April | 2021 | The Car Magazine

Fuel cell vehicles have been around a while. The first one I drove was Ford’s Focus FCV way back in 2005, which was developed as part of a joint initiative between the blue-oval brand along with Daimler-Benz…

New Car Reviews

2021 Hyundai Nexo Hydrogen Fuel-Cell Road Test

Fuel cell vehicles have been around a while. The first one I drove was Ford’s Focus FCV way back in 2005, which was developed as part of a joint initiative between the blue-oval brand along with Daimler-Benz and Ballard Engineering, the latter bringing the hydrogen fuel-cell tech to the table. After driving that car, and realizing it felt totally normal other than its relatively silent electric propulsion (electrics weren’t very common back then), I believed hydrogen was the way of the future. How wrong was I? At least for the short-term.

It took a decade and a half for me to experience another hydrogen fuel-cell vehicle, mostly because of the incredible challenges of installing any sort of hydrogen infrastructure to facilitate refuelling. That car was the outgoing Toyota Mirai, which was followed soon after by a week in this Hyundai Nexo. Fortunately, Vancouver’s Lower Mainland has three new H2-capable public stations where owners of these vehicles can fill up. This now allows for sales, leases and rentals (Greater Vancouver Lyft drivers can now rent a Mirai for weeks at a time) of Toyota’s mid-size sedan and Hyundai’s slightly larger than compact crossover SUV.

So, what happened to Ford and Mercedes? Considering they were two of the first manufacturers to dabble in hydrogen-powered vehicles, it seems strange they’ve mostly left the technology behind. Other producers have come and gone too, while some are still developing hydrogen fuel-cell cars, but haven’t brought them to market (or at least, our market). Honda, for instance, offers an H2 version of its Clarity sedan in the US (we just got the plug-in hybrid), and it’s only $379 USD per month (about $475 CAD at the time of writing) after a small down-payment.

If the Clarity was a pure EV it would be a steal, considering how much you can save by not having to fill the tank (recharging off peak hours is significantly less than pumping gas or H2), but hydrogen doesn’t come cheap, so (without attempting any calculations, which would be near impossible with the information available) buying into the technology is not going to save you any money at the pump.

Living with a hydrogen fuel-cell-powered vehicle is more about the convenience of not having to wait for hours to recharge its electric drive motor (it took me about five minutes to refill), plus the environmental benefits of the just-noted (local) zero-emissions powertrain. Only water vapour leaves the tailpipe, so it’s no more polluting during its use than an electric vehicle.

Just for some fun history, I should point out that Mazda was actually the first major player to take part in the hydrogen game. Not afraid of investing in alternative powertrains, the Japanese brand’s 1991 HR-X Hydrogen Wankel Rotary didn’t use a fuel-cell, but certainly burned H2. Others on the H2 history list include boutique (Morgan) as well as household name brands, from both mainstream and luxury carmakers all across the world, with Hyundai’s initial hydrogen foray being the 2001 Santa Fe FCEV, which was quickly followed up with the 2004 Tucson FCEV. The two SUVs received generational updates, which makes Hyundai one of only a small assortment of brands keeping the hydrogen dream alive.

The majority of early adapters turned to gasoline-electric hybrids and full plug-in EVs instead, with Hyundai also producing its Ioniq Electric compact hatchback, Kona Electric subcompact crossover, and soon, its Ionic 5 compact crossover, plus a number of hybrids as well.

Respect needs to go out to Hyundai for shaping most of its alternative fuel vehicles in the more popular SUV body style, making them much more likely to find buyers than Toyota and Honda, which have also invested millions into H2 tech, yet house such advancements in a waning automotive commodity. No doubt it made sense for Toyota and Honda to stuff their H2 powerplants in four-door, three-box bodies, especially when considering the popularity of their mid-size Camry and Accord sedans when the respective Mirai and Clarity were in their development stages, but doubling down on this for the second-gen Mirai, arriving this year, seems odd, while alternatively Hyundai’s market insight to have stuck with SUVs appears very forward thinking.

Hyundai went further by targeting compact buyers, which are more plentiful globally, plus extending the Nexo’s wheelbase to mid-size lengths in order to make sure its second-row legroom and cargo capacity allowed for optimal space. To that end, the Nexo is 190 mm (7.5 in) longer than the outgoing Tucson, albeit the same width and height. It’s not only more practical, but the extra length provides a better ride, improves high-speed tracking, and looks leaner and therefore arguably better than it would have if shorter.

I’m not going to say it looks better than the much more sharply angled 2022 Tucson that was recently introduced, mind you, which is a particularly eye-catching crossover SUV, but I like the Nexo’s flowing grille and LED headlamp combination, plus its extremely smooth lines front to back, and cool matte grey paint. Some interesting details include Land Rover-inspired pop-out door handles that help keep the body lines flush to improve its coefficient of drag, as well as a thin accent strip between grille and hood that lights up at night. The 19-inch five-spoke alloys look pretty good too, maybe because they aren’t as aerodynamically-flush as some grotesquely wind-cheating wheels of the past.

Inside, the Nexo lives up to its (partial) name, by transitioning Hyundai’s SUV lineup into the future, or at least it did when this model debuted two years ago. It features a similar dual-display instrument cluster/infotainment system as Mercedes’ MBUX (which it has just left behind with the introduction of its new S- and C-Class models). It includes a digital gauge package to the left and touchscreen on the right, the former monitor’s multi-information display controllable via steering wheel-mounted switchgear. Comparison to Merc’s MBUX is difficult to avoid, and while I’m not going to say Hyundai’s is better, I can’t help but laud the South Korean brand for integrating left and right rear-facing cameras within, these projecting live images onto the cluster when applying the turn signals (now becoming common in Hyundai and Kia vehicles).

Unexpectedly, the pewter-coloured centre stack is as much of a look back to yesteryear as all the digital screens are modernistic, albeit in a quaint, busy for the sake of being busy kind of way, as if Hyundai was attempting to fill my mind with memories of the mid-1980s, when I made mixed tapes on my old Nakamichi tape deck from LPs on my B&O Beogram 4000 turntable. Those that appreciate quick access to functions will like the Nexo console setup, while the SUV’s audio system sound quality wasn’t as potent as my old home system, which was powered by a ‘70s-era Luxman L-504 amp and finished off with a set of Boston Acoustics A400 speakers, but it easily overcame Hyundai’s quiet electric powertrain.

Selecting P, N, D or R is as easy as pushing a button, which engages the Nexo’s 120-kW (161 hp) electric motor, complemented by 291 lb-ft of ever-willing torque. The motive motor pulls power from a 40-kWh battery, but only twists the front wheels, as no all-wheel drive option is available despite its SUV profile.

As noted earlier, the 95-kW fuel-cell stack allows electricity production on the fly, resulting in mobile electrical powerplant, of sorts. Recharging is therefore continuous, as long as there’s hydrogen in the tank, and the EPA claims you’ll be able to extract about 570 to 610 km (355 to 380 miles) after refilling, depending on conditions.

Other than the quick refuelling process, the rest of the Nexo driving experience is just like an electric vehicle, although the usual silence is interrupted by a slight vacuum sucking sound when pressing hard on the go-pedal. I only did this for testing purposes, however, so most of the time it was blissfully quiet, aforementioned tunes aside.

Still, when I needed a fast getaway the Nexo delivered, and likewise when passing laggards on the highway. Even better, it was ultra-smooth doing so, Hyundai’s engineers obviously prizing refinement ahead of excitement. By my own completely unscientific Seiko quartz chronograph calculations, I managed to sprint from zero to 100 km/h in a wee bit over eight and a half seconds, which is about half a second quicker than Hyundai achieved, although I imagine the difference has more to do with my unscientific methods combined with their usual conservative estimates. This won’t impress any Tesla owners either way (or Chevy Bolt owners for that matter), but it certainly doesn’t hold up traffic when merging onto the highway.

A more pleasant surprise occurred when veering off of a local four-lane freeway onto a curving two-lane backroad that snakes along a winding river near my home. This is where Hyundai’s engineering team appears to have taken advantage of the Nexo’s low centre of gravity, this provided by installing all the heavy equipment (battery included) under the floorboards. It feels truly hooked up around fast-paced corners, and its electrically assisted rack and pinion steering setup was surprisingly responsive for this class of vehicle.

Better yet was the Nexo’s ride quality, much thanks to a traditional Macpherson strut front and multi-link rear suspension design, along with good tuning. Despite its ability to hustle around corners at a brisk rate, potholes, frost-heaves, bridge expansion joints and other intrusive road imperfections did little to impact driver or occupants, resulting in one of the best ride/handling compromises in the compact crossover SUV segment, and this while rolling on sizeable 245/45HR19 all-season tires.

The Nexo comes across as solid and well-made too, with zero body groans despite having a glass sunroof overhead, and nominal wind or road noise to mar the peaceful experience within. Once again, it was surprisingly refined for its compact SUV segment.

This focus on refinement is probably why Hyundai didn’t provide a sport selection amongst its driving modes. Alternatively, the Normal setting becomes the default for performance, while Eco mode smooths out the edges even more, and by doing so maximizes all the tiny droplets of compressed hydrogen from its trio of 52-litre H2 tanks. The Nexo’s drive mode selector can be found on the lower console next to the infotainment system’s quick access switchgear, by the way, all of which butt up against the previously noted quad of transmission buttons, so finding it should be easy enough after getting acclimatized.

This said, the steering wheel paddles aren’t for shifting gears. Instead, the left one is for simultaneously applying the brakes and sending regenerative kinetic braking energy to the battery. You can bring the Nexo to a full stop just by applying this paddle, as long as the SUV isn’t rolling too quickly, plus the strongest of its three settings needs to be chosen first. That’s the job of the paddle on the right, plus eliminating any rolling resistance by easing off the regenerative brakes. Similar systems are included in most electric cars, so anyone familiar with this EV technology will feel right at home in the hydrogen-powered Hyundai.

Something else similar to EVs is the impressive load of features found in each Nexo, these helping to offset the rather high prices EV and H2 buyers need to pay in order go green. Along with the excellent digital gauge cluster and infotainment touchscreen mentioned a while ago, my Nexo tester included a 360-surround overhead camera system, accurate navigation with detailed mapping, Android Auto and Apple CarPlay smartphone integration, wireless charging, and more.

What about luxury finishings? Now that Hyundai has expanded to include its premium Genesis brand, we shouldn’t expect cloth-wrapped roof pillars and soft-touch synthetics below the belt-line, but the entire dash top is made from a nice pliable plastic, as are the front and even the rear door uppers, along with the door inserts and armrests.

I appreciated the heated steering wheel rim as well, while the inherently comfortable power-adjustable driver’s seat was not only three-way heatable, but provided three-way cooling too, not to mention two-way lumbar support that managed to press against my lower spine in just the right spot to alleviate stress.

Additionally, those in back should be comfortable thanks to generous legroom and reasonable width for the class. I think three could sit across the rear bench in a pinch, but I’d rather be back there with just one more passenger so I could enjoy an outboard seat heater and the folding centre armrest with dual integrated cupholders. There’s only one three-prong household-style power outlet on the backside of the front console, however (not that I’ve ever seen more), and no USB ports in the rear, so it’s possible that aft passengers will end up squabbling about device charging.

Fortunately, the Nexo’s dedicated cargo volume is pretty good at 850 litres (30 cu ft), while it’s expandable to 1,600 litres (56.5 cu ft) via 60/40-split rear seatbacks. This said, a 40/20/40 division would’ve been better, as owners could lay longer items like skis down the middle, while rear passengers enjoy the aforementioned heatable window seats. A mostly level load floor aids usefulness, plus Hyundai includes a bit more storage underneath a carpeted lid.

If you’re used to the high prices of EVs, you’d better sit down and buckle up before I mention the Nexo’s sticker shocker. This mainstream brand-badged compact SUV starts at a whopping $71,000 plus freight and fees, which will certainly be a deal-killer for anyone that hasn’t already priced out a $52,000 Tesla Model Y, or for that matter Hyundai’s own $41,599 Ioniq Electric. Truly, the Nexo is purely for early adopters who want to own something completely unique, and are willing to put up with very few places to fill up.

You may already be aware that Vancouver is an anomaly when it comes to retail hydrogen refuelling stations. It’s been a hotbed of H2 development for decades (more specifically the suburb of Burnaby), so having an unfair share of H2 stations per capita makes sense. One is in North Vancouver, close to where Toyota houses its local press fleet. I’m quite sure this is just a coincidence, the real reason for the location more likely being its relative proximity to Whistler, BC, a popular destination spot that’s well within the Nexo or Mirai’s round-trip range. It’s also found in the same city as the Hydrogen Technology and Energy Corporation, HTEC being the developer, manufacturer and installer of hydrogen refuelling pump/station hardware, and responsible for setting up the H2 islands around the city, including a Shell station in Vancouver, close to the airport (YVR) and my home.

As for the rest of Canada, a fourth station is currently being built on Vancouver Island, with a fifth set to open in Kelowna, BC. After that you’ll need to put your H2-powered vehicle on a train if you want to fill up in Quebec City (about 4,800 km away). More are planned, but for the time being it appears that hydrogen is more of a west coast thing.

Speaking of the left, there are 43 hydrogen refuelling stations in California, with the only other two available in the US found in Connecticut and Hawaii (forget the train trip for that final location). Again, there are plans to expand the H2 network in the US, with a supposed “hydrogen highway” eventually connecting California and BC’s H2 infrastructure along the US I-5. Being that this has been bantered about for decades, its ETA is anyone’s guess, but with powerhouses like Hyundai and Toyota behind the technology, some form of a hydrogen-powered future is probable.

To find out about Nexo trim levels, including the $73,500 Ultimate version tested, plus all the standard and optional features, check out the 2021 Hyundai NEXO Canada Prices page on CarCostCanada, while you can compare this one to the 2020 version that didn’t offer a base Preferred trim line (strange name as I’d prefer to have the Ultimate), and was priced $500 lower. Also, you can research the other models mentioned in this story by following the links connected to their names. Learn more about how a CarCostCanada membership can save you money when purchasing your next new vehicle, by keeping you up to date on manufacturer rebates, factory leasing and financing deals, and most importantly, by providing dealer invoice pricing that can save you thousands when negotiating. Also, remember to download the free CarCostCanada app from the Google Play Store or Apple Store, so you’ll have all this vital info when you need it most.

Story and photos by Trevor Hofmann

Honda Canada’s Civic sales have been crashing recently, down more than 20 percent throughout Q1 of 2021 compared to the same three months last year. Reasons for the downturn are likely varied, from…

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Honda reveals single photo of all-new 2022 Civic sedan

2022 Honda Civic Sedan — Honda will give its Civic Sedan more conservative styling for 2022.

Honda Canada’s Civic sales have been crashing recently, down more than 20 percent throughout Q1 of 2021 compared to the same three months last year. Reasons for the downturn are likely varied, from the health crisis to a 25-plus-percent increase in CR-V deliveries, the latter thanks to changing consumer tastes from cars to SUVs. Additionally, some of the slowdown is probably due to fewer Civics in dealership inventories, which makes sense now that we’ve learned a totally redesigned model is on the way later this year.

Honda took the wraps off its all-new 2022 Civic sedan this week, and at first glance it appears as if the design team wanted to take it back to the more conservative stylings of earlier iterations. Considering how well Honda has done with its current 10-generation model, which arrived six years ago for the 2016 model year, deviating from its ultimately angled look to a much more rounded, minimalist design may be seen as a risk, although it will certainly be a positive for less progressive buyers.

This change will make Hyundai’s third-place Elantra the compact segment’s most sharply creased dresser, while the category’s second-most popular Corolla could also be seen as an even more aggressive alternative than the upcoming Civic. The compact class isn’t as varied as it was five years ago, having lost the Dodge Dart in 2016, the Buick Verano and Mitsubishi Lancer in 2017, the Ford Focus in 2018, and Chevy’s Cruze in 2019, but the Civic still needs to contend with the already noted Corolla and Elantra, plus the Kia Forte, Mazda3, Nissan Sentra, Subaru Impreza, and VW Jetta, while the regular Golf will be discontinued for 2022, taking one more compact car competitor out of the market (don’t worry GTI and Golf R fans, as these will arrive in stylish new MK8 duds).

2022 Honda Civic Prototype — The 2022 Civic Prototype, introduced last November, shows expected rear styling.

As for the new 11th-generation Civic, other than what little information the single frontal photo provides we know very little about it. Then again, if the Civic Prototype that debuted (on video game platform Twitch no less) in November is anything to go by, and both cars look very similar from the front except for lower fascia details, its rear design should include a smart set of LED infused taillights that come to a point that’s kind of reminiscent of those on the eighth-gen North American sedan at their rearmost ends, albeit much narrower. That was a particularly good-looking car for the era, while the current model’s C-shaped lenses have been amongst its most controversial styling elements.

We won’t delve into expected content, other than to say it will likely be filled with standard advanced safety kit in order to help keep its occupants safe, and score well in safety tests, while its cabin will no doubt come standard with a large centre touchscreen and offer a fully digital gauge cluster, at least as an option. More detailed information will arrive later this month, which we hope to include more photos, including at least one of its backside plus with a plethora of interior shots.

If a glimpse of the new 2022 Civic makes you want to snap up a 2021 before all the new ones are gone, take note that Honda is now offering up to $1,000 in additional incentives, while most CarCostCanada members are saving $1,593 off their purchases. To find out how you can potentially save thousands from your next new vehicle purchase, see how the CarCostCanada dealer invoice pricing system works, and make sure to download their free app from the Google Play Store or Apple Store now.

Story credits: Trevor Hofmann

Photo credits: Honda

News flash: Mercedes-Benz Canada just revealed an impressive new C-Class and the market responds by purchasing more SUVs. While a redesigned C-Class will certainly increase the model’s sales, it shouldn’t…

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Mercedes reveals sleeker, sportier looking 2022 C-Class

2022 Mercedes-Benz C-Class Sedan — Mercedes-Benz Canada will offer a new C-Class sedan for 2022, but most buyers will opt for one of the brand’s compact SUVs.

News flash: Mercedes-Benz Canada just revealed an impressive new C-Class and the market responds by purchasing more SUVs.

While a redesigned C-Class will certainly increase the model’s sales, it shouldn’t go unnoticed that only 684 C-Class sedans were sold into the Canadian market during the first three months of 2021. This represented a downturn of 26.9 percent compared to Q1 of 2020, although ever-growing interest in SUVs over cars wasn’t the only factor at play in our whacky new car market. Low interest rates have done their job in propping everything up, despite the repeated economic shocks our systems have experienced via the health crisis et al, but the overarching automotive theme remains changing tastes.

A decade or so ago the C-Class fought for luxury sector dominance with BMW’s 3-Series, but now both cars aren’t even playing second fiddle to their utilities counterparts, they’re deep into the second row of backup string players. Adding a little clarity to this scenario is the C-Class’ third-place standing in Mercedes first-quarter retail hierarchy, with significantly more popular models including the similarly sized GLC compact luxury SUV selling 1,778 units during the same three-month period (1,094 more than the C-Class), and the GLE mid-size luxury SUV finding 1,598 buyers (and outselling the E/CLS-Class’ 341 deliveries by 1,257 units).

This story is nothing new, but instead supports the reasoning behind C-Class’ competitors bowing out of the market. Over the past few years, we’ve seen the end of Jaguar’s XE and Lincoln’s MKZ, while a number of previously popular luxury sedans are the sole remaining body styles in their respective lines, with their coupes, convertibles and wagons having been nixed (more on this in a moment).

The only Mercedes’ car to challenge the SUV-winning trend is the entry-level A-Class, which together with the CLA-Class (a four-door coupe that rides on the same underpinnings) earned 1,001 new buyers compared to the GLA and GLB subcompact luxury SUVs’ collective 609, but this anomaly likely has more to do with the A’s relatively inexpensive pricing that results in an affordable gateway into revered Mercedes-Benz ownership.

Back to wagons, a diehard niche of Mercedes enthusiasts will be sad to hear their beloved C-Class Wagon will be dearly departing from North American markets for 2022, so grab a new AMG C 43 4Matic while you can. The fifth-generation (W206) C will now soldier on with its Sedan, Coupe and Convertible body styles, leaving enhanced cargo-carrying duties to the aforementioned GLC and GLC Coupe SUV models, within the compact luxury sector at least—the E-Class Wagon soldiers on in three trims, including the sensational AMG E 63 S 4Matic.

With this bit of Mercedes spring cleaning out of the way, the new C should please all that lay eyes on it. It wears the luxury brand’s sportier new styling from front to back, including the new frowning oval sport grille now found on the aforementioned A and CLA classes, as opposed to the outgoing smiling one (its ends now point downward instead of upward). Additionally, new more angular Performance LED headlamps wrap farther around the front fenders, plus a revised lower front fascia flows more effortlessly from side-to-side. The hood now features two stylish new character lines, reminiscent of those found on the classic ‘50s-era 300 SL.

Looking rearward, Mercedes did away with the outgoing model’s graceful beltline crease that previously swept downward through the rear door before disappearing below its handle, the new car’s flanks less curvaceous, but the lower upward crease remains intact.

The new C’s two-piece taillights might be its most noticeable update, as the old car’s less distinct ovoid blobs have been replaced with nice sharp triangular lenses (can you tell which ones we like better?), also similar to those found on the A-Class. Lastly, new 18- and 19-inch alloy wheels round out the design changes, plus new exterior paint colours of course.

The current C-Class is the last remaining Mercedes-Benz with a conventional dash layout, either incorporating mechanical analogue dials flanked by a centre multi-information display or a fully digital gauge cluster with the same curving metal shrouds all around, this fully separated from a smallish tablet-style infotainment touchscreen perched atop the centre stack. All other models within Mercedes’ lineup received a version of the fancy MBUX two-in-one conjoined digital gauge cluster and infotainment touchscreen setup.

It’s now clear the brand’s second-best-selling sedan will never see that much-praised layout, but instead get something similar to the entirely new S-Class (which initially ushered in the MBUX dash design). Both sedans feature a fresh new approach to the MBUX layout, incorporating digital gauges ahead of the driver in a fixed horizontal tablet-style cluster, plus a massive vertically positioned display on the centre stack, not dissimilar in size to that found in a Tesla, albeit flowing almost seamlessly into a curving lower centre console.

It’s artfully executed, especially when accompanied by high-gloss carbon fibre weave as seen in this story’s accompanying press photos. The centre display should be easier to reach than either the current MBUX or outgoing C-Class designs, plus much more capable of hosting multiple functions simultaneously. This will be important, as it appears Mercedes is saying goodbye to its console-mounted touchpad and surround switchgear, the minimalist look more attractive and elimination of redundancies likely less expensive to produce.

Integrating haptic feedback makes clear that Mercedes wasn’t cutting corners, mind you, or for that matter including over-the-air software updates, not to mention biometric authentication via voice or fingerprint scanning. Touching the scanner makes pre-selected memory adjustments to the driver’s seat, radio station, and more, the latter including the ability to purchase apps (and possibly other items) from the Mercedes Me store. What’s more, the head-up display in front of the driver uses augmented reality to project real-time visuals onto the windshield.

The driver isn’t the only benefactor from new C-Class upgrades, however, because everyone should enjoy a bit more comfort from the car’s greater overall length and width. This means front and rear passengers gain legroom and shoulder space, important in a segment that sees some competitors nearing mid-size dimensions.

Offsetting the increased dimensions while parking is a rear-wheel steering system, an unusually welcome addition in this compact luxury category. Likewise, the new C 300 4Matic’s advanced tech extends to the powertrain, which combines a standard 48-volt integrated starter-generator (ISG), or mild hybrid system, with Mercedes’ well-proven 2.0-litre four-cylinder engine and mostly carryover nine-speed automatic transmission.

The electrified portion of the drivetrain provides 20 additional horsepower and 147 lb-ft more torque in certain situations, totaling 255 horsepower and 295 lb-ft of twist, but strangely this new 2022 model is a fraction slower than the outgoing 2021 C 300 4Matic—go figure. The drivetrain allows gliding, boosting and kinetic energy recovery, however, so it should be ultra-efficient as far as gasoline-powered mild hybrids with all-wheel drive go.

A plug-in hybrid would be nice for nabbing those special parking spots close to the shopping mall entrance, or whisking down the HOV lane unimpeded during rush hour (depending on your jurisdiction’s regulations), while they provide a bit of pure electric propulsion too, over short distances, but no PHEV will be offered in Canada. One does exist, incidentally, providing a shockingly good 100 kilometres of EV range, but for reasons only those within Mercedes-Benz Canada’s inner circle know, you won’t be able to get your hands on it.

As for ultra-powerful six- and eight-cylinder AMG variants, no announcements have been made yet. Still, reports have been made that next-gen C-Class AMGs will receive electrically-assisted four-cylinder engines with varying outputs, not unlike Volvo’s T8 and Polestar Engineered models. Their focus will be primarily on performance over fuel efficiency, although meeting regulations will be high on their priority list too.

Now that we’re talking practicalities, the new C-Class will come packed full of advanced driver assistive systems, even as much as the new S-Class, with all the usual features now supplemented by the capability of recognizing stop signs and red lights, plus steering assistance that helps a driver maintain their lane up to 210 km/h (where legally allowed).

The new 2022 C 300 4Matic will go on sale later this year, with pricing and trim details available before launch. Until then, Mercedes-Benz Canada is offering up to $5,500 in additional incentives on the 2021 C-Class, with CarCostCanada members saving an average of $2,437. To find out more about saving money with CarCostCanada, which provides information about factory leasing and financing deals (when available), manufacturer rebates (when available), and dealer invoice pricing that can save you thousands when negotiating your next new car deal, visit CarCostCanada’s “How it Works” page, and be sure to download the free CarCostCanada app from the Google Play store or Apple store too.

The C-Class: Rapid-Fire Questions to Dirk Fetzer (1:07):

The New C-Class Sedan: An Intelligent Comfort Zone (0:49):

The New C-Class Sedan: A Connected Comfort Zone (0:56):

Story credits: Trevor Hofmann

Photo credits: Mercedes-Benz

Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study. It’s the second time in three years that Porsche was awarded first place…

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Most “trouble-free” premium brand Porsche nabs first place in JD Power CSI

2021 Porsche Macan GTS — After earning top spot in its class for dependability with its latest Macan, JD Power awarded Porsche with its highest CSI score for 2021.

Porsche has once again earned top spot amongst premium brands in J.D. Power most recent 2021 Customer Service Index (CSI) Study.

It’s the second time in three years that Porsche was awarded first place in the luxury sector, and this happened just a month after the brand earned a “most trouble-free new car overall” ranking for its 911 sports car in the same third-party analytics firm’s latest 2021 Vehicle Dependability Study, and the Macan achieved the highest position possible in its “Premium Compact SUV” class.

“Our dealers worked hard for our customers throughout the initial lockdowns of the past year and subsequent social distancing and health measures to make sure they could rely on Porsche,” stated Kjell Gruner, President and CEO of Porsche Cars North America, Inc. (PCNA). “We are continually striving to not just meet, but exceed the high expectations of our customers – and it’s vital that the quality of service must live up to that vision.”

2021 Porsche 911 Carrera S — The 2021 Porsche 911 earned the highest overall score amongst luxury vehicles in JD Power’s latest Vehicle Dependability Study (VDS).

The J.D. Power CSI Study measures “customer satisfaction with service for maintenance or repair work among owners and lessees of 1- to 3-year-old vehicles,” with the survey’s latest data collection period having taken place from July 2020 through December 2020. More than 62,500 new vehicle owners responded to this CSI study, allowing for a comprehensive ownership base to draw results from.

Porsche garnered 17 additional points since last year’s CSI study, incidentally, with its 2021 results totalling 899 points out of a possible 1,000. The automaker’s retail outlets were ranked in either first or second place in each of the survey’s five categories, which include Service Facility, Service Advisor, Service Initiation, Service Quality, and Vehicle Pick-Up.

Porsche currently sells six models within the Canadian premium car market, or seven if we were to split up the 718 Cayman and 718 Boxster body styles (not to mention the 718 Spyder). The six include its entry-level 718 mid-engine sports cars, the iconic 911 series, the Macan entry-level compact luxury crossover SUV, the Cayenne mid-size luxury SUV, the Panamera four-door luxury coupe/sedan, and the new fully electric Taycan four-door coupe/sedan.

According to CarCostCanada, Porsche is offering all models with zero-percent financing, so follow the links embedded into each model’s name (above) to see their body style and trim pricing, to configure a car with all of its colours and options, and learn about any other manufacturer incentives that may be available. Also, be sure to find out about a CarCostCanada membership so you can access dealer invoice pricing that can save you thousands when negotiating your next deal, and remember to download the free CarCostCanada app so you can access all of this important information when you need it most.

Story credits: Trevor Hofmann

Photo credits: Porsche

It was fewer than six months ago that General Motors revealed its upcoming Hummer EV pickup truck to much fanfare, a move that simultaneously reintroduced the US military’s SUV brand into the civilian…

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Fully-electric Hummer SUV to join GMC’s Hummer EV Supertruck for 2024

2024 GMC Hummer EV SUV — The new GMC Hummer EV SUV completes the Hummer EV family (so far). We think it looks fabulous and performs even better.

It was fewer than six months ago that General Motors revealed its upcoming Hummer EV pickup truck to much fanfare, a move that simultaneously reintroduced the US military’s SUV brand into the civilian market, and gave GMC its first electric vehicle. Now the General’s truck and SUV division has followed their EV Supertruck up with an electrified SUV that will do its part in repairing the once-maligned Hummer name.

Yes, Hummer, which was previously stigmatized as a gas-guzzling, anti-environmental brand, will no longer be a standalone marque within the General’s ranks. This makes a great deal of sense from a retail distribution perspective, being that GM needs to maintain its simpler four-brand stance in order to reduce marketing costs, compared to the high price of promoting the multitude of brands it once oversaw.

The new GMC-controlled sub-brand will take advantage of Hummer’s strong name recognition within the 4×4 overland community, and the emissions-free EV powertrain means that its brand image will no longer be plagued by its supposedly polluting predecessors.

To be fair to the Hummer brand’s original four models, the flagship H1 was mostly turbo-diesel powered and therefore fairly efficient for a military-spec off-roader, while the H2 (and H2T pickup) was based on the full-size Chevrolet/GMC Tahoe/Yukon, which were actually friendlier on fuel than some other full-size 4x4s of the era. The fact they remain popular models within GM’s SUV lineup shows GM may have made a mistake in letting the Hummer brand go as part of their restructuring.

2024 GMC Hummer EV Supertruck — The GMC Hummer EV Supertruck isn’t the brand’s first pickup, those being the Chevy Avalanche-inspired H2T and Colorado-based H3T.

Likewise, the mid-size H3 and H3T (pickup truck) were based on the previous-generation Chevrolet/GMC Colorado/Canyon trucks, so therefore the brand didn’t suffer as much from gasoline gluttony as it did from being targeted by environmental activists using it as a sacrificial mechanical scapegoat.

Now, however, GMC’s upcoming Hummer sub-brand could very well become an icon of zero-emissions righteousness. Then again, with zero-to-100 km/h taking just over 3.5 seconds, putting it neck-to-neck with Jeep’s outrageously potent 707-horsepower Grand Cherokee Trackhawk, not to mention dwarfing Land Rover’s new wilderness-conquering Defender (that it’s not stylistically dissimilar to) when it comes to exterior width, the new Hummer SUV wasn’t exactly designed to go up against Nissan’s Leaf for kilowatt cost per kilometer.

Tesla has proven that it’s ok to produce ridiculously fast cars, as long as the power unit is electric. Hummer will ride on Tesla’s bandwagon, the latter brand already making a couple of crossover SUVs and soon adding a pickup truck, so far dubbed Cybertruck and about as whacky looking as automotive designs get (we expect the production model to appear a bit more mainstream).

The Tesla and Hummer trucks will be joined by rival electric pickup truck (and SUV) makers including upstarts Alpha, Bollinger, Canoo, Fisker, Hercules, Lordstown, Nikola, and Rivian, while the upcoming Ford F-150 EV should eventually do epic battle against GM’s own Chevrolet BET (Battery Electric Truck—we hope they come up with a more engaging name), leaving Nissan’s Titan Electric Truck to pick up the scraps. Who knows how many of these will ever see the light of day, but some certainly will.

Barring an economic meltdown, GMC’s new Hummer pickup will be one of the survivors, as will the just-released SUV. The two models’ performance won’t be detuned in production form either, with the truck’s top-line “3X” powertrain making a mind-blowing 1,000 horsepower that results in sprints from standstill to 100 km/h of just over 3 seconds. That’s Corvette territory performance from a truck that probably carries twice the curb weight, the speedy acceleration partially due to 11,500 lb-ft of instantaneous torque from its three electric motors.

You heard that right, both Hummer models’ top-line “3X” powertrain option are three times more fun than electric vehicles with just one motor. The SUV is “only” good for up to 830 horsepower, albeit the same 11,500 lb-ft of torque. The mid-range “2X” engine utilizes two electric motors for up to 625 horsepower and 740 lb-ft of torque, resulting in a zero to 100 km/h sprint time of roughly 5 seconds, incidentally, which will no doubt be enough for most buyers. Lastly, a base model merely dubbed EV2, featuring 400 volts of charging capability compared to the 2X and 3X models’ 800-volt/300kW charging systems, will be the entry-level gatekeeper.

“GMC’s HUMMER EV SUV offers an exceptional balance of on-road performance and off-road capability, enhanced by a unique structure that allows for our signature open-air experience,” said Al Oppenheiser, Hummer EV chief engineer. “New features debuting on the SUV reinforce its role as a tactical tool in almost any situation.”

When the truck arrives in the fall of 2022 as a 2023 model, it will come in special “Edition 1” trim with its strongest performance setup, as will the SUV when it shows up in early 2023. Base SUV trims will arrive in the spring of 2024, probably for the 2025 model year, with other trims spaced out in between.

Range, the all-important question most EV buyers ask of their new ride, is 482 km for the SUV and 560 km for the truck, the difference due to four additional Ultium battery modules (24 compared to 20) fitting within the span of the latter vehicle’s 3,444-mm wheelbase—the SUV’s wheelbase is 226 mm shorter at 3,218 mm. A less potent base SUV, stocked with just 16 modules, should be good for more than 400 km of range in optimal circumstances. All trims feature GM’s new double-stacked battery pack, which comes as part of an interdependent body/battery structure to enhance the vehicles’ rigidity.

“The HUMMER EV’s body protects the battery, while the battery supports the structure,” added Oppenheiser. “That means the battery pack itself is a structural element, which enables a truly open-air experience and a rare combination of extreme off-road capability and smooth on-road performance in a body-frame integral platform.”

GM Canada is promising a base price of $88,898 (plus freight and fees) for that 16-module base EV2 model, but it’ll be the only Hummer SUV to slip below the six-figure price threshold. The 2X, alternatively, will be priced at $104,898 and 3X from a minimum of $119,398, with the Edition 1 setting early adaptors back $125,898.

Once near flagship Range Rover price levels, however, why not go for the gusto by opting for an Edition 1 with its Extreme Off-Road package, a mere $131,898 being the price of entry for underbelly skid plates that GMC actually calls “armour”, plus rock sliders, front eLocker and rear virtual locking differentials, HD ball-spline half-shafts, and 22-inch alloys wrapped in 35-inch-OD Goodyear Wrangler Territory MT rubber, not to mention front- and rear-facing UltraVision underbody cameras (with a wash system) to help you skirt over untoward obstacles.

Such extras should work wonders with the SUV’s already standard Crab Walk technology, which adjusts the standard four-wheel steering system so that all wheels are pointing in the same direction for diagonal mobility, while its air suspension with Extract Mode actually increases ground clearance to a maximum of 406 mm (16.0 inches) on the fly, helping the Hummer walk up and over tall rocks, roots, mud holes, etcetera.

For those willing to potentially scratch up their Hummer EV, it should at least be equal to its diesel and gasoline predecessors when off-road. The e4WD system’s ability to power a single wheel at a time should prove very helpful in slippery conditions, as should its 330 mm (13 inches) of suspension travel, ability to climb 60-percent grades while going forward or reversing, capability of scaling 457 mm (18-inch) vertical obstacles, and skills at fording more than 600 mm (two feet) of water.

Some noteworthy options will include a “multisensory, interactive experience” called Watts To Freedom, which provides special audio from the Bose sound system, plus kinesthetic sensations via the haptic driver’s seat, and visuals through custom displays that show the SUV’s performance mode as “armed and ready.” It’s all customizable in GMC’s My Mode, which lets drivers personalize driving features such as steering and suspension settings, as well as the SUV’s acceleration response and even the sound the motors make.

An Infinity Roof, along with modular Sky Panels come standard, creating the open-air experience chief engineer Oppenheiser described earlier. This will be ideal when trekking through the wild on a sunny day, whether actually enjoying the wilderness or navigating the urban jungle.

The five-occupant SUV should be plenty practical, with its spare tire hanging on a powered side-swinging tailgate that opens up “wider than the vehicle itself.” GMC promises “an unimpeded 48-inch opening” and up to 2,316 litres (81.8 cubic feet) of cargo space when the rear seats are lowered. Additionally, more storage space can be found below the load floor, plus another compartment is integrated within the cargo area’s sidewall.

Speaking of wide, a large 12.3-inch digital gauge cluster gets joined by an even bigger 13.4-inch infotainment touchscreen at centre. Integrated within, the “In-vehicle Energy App” both monitors energy usage and can be used to set up charging schedules, condition the battery temperature, and more.

Tech in mind, a Digital Key lets owners use their smartphone as the key fob, while the SUV’s HD Surround Vision parking camera provides up to 14 camera views. The previously noted UltraVision underbody camera system offers up to 176 camera views, incidentally, plus a bevy of Off-Road Widgets provide performance readouts for off-road driving scenarios such as “ride height and eLocker engagement, compass headings, pitch/roll status,” and more.

All Hummer EV models can also be had with an updated version of Super Cruise, GM’s much-lauded semi-autonomous driver assistance technology that allows for hands-free driving on compatible highways. The updated system even includes new automatic lane changing.

If that wasn’t techie enough, DIY folks and campers will love the new optional Power Station generator that provides 19.2 kW of AC charging/generator functionality for accessories (120V/25A/3kW) and the ability to charge other EVs (240V/25A/6kW).

More detailed option pricing will be available closer to launch, as will the ability to configure the new Hummer EV models online. The SUV’s special Moonshot Green Matte paint will no doubt be on offer, as will a diverse palette of standard and optional metallic colours.

GMC HUMMER EV SUV | EXTRACT MODE | GMC (0:15):

GMC HUMMER EV SUV | “Another Revolution” | GMC (3:30):

GMC HUMMER EV SUV | THE NEXT ALL-ELECTRIC SUPERTRUCK | GMC (1:31):

GMC HUMMER EV SUV | WHAT TWO CAN DO: TEASER SIX | GMC (0:30):

GMC HUMMER EV SUV | ARRIVAL: TEASER FIVE | GMC (0:15):

GMC HUMMER EV SUV | ANTICIPATION: TEASER FOUR | GMC (0:15):

GMC HUMMER EV SUV | WITNESS: TEASER THREE | GMC (0:30):

GMC HUMMER EV SUV | IMAGINE: TEASER TWO | GMC (0:15):

GMC HUMMER EV SUV | COUNTDOWN: TEASER ONE | GMC (0:15):

Story credits: Trevor Hofmann

Photo credits: General Motors

Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website,…

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Porsche Canada reveals 911 updates and pricing for the 2022 model year

The 2022 Porsche 911 GT3 can be yours for $180,300, plus freight and fees.

Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website, and at your local Porsche retailer, after which deliveries will arrive this coming fall.

Additionally, you can already configure each and every 911 body style and trim for the 2022 model year on Porsche’s retail site, with pricing for the base model increasing from $113,000 for the 2021s to $115,000 for 2022s.

The increase is for good reason, being that Porsche has updated the comfort and communications systems in every new 911 model. Porsche connected services have now been expanded thanks to the adaption of the automaker’s newest Porsche Communication Management (PCM), which features a standard 10.9-inch touchscreen integrating a new simplified interface that was inspired by the version initially used in the new Taycan electric. The revised PCM combines entertainment, navigation, comfort and communications systems into one flexible layout boasting numerous personalization options.

Pricing for the updated 2022 Porsche 911 Carrera Cabriolet starts at $129,600, while the Carrera coupe can be had for $115,000, which is $2,000 more than last year’s version.

What’s more, the PCM system update marks a trial period extension for Porsche’s connected services, which has grown to 36 months, from 12 months in previous model year 911s. After the three years are up, connected services is continuable via subscription.

Porsche Connect, which comes as part of the connected services package, integrates a bevy of useful features including Voice Pilot that responds to natural language prompts available by saying, “Hey Porsche.”

Also new, the Navigation Plus system now features real-time traffic information, as well as online map updates, plus a calendar and Radio Plus.

2022 Porsche 911 Turbo S — Porsche’s current fastest model, the 2022 911 Turbo S, can be had for $235,600.

Newly added Android Auto is a first for any new Porsche vehicle, and will be much appreciated by the majority of smartphone users who own Android-powered devices. The new PCM continues to integrate with Apple CarPlay too, via wireless and wired connectivity.

There’s good news for lovers of every music genre too, not to mention those who enjoy talk radio on all types of subject matter, and more, because a three-month trial subscription of SiriusXM satellite radio with 360L is now standard.

Additionally, just like with Taycan, all 2022 911 models can feature direct integration of Apple Music and Apple Podcasts when an Apple service subscription is purchased.

Technology in mind, PDK transmission-equipped 911 Carrera, Targa, and Turbo models can now be upgraded with Remote ParkAssist for 2022, which allows the driver to remotely move the car in or out of a parking space via their smartphone when standing outside.

What’s more, Remote ParkAssist is bundled together with Active Parking Support, controlled via the updated PCM. A new 3D Surround View parking camera is optional as well, as is Rear Cross Traffic Alert with Lane Change Assist.

Over and above the new $115,000 base 911 Carrera, the same coupe body style can be upgraded to AWD-equipped Carrera 4 trim from $123,400, or you can get into a Carrera S for $133,100, and Carrera 4S for $141,500.

2022 Porsche 911 Carrera — All 2022 Porsche 911 models, including this base Carrera, comes with standard Android Auto smartphone connectivity, plus a three-month trial subscription to SiriusXM satellite radio.

The updated 2022 911 Carrera Cabriolet starts at $129,600, while removing the top in AWD guise results in the $138,000 Carrera 4 Cabriolet, with the Carrera S Cabriolet available from $147,700, and Carrera 4S Cabriolet from $156,100.

Porsche’s 911 Targa is a good choice for those wanting the best of both coupe and convertible worlds, with the Targa 4 starting at $138,000, and Targa 4S from $156,100, while a trio of 911 Turbo models have the ability to reach the race car-like levels of performance, with 2022 pricing starting at $198,400 for the Turbo, $213,000 for the Turbo Cabriolet, and $235,600 for the Turbo S.

Lastly, the car Porsche considers “the most focused and agile ‘992’ generation car yet” can only be had in one single trim, but no doubt those lucky enough to get into a new 2022 911 GT3 won’t mind spending its relatively reasonable (for what it can do) $180,300.

CarCostCanada will no doubt update its 911 coverage to include a 2022 Porsche 911 Canada Prices page soon (the info only dropped today), but for the time being the 2021 Porsche 911 Canada Prices page is showing factory leasing and financing rates from zero percent, plus average member savings of $2,250, if you can find one. Learn how CarCostCanada can save you thousands off your next new car purchase, by informing you about the latest manufacturer leasing and financing deals, factory rebates, and always available dealer invoice pricing. Also, make sure to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this valuable information at your fingertips when you need it most.

As noted earlier, the 2022 Porsche 911 is available to order now, with deliveries expected this fall.

Story credits: Trevor Hofmann

Photo credits: Porsche

News & Reviews- Month: April 2021