your market).

I realize now that calling the 2021 E-Class a refresh is probably an understatement, as it’s more of a full redesign, at least in E 450 guise. Still, it’s most the same under the skin and inside, and to be fair to this 2020 version, little was needed to smarten up its interior. It starts with the most technologically impressive gauge cluster and infotainment combinations in the industry, Mercedes’ aforementioned MBUX display. Nothing looks anywhere near as advanced, with the only negative I could find being my personal need to spend less time in front of smartphone, tablet and TV screens.

The two conjoined displays are graphically stimulating, bright and colourful, high in definition, and impressively configurable, the left-side primary instrument and multi-information combo controllable via steering wheel switchgear, and one on the right incorporating modulated by way of lower console controls. I’d personally appreciate being able to tap, swipe and pinch directly on the display, but I also like having a set of remote dials and buttons closer at hand. As it is, the system’s only touch capacitive capability is atop the rotating dial, which was actually very effective.

Infotainment features are wide and diverse, some highlights including a dual-screen backup/overhead parking camera, Apple CarPlay and Android Auto smartphone integration, accurate navigation, satellite radio, myriad car setting functions including the adjustment of various coloured mood lighting, HVAC control including plenty of seat adjustments and multiple massage settings, and the list goes on.

Those seats are fabulous, as you might expect from the planet’s best-selling mid-size luxury car. Mercedes has always made superbly supportive and comfortable driver’s seats, even going back to my old ’72 280SE (how I loved that car). It comes complete with three-way heating, three-way cooling, a powered headrest, an extendable lower cushion, and powered side bolsters that can be set to automatically increase support to the opposite side in which you’re turning, plus all the usual fore and aft, up and down, and recline controls. It’s even possible to adjust the front passenger’s seat from the driver’s side switchgear, including its lower cushion extension and all other functions. That’s pretty amazing.

The driving position is excellent too, with ample reach from the tilt and telescopic steering wheel, not always the case which can be a problem for some body types (like mine). The seats’ leatherwork is beautifully crafted, as are all the open-grain hardwood inlays across the dash, console and door panels, while other niceties include a tasteful assortment of satin-finish aluminum and inky piano black lacquered trim in key areas around the cabin.

Gorgeous dark brown leather covered the entire dash top and door uppers too, with wonderful beige cream stitching. It was really a feast for cappuccino starved eyes. That Mercedes chose to emulate Rolex’ first-generation Explorer for the E’s dash-mounted clock is perfectly fitting, the circular time-teller following a similarly round interior theme dominated by a row of aluminum-trimmed air vents across the dash, and drilled aluminum speaker grilles (complete with a centre “f” hole that fans of the Gibson ES 335, Guild Country Gentleman, and similar hollow-body guitars will adore) for the sensational Burmester audio system. Truly, everything about the E 450’s interior was impeccably made from the best materials, even including the overhead console and rubberized sunglasses holder, the switches for the LED reading lights, and the rocker switch for the large dual pane powered panoramic sunroof and shade.

Of course, all roof pillars are fabric wrapped, while each door panel is soft to the touch all the way down to their bottoms. The sides of the centre console are pliable too, so as not to chafe the knees. Unlike some lesser models, the E-Class goes all the way with luxury, not matching the S-Class, of course, but getting very close.

This is true for rear seat occupants too, yet while the S-Class is certainly more accommodating and more luxurious, the E won’t doesn’t leave anyone wanting for too much more. There should be ample legroom, headroom, and width for most body types, and three-way heatable outboard seats were included in my tester as well. So was excellent venting from the backside of the front console, this hovering above a pop-out panel revealing two USB-A ports and a 12-volt charger, while a folding centre armrest includes a set of complex extendable cupholders as well as a lidded storage compartment under its padded cushion.

That armrest is attached to a foldable backing that, once lowered, provides a large pass-through from the trunk, ideal for longer cargo such as skis. The seats can be lowered in the usual 60/40 configuration after that, although should really be referred to as a 40/20/40 split. That trunk is nicely finished, by the way, as anyone who’s spent time with a Mercedes should expect.

Back up front, I found myself searching online to figure out how to heat up the steering wheel rim. The switch can be found on the end of the tilt and telescopic power steering column stalk. Just give it a twist and it even warms all the way around. The three-way heated driver’s seat was easier to source, as it’s right on the door panel above the seat controls that incidentally include three-way memory functions.

I started my driving impressions with warmth because getting comfortable is what the E 450 is mostly about, at least initially. Following this theme, the E’s ride is cloud-like. I hesitate using the word cloud because it denotes the feeling of floating, which reminds me of a particularly nauseating ride to Amsterdam’s Schiphol airport as a child, in the back of a Netherlands taxi cab.

Of course, like most European taxis at that time, it was a Mercedes-Benz, similar to the one I expressed my love for earlier in this review. If you know anything about that drive, you’ll have memory of the plentiful dikes that need to be passed over along the way. Unfortunately, my dear brother wasn’t paying attention to the road ahead and the numerous dikes we repeatedly floated over and became violently car sick. Truly, that Merc’s suspension was much more pillowy than the domestic cars we’d grown up with in Canada. Those were car bodies on truck chassis, so it was safe to say we had never experienced anything this smooth before. I think the same could be said for anyone that’s never driven a mid- to full-size Mercedes-Benz car, and may be one of the key reasons a luxury buyer might consider purchasing one of the brand’s cars over their SUVs, not that the SUVs are particularly harsh.

While comfortable beyond measure, the E 450 4Matic also provides shocking good grip when pushed hard around fast-paced corners, no matter the weather conditions. Much of my weeklong test including wet road surfaces, although we also had a day of snow thrown in for good measure. Fortunately, I also experienced this E-Class in the dry, which allows me to attest to the fact this E 450 can manage everything thrown at it with grace and composure. I’d venture to say it’s one of the most well-rounded luxury sedans I’ve ever driven, and I’ve been behind the wheel of most.

Much of that driving prowess comes from the aforementioned powertrain, which provides impressive forward thrust thanks to the six cylinders mentioned earlier. This 2020 model’s engine featured the outgoing V configuration, which is still a force to be reckoned with thanks to 362 horsepower and 369 lb-ft of torque from a twin-turbocharged 3.0-litre V6. To be very clear, output hasn’t changed one iota despite the move to a 3.0-litre inline six for 2021, although due to the inclusion of EQ Boost, a 48-volt mild-hybrid assist system featuring a starter/generator that makes 21 horsepower and 184 pound-feet of torque on its own.

Therefore, the new power unit is significantly more efficient, with the 2020 model good for a claimed fuel economy rating of 12.5 L/100 city, 9.1 highway and 11.0 combined, and the 2021 car estimated at 10.4 city, 7.8 highway and 9.2 combined. That’s a massive gain, so the step up to the 2021 model is worthwhile for those trying to eke out the most from every drop of premium unleaded, not to mention lessen their environmental impact.

We can be certain the aluminized toggle switch on the lower console wasn’t set to Dynamic sport mode when achieving those numbers in either car, while the E 450 includes a Sport Plus mode as well. The latter turns it into a ferocious beast with a much more exhilarating exhaust growl and more of a necessity to use its paddle shifters for swapping gears, at which point it automatically blips the throttle upon downshifts. It’s like a Jekyll and Hyde personality change, transforming from an absolutely relaxed luxury liner to I really edgy, thoroughly engaging performer. The regular sport mode simply tightens the E’s responses, enhancing transmission shifts albeit upshifting and downshifting without holding a given gear as stubbornly, and while it blips the throttle too, it doesn’t noticeably stiffen the chassis. Default Comfort mode is comfortably, quiet, and Eco mode automatically shuts the engine off when it would otherwise be idling, something done less often in Comfort mode. All said it’s one of the more intelligent transmissions on offer.

That line pretty well sums up the entire car. It’s one of the more intelligent cars in its class, and it’s probably one of the smarter purchases from a resale value perspective too. I just happen to like it a lot, and would choose an E-Class over any direct competitor. New 2021 model’s styling upgrades and more efficient powertrain makes it even more enticing, although the potential savings on the 2020 might make sense for you too. You’ll need to move fast to take advantage of the latter, however, and connect with CarCostCanada to sort out the savings.

The average CarCostCanada member has been saving about $6,000 on either 2020 or 2021 E-Class models, although Mercedes is only currently offering up to $1,500 in additional incentives for the 2021. Download the free CarCostCanada app to access all the savings on your smartphone, and make sure to check out how their system works here. You’ll gain access to info on all available manufacturer rebates, factory finance and leasing deals, plus dealer invoice pricing that can really make a difference when negotiating. It’s an absolute no-brainer no matter what you’re buying, while the segment’s best-selling Mercedes-Benz E-Class makes a lot of sense too.

Review and photos: Trevor Hofmann

Every car enthusiast loves a good concept, and sometimes a barrage of really intriguing show cars can even rejuvenate a lacklustre carmaker, as we saw with Chrysler’s various brands when they left their…

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Fifteen never-before-seen Porsche concept cars show what could have been

The 2017 Porsche 919 Street is a road-going 919 race car for the street, as the name implies.

Every car enthusiast loves a good concept, and sometimes a barrage of really intriguing show cars can even rejuvenate a lacklustre carmaker, as we saw with Chrysler’s various brands when they left their ‘80s-era mundanity and joined the much more successful (for them) ‘90s.

Porsche has never resembled Chrysler group in the slightest (although the Viper was pretty awesome), and in all fairness has lacked very little in recent decades, except maybe for a 928-inspired front-engine coupe remake (just shorten the wheelbase of a Panamera and call it Panama, in memory of the late, great Eddie Van Halen), or a Cayenne that can once again tackle Moab. Having such a wide assortment of models, trims and special editions is probably why Porsche rarely showed off their concepts, or even their prototypes before introducing a new model, Mission E and a handful of others aside.

Could the 2019 Porsche Vision Spyder concept be the next-generation Boxster in disguise?

Earlier this month, however, the performance-focused brand pulled the covers off of 15 sensational never-before-seen concepts, some obviously created for fun and others as precursors of future products. The massive unveiling all came as part of a new “Porsche Unseen” project that sheds light on the inner operations of the German brand’s design process in a new table-top book of the same name, plus a series of stories in the Porsche Newsroom, a detailed video that spans more than three-quarters of an hour (watch it below), and an expanded exhibit at the automaker’s Zuffenhausen museum.

Summarizing car enthusiasts’ love of concept cars and the importance they play in the development of future models, Chairman of the Executive Board at Porsche AG, Oliver Blume, said, “People all over the world love the timeless and innovative design of our sports cars. Visionary concept studies are the foundation of this success: they provide the pool of ideas for the Porsche design of tomorrow, and combine our strong tradition with trailblazing future technologies.”

2018 Porsche Vision Renndienst — We hate to admit that the 2018 Vision Renndienst would probably sell like crazy if it were produced… and the tiny Porsche badge was replaced by a giant VW emblem up front.

In the initial “Porsche Unseen” project introduction, the automaker highlighted three disparate concepts, including the ultra-performance 919 Street, the sporty, fun Vision Spyder, and oddest of all, the minivan-like Vision Renndienst people-mover, which answers a utilitarian family-hauling question absolutely no one was asking outside of the inner workings of Porsche’s design department.

Created in 2017, the 919 Street is a life-size 1:1 clay model of a road-going 919 Hybrid LMP1 race car, if the name and visuals didn’t give that away already. The 919 Hybrid completely obliterated all LMP1 sports car competitors wherever it raced, Le Mans, France being most notable, notching up four consecutive FIA World Endurance Championships from 2014 to 2017 before retiring, and even breaking the best-ever Formula 1 record around Belgium’s famed Spa Francorchamps race track with an unofficial time of 1:41.770 after removing some of its FIA-sanctioned limitations.

Not wanting to hide its heritage, below the 919 Street’s exotic bodywork is the 919 Hybrid race car’s carbon-fibre monocoque and 900 PS hybrid drivetrain, while its dimensions, including its track and wheelbase are identical to the track-only variant. It’s difficult to surmise why Porsche chose not to build the 919 Street, as it would have been gobbled up by collectors within minutes of being announced no matter the price, but alas it remains a museum piece for those fortunate enough to be in Stuttgart next year, or at the very least fortunate enough to purchase Porsche’s new hardcover book.

On a somewhat tamer note, the Porsche Vision Spyder concept was an entirely different design exercise, and being that it was introduced only last year, it could become a future Boxster, or at least influence the convertible version of the next generation 718.

Some 911 fans aren’t all that happy that today’s entry-level Porsche sports car duo looks similar to their beloved 911, not to mention shares plenty of the pricier models’ components, so therefore something along the lines of the Vision Spyder might appease purists’ frustrations.

The new concept offers some sharper, more upright lines than the current Boxster, while still including softer more flowing curves across the hood, fenders and rear deck. Its racing livery certainly appears as if the Vision Spyder would be the ideal amateur race driver’s weekend warrior.

Designed as a 1:1 hard model, the Vision Spyder features a mid-engine layout similar to the 718 Boxster, while some of its design cues were reportedly influenced by Porsche’s 550-1500 RS Spyder from 1954. We can’t help seeing the automaker’s 1969-1976 914 in this styling exercise either, particularly its squarer, more angular details, like the roll bar.

The aforementioned Porsche minivan wears a faded grey version of the brand’s famed crest on a transparent background, so it’s not as if Porsche is trying to hide its pedigree. Love it or loathe it, the Vision Renndienst (race service) is said to interpret past race support vehicles as it actually depicts an aerodynamic shuttle bus for up to six occupants, one being a driver that sits up front in the centre position (although it features an autonomous driving mode too), not unlike McLaren’s fabulous F1 supercar, in that respect at least.

Unlike that classic British exotic, the Renndienst is electric, having all of its motive drive components housed within a skateboard design below the passenger cell. This allows for optimal interior spaciousness, and potentially superb straight-line performance, if other electrics, such as Porsche’s own Taycan, are anything to go by.

With what looks to be the front section of a 918 Spyder mated up to the Panamera’s rear quarters, the 2016 Vision 960 Turismo can be considered a forerunner to the Taycan.

That all-electric super-sedan in mind, Porsche dropped a set of Vision 960 Turismo images along with 11 others just after the initial three arrived, and this four-door coupe might be the most intriguing of all thanks to its Taycan roots. Visually, this four-year-old 1:1 scale model is a 10-year-old 918 Spyder supercar up front and a modern-day Panamera in back, and we think the combination looks absolutely gorgeous.

The Vision E concept, on the other hand, was never meant to be practical, at least not from a two-row, four-seat, roomy hatchback perspective. Instead, the design team hoped to spring a 100-percent electric, 800-volt, fully enclosed, single-seat, near open-wheel, track-only hypercar from Porsche’s Formula E racing program. The 1:1 hard model actually made it to the development stage, which is pretty impressive on its own.

2013 Porsche 904 Living Legend — The 2013 904 Living Legend is the future Porsche sports car we all want to see produced.

Porsche’s 918 RS got all the way to the development stage too. The 1:1 hard model was created on the back of a 918 Spyder last year, complete with unique bodywork including a fixed roof. The stunning potential supercar pulls plenty of design cues from its 918 Spyder donor as well as race cars from Porsche’s past, such as the now classic 917, but unfortunately, you’ll never see one pull up at your local show and shine.

Additional concepts added to Porsche’s new book include the 2005 Targa Florio road race-inspired 906 Living Legends (that featured lighting elements within cooling ducts); the 2013 904 Living Legends that was based on a VW XL1 streamliner eco-diesel’s carbon monocoque chassis, albeit weighing just 900 kg and stuffed full of super-high-revving Ducati V2 motorcycle power (our favourite); the 2016 battery and hub-motor-powered Vision 916; the V8-powered, manually-shifted, and the 2016 Boxster-based Le Mans Living Legend; all of which imagine how older Porsche race cars might look in modernized street dress today, while 2019’s Vision 920 is basically another race car for the road, albeit a futuristic one that never actually competed.

Paris-Dakar, here we come! The 2012 Porsche 911 Vision Safari elevates the current 911 4S experience.

On a similar theme, the Boxster Bergspyder, developed in 2014, is a minimalist single-seat track car based on the current Boxster, featuring a 911 Speedster-like shortened windscreen, dual roll hoops hovering over Carrera GT-style rear deck lid double-bubble engine vents, and primary instruments pulled from the 918. Removing the passenger’s seat for weight savings allowed the inclusion of a helmet shelf, which is even more useful than a sunglasses holder. The icing on this lightweight 1,130-kilo barchetta’s cake was the Cayman GT4’s high-revving 3.8-litre flat-six, which just might have made this little 718 the ultimate Porsche track star.

2013 Porsche Macan Vision Safari — Time to toughen up the Macan’s image? We think there’s a market for off-road variants of Porsche’s current SUV lineup.

The 911 Vision Safari never actually raced either, but it does conjure distant memories of the outrageous 1985 959 Paris-Dakar Rothmans-livery rally car (which recently sold on Sotheby’s for a cool $5.945 million USD). No doubt this one-off 2012 991 Carrera 4S would be worth a pretty penny as well, much thanks to its lifted suspension, bulkier bumpers and helmet cooler.

On a more practical note (if anything can possibly be more practical than a helmet cooler), the 2013 Macan Vision Safari was (obvious by the name) a toughened up off-road version of Porsche’s sporty road-going compact crossover SUV. Appearing ready to take on all comers in the just-noted Paris-Dakar rally, this concept makes us wonder if Porsche should consider a more rugged image for its pavement-conquering SUV line.

2016 Porsche Le Mans Living Legend — The sports car enthusiast in your life would love to peruse the pages of the new “Porsche Unseen” book.

Speaking of rugged, the thick, substantive, 328-page “Porsche Unseen” hardcover book includes photos from Stefan Bogner with accompanying text by Jan Karl Baedeker. We think it would make an excellent holiday gift for any sports car enthusiast. It’s published by Delius Klasing Verlag, and made available at Elferspot.com (ISBN number 978-3-667-11980-3), or alternatively at the Porsche Museum shop next to the company’s Stuttgart-Zuffenhausen, Germany headquarters.

Make sure to check out our complete photo gallery above as well as the “Porsche Unseen: Uncovered” video below for more visuals.

Porsche Unseen: Uncovered (47:52):

Story credits: Trevor Hofmann

Photo credits: Porsche

News & Reviews- Month: December 2020