In Our Garage | The Car Magazine

Considering how important the compact luxury SUV segment is within the entire auto sector, what took you so long Infiniti? Of course, unlike Cadillac that’s just starting to offer its XT4 compact…

In Our Garage

2019 Infiniti QX50 Sensory

Considering how important the compact luxury SUV segment is within the entire auto sector, what took you so long Infiniti?

Of course, unlike Cadillac that’s just starting to offer its XT4 compact SUV now (Alfa Romeo even beat them to the mark with their Stelvio), the QX50 has long been part of Infiniti’s lineup, its previous EX35 nameplate reaching all the way back to 2007 when it arrived as a 2008 model. It was rebadged QX50 in 2013 as part of Infiniti’s Q (car) and QX (SUV) renaming scheme, and received an updated grille and lower fascia for 2015, but this means the FM platform-based crossover soldiered on mostly unchanged for 11 years before the new second-generation 2019 QX50 started rolling out of its Aguascalientes, Mexico production plant a little more than a year ago.

The new QX50 couldn’t be any more different than the outgoing model, from the previous SUV’s rear-wheel drive biased architecture to a totally new front-wheel drive based layout, although take note that all-wheel drive is standard here in Canada. Manufacturers have been moving away from rear-drive platforms due to interior packaging restrictions, something Audi and Acura have known for more than a decade and likely one reason why their compact SUVs continually outsell all opposition.

No doubt Infiniti would love to have similar success, but last year the QX50 was just 12th out of 14 compact luxury SUV entrants, and the latter two were totally new models only available for part of the year. So far 2018 is looking up thanks to this redesign, with sales having surpassed all of 2017 after just nine months, while it’s also passed right on by the Lincoln MKC, Jaguar F-Pace and Land Rover Discovery Sport, almost catching up to the Buick Envision as it’s climbed to ninth overall. It’s entirely possible we’ll see the QX50 in eighth place before the year is out, but now that it’s been in our garage for the better part of a week we think it should be finding even more success than that.

First of all the 2019 QX50 is one great looking SUV. Its front end is especially attractive, positioning Infiniti’s always stylish double-arch grille below a long, elegantly sculpted hood, and flanked by a stunning set of LED headlamps over a clean, sporty lower fascia. Organically shaped panels flow rearward down each side, passing by a nicely detailed chrome engine vent garnish on the upper front fenders, a metal brightwork adorned greenhouse finalizing with Infiniti’s trademark kinked rear quarter windows, and around the back where a particularly appealing rear end design features nicely shaped LED taillights, while a variety of 19- to 20-inch alloy wheels round out the design depending on trim.

The QX50 is available in five trims for 2019, including base Luxe that starts at $44,490, Essential for $48,990, ProActive for $52,990, as-tested Sensory for $56,490, and finally top-line Autograph trim for $57,990. For full pricing of 2019 QX50 trims, packages, and standalone options, plus money saving manufacturer rebate info and otherwise hard to get dealer invoice pricing that could help you save even more, make sure to visit CarCostCanada.

Along with AWD, even base Luxe trim comes well equipped with 19-inch alloys on 235/55 all-season run-flat tires, LED high/low beam headlights, LED signature daytime running lights, LED fog lamps, LED integrated turn signals on outside mirror housings, LED taillights, chrome-accented exterior door handles, dual chrome exhaust tips, remote engine start, proximity-sensing keyless access with pushbutton ignition, drive mode selector with standard, eco, sport, and personal settings, Infiniti’s InTouch dual display infotainment system featuring an 8.0-inch monitor on top and a 7.0-inch touchscreen below that, InTouch safety, security and convenience services, dual-zone automatic climate control, a powered panoramic glass sunroof including a powered sunshade, a powered liftgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, and more.

Moving up to Essential trim adds a number of items you might want on your must-have list such as rain-sensing wipers, front and rear parking sensors, reverse tilting side mirrors, Infiniti’s 360-surround Around View parking monitor with moving object detection, navigation with detailed mapping, tri-zone automatic climate control with rear controls, leather upholstery, a powered tilt and telescopic steering column, plus memory for that steering wheel as well as for the front seats and side mirrors.

ProActive trim is for those who consider advanced safety and convenience essential, as it includes automatic high beams, adaptive cruise control with full speed range and hold, distance control assist, lane departure warning and prevention, blindspot intervention, rear cross-traffic alert, backup collision intervention, steering assist, ProPilot Assist semi-autonomous self driving, Infiniti’s exclusive steer-by-wire Direct Adaptive Steering system (a first for an Infiniti SUV), a head-up display, and a 16-speaker Bose Premium Series audio upgrade.

As the name implies Sensory is more about creature comforts, and while including everything already mentioned also adds 20-inch dark tinted alloys on 255/45 all-season run-flat tires, unique cube design LED high/low beam headlamps with adaptive cornering capability, extended interior ambient lighting, advanced climate control, natural open-pore maple wood inlays, ultrasuede A- and B-pillars plus an ultrasuede headliner, beautiful black ultrasuede upper instrument panel trim, door uppers, and centre console lid accents for Graphite black-trimmed interiors, while Wheat beige interiors receive leatherette accents, premium-grade semi-aniline leather upholstery, ventilated front seats, two-way front passenger powered lumbar support, rear side window sunshades, a motion activated liftgate, and metallic cargo area finishers.

Autograph trim moves up the luxury while offering something even more individually bespoke looking, thanks to special blue ultrasuede accents replacing the black found in the Sensory model, plus white used for much of the instrument panel, centre console sides, door inserts and seats, the centre inserts of the latter featuring diamond-quilted semi-aniline leather, plus blue piping between the white leather and blue ultrasuede.

On a more practical note, the new QX50 is quieter than the outgoing model thanks to active engine mounts plus acoustic windshield and side window glass, while it’s also much roomier, especially when for rear passengers that now enjoy considerably more leg and headroom. In fact, Infiniti claims its rear seat space is greater than the best-selling Audi Q5 and BMW’s X3, while those back seats now slide fore and aft for more cargo space or better legroom respectively, the former growing by a substantive 368 litres to 895 behind the 60/40 split-folding rear seats, even when they’re pushed all the way backward, while sliding the rear bench as far forward as possible adds another 153 litres of gear toting capacity for a total volume of 1,048 litres when both rows are occupied. Lay the second-row seatbacks flat and cargo space expands to 1,822 litres.

As for performance, previously noted standard features like the 19- and 20-inch wheels, Intelligent AWD, and the various driving modes, as well as standard vehicle-speed-sensitive power steering or available Direct Adaptive Steering, combine with a fully independent front strut and rear multi-link suspension setup, standard Active Trace Control that autonomously adds brake pressure mid-corner to help maintain a chosen lane, plus one of the more advanced four-cylinder engine designs available today.

In fact, WardsAuto just added the QX50’s new VC-Turbo to its 2019 model year 10 Best Engines list, which is nothing new for Infiniti that’s long had one of its V6 mills honoured likewise, the latest being the Q50/Q60’s 3.0-litre twin-turbo VR V6, with previous generation 3.7- and 3.5-litre engines awarded as well. The 2.0-litre four-cylinder VC-Turbo is the world’s first production variable compression ratio engine, a technology that took Infiniti’s engineering team four years to develop. It features special connecting rods between its pistons and crankshaft that vary the compression of the fuel and air mixture, less for increasing power output when needed and more during lower loads like cruising and coasting for improving fuel efficiency.

The result equals 268 horsepower and 280 lb-ft of torque while fuel economy is closer to a 2.0-litre diesel four than anything gasoline-powered with similar performance. Combined with a new shift-by-wire continuously variable transmission (CVT) featuring manual shift mode, steering wheel paddles, Downshift Rev Matching, and dual transmission fluid coolers, Infiniti claims the new QX50 is 30-percent more efficient than the outgoing model, which was five-cycle rated at 13.7 L/100km city, 9.8 highway and 11.9 combined compared to 10.0 city, 7.8 highway and 9.0 combined for the new powertrain. Even with today’s fuel prices dropping along with the price of oil, every little bit counts when also factoring in our fragile economy that’s following that downward trajectory plus our currency’s never-ending devaluation through central bank managed inflation and other budget-busting price hikes.

How does it all work in the real world? I’ll tell all in my upcoming road test review, plus offer my driving dynamics critique, comment on interior quality, fit, finish and features, etcetera. Make sure to come back for the full review soon, and while you’re waiting take the opportunity to enjoy all the photos in the comprehensive gallery above…

It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and…

In Our Garage

2019 Subaru WRX Sport-tech RS

2019 Subaru WRX STI Sport-tech — Subaru’s updated 2019 WRX doesn’t change anything in the way of styling from last year, unless by styling we’re talking about the graphics within its new infotainment touchscreen. (Photo: Karen Tuggay, Canadian Auto Press)

It only seems like we reviewed the 2018 WRX yesterday and all of a sudden the 2019 version is back in our garage, while once again our tester is equipped with its standard six-speed manual gearbox and gussied up in near top-line Sport-tech RS trim. Subaru even doused its sheetmetal in the same World Rally Blue Pearl paint, a personal favourite for its vibrant hue as well as its historic motorsport pedigree.

Why a near identical WRX within a year? Because Subaru has changed up what is becoming one of the most important features in any new vehicle, its infotainment system. Most notable are completely new graphics that we think are much more attractive. They’re highlighted by colourful smartphone/tablet-style candy drop digital buttons on a night sky-like blue 3D background, while Apple CarPlay and Android Auto phone integration are now part of both base and top-tier systems. Our tester features the latter, the touchscreen still measuring 7.0 inches diagonally for a half-inch gain over the base display, and once again getting touch-sensitive quick access buttons down each side, which include Home, Map and Apps to the left and Info just above two sets of track seeking arrows on the right. Of course, we’ll go into more detail as part of the forthcoming road test review, but suffice to say it also includes near-field communication (NFC) for faster phone connectivity, a Micro SD card slot, HD radio, new glossy black topped audio knobs, navigation, a rearview camera with dynamic guidelines, and more.

The rest of this WRX Sport-tech RS and its non-STI compatriots remain unchanged, which means it still features last year’s styling updates, chassis tweaks, and various refinements, not to mention its new safety features and single modified drivetrain component. What are we talking about?

Last year Subaru reworked the front grille and bumper design, as well as the interior door trim, while the driver received a revised electroluminescent primary gauge cluster with a high-resolution colour TFT centre display. The 5.9-inch colour multi-information dash-top display got a graphics redo too, and it’s stunning. Additionally, rear passengers received a fold-down centre armrest with integrated cupholders, while all occupants benefited from reduced interior noise, a retuned suspension, and a stronger battery.

Styling specifics included a totally refreshed grille featuring new blackened borders and a black mesh insert, as well as a racing-spec-style multi-component lower front fascia with a matte black centre vent, not to mention larger reshaped matte black fog lamp bezels, while the entire package now rolls on an assortment of new dark alloy wheels depending on trim.

Base and Sport models were fitted with gunmetal grey-painted 15-spoke 17-inch alloys on 235/45 Dunlop SP Sport Maxx RT rubber, while as-tested Sport-tech trim received a larger set of twinned five-spoke 18-inch cast aluminum wheels on the same Dunlops measuring 245/40 front and rear, all of which carries over to 2019.

Likewise the massive hood scoop, coke-bottle fenders with integrated engine vents bearing chromed “WRX” appliques, subtle rear deck lip spoiler, and race-inspired matte black rear diffuser with quad chromed tailpipes were pulled forward into 2018 intact, and remain the same this year.

Also carryover, the non-STI WRX variants once again get Subaru’s 2.0-litre direct-injection twin-scroll turbocharged boxer four, making a considerable 268-horsepower and 258 lb-ft of torque. Of course the brand’s legendary Symmetrical-AWD comes standard, while connecting engine to driveline is a standard six-speed manual or optional Sport Lineartronic continuously variable transmission with steering wheel paddles, plus quick-shifting six- and eight-speed manual modes and Subaru Intelligent Drive (SI-DRIVE). Some will find it hard to accept the words WRX and CVT being used in the same sentence let alone within the same car, but after testing it in 2017 we were impressed. More important to WRX purists, the manual gearbox received a new shift lever along with improved shifter and clutch feel last year, so we’ll once again report on this in the upcoming review.

2019 Subaru WRX Sport-tech RS — Previous WRX STI interiors were all business, but Sport-tech trim adds a level of luxury never available before the 2018 refresh. (Photo: Karen Tuggay, Canadian Auto Press)

The WRX is quite efficient despite its potent performance with a claimed rating of 12.6 L/100km in the city, 9.6 on the highway and 11.2 combined when mated to its standard manual gearbox, or 11.3 city, 8.5 highway and 10.0 combined with the CVT, these numbers unchanged from last year.

Straight-line performance is identical to the 2018 model too, with the manual still capable of 5.4 seconds from standstill to 100km/h, and the automatic good for 5.9 seconds, whereas the CVT actually beats the manual’s 232-km/h top speed by 8 km/h for a nice round total of 240.

Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight is the most expensive WRX combination at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.

Something WRX fans of all stripes will appreciate is no changes in pricing from 2018 to 2019, meaning the base WRX continues forward with an MSRP of just $29,995, while Sport trim is priced at $33,195 and the Sport-tech at $36,495, the latter available with the as-tested manual-only RS package that was new last year and once again pulled into 2019 for an extra $2,300. Alternatively, last year’s new $1,300 EyeSight upgrade remains solely available with the CVT, while that autobox adds $1,300 no matter which trim you choose it in. More powerful STI models excluded, the WRX Sport-tech with EyeSight was the most expensive WRX combination last year at $39,095 plus freight and fees, whereas my Sport-tech RS tester started at $38,795.

Second-most expensive? Yes, for 2019 Subaru has combined some of the STI’s styling features with regular WRX running gear in a new $40,995 雷雨 Raiu Edition that only comes in an exclusive Cool Grey Khaki colour. Its just noted STI-style exterior detailing includes a sharper front lip spoiler, extended side skirts and a large wing spoiler, plus 19-inch alloys framing the STI’s yellow-painted Brembo six-pot front and two-pot rear brake calipers over ventilated and cross-drilled rotors. Additional 雷雨 Raiu Edition features include the Subaru Rear/Side Vehicle Detection System (SRVD) featuring blindspot monitoring with rear cross-traffic alert and lane change assist, a powered moonroof, a 10-way powered driver’s seat including powered lumbar support, and red seatbelts throughout.

Incidentally, we sourced all trim, package and option pricing at CarCostCanada, where you’ll also find information about available rebates and otherwise hard to find dealer invoice pricing that could save you thousands.

Last year I posed the WRX Sport-tech with EyeSight as the safest compact in its class, and I still feel the same thanks to its superb handling that allows for near unparalleled accident avoidance no matter the road or trail surface condition, this of course aided by its aforementioned all-wheel drivetrain with active torque vectoring, while it also gets multi-mode vehicle dynamics control, plus a full slate of standard active and passive safety features. For Subie fans that are more safety- and convenience-oriented than purely out for performance, the just noted EyeSight package adds automatic high beams, adaptive cruise control, lead vehicle start alert, pre-collision braking, pre-collision brake assist, pre-collision throttle management, reverse automatic braking, lane departure warning, lane sway warning, and lane keeping assist. So equipped the WRX earns a best-possible IIHS Top Safety Pick Plus rating.

2019 S2019 Subaru WRX Sport-tech RS ubaru WRX STI Sport-tech — These luxuriously upholstered Recaro sport seats feature leather and microsuede. (Photo: Karen Tuggay, Canadian Auto Press)

As for the WRX Sport-tech RS on this page, uprated Jurid brake pads clamp down on a standard set of 316 mm front and 286 mm rear rotors via red brake calipers, while the interior gets luxurious black and red partial-leather/ultrasuede upholstery, the driver’s perch downgraded from 10-way power to just eight adjustments due to much more inherently supportive Recaro sport seats.

Additionally, my tester’s Sport-tech trim added proximity-sensing keyless access with pushbutton ignition, the larger 7.0-inch touchscreen filled with updated system graphics noted earlier, Subaru’s StarLink app, additional apps such as Yelp, Best Parking, Glympse, plus SiriusXM Traffic and Travel Link with weather, sports and stock market info, as well as a 320-watt nine-speaker Harman/Kardon audio system with two USB ports.

Features pulled up from Sport trim include wiper-integrated automatic LED headlights with new steering-responsive cornering, LED fog lamps, LED turn signals integrated into the side mirror caps, welcome lighting, a rear deck lid spoiler, a 10-way powered driver’s seat, a powered glass sunroof, and the aforementioned SRVD blindspot safety upgrade.

Lastly, features pulled up to Sport-tech trim from the base model include a quad-tipped high-performance exhaust system, integrated roof rack brackets, a windshield wiper de-icer, a leather-wrapped and red-stitched multifunction flat-bottom sport steering wheel, single-zone automatic climate control, heatable front seats, StarLink smartphone integration (including Aha radio), a backup camera, AM/FM/CD/MP3/WMA radio, satellite radio, Bluetooth phone connectivity with audio streaming, aux and USB ports, voice activation, and more.

We’ll be deep diving into the upgraded 7.0-inch infotainment system in our upcoming review, as this is the big change for 2019, while of course you’ll get all of the seat-of-the-pants action too. Until then, enjoy our full photo set above…

With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup. That’s…

In Our Garage

2019 Hyundai Veloster Turbo Tech

With the Genesis Coupe now long gone, and Genesis itself becoming a standalone luxury brand, this completely redesigned 2019 Veloster becomes the only dedicated sports model in Hyundai’s lineup.

That’s a pretty heavy weight for this little front-drive compact to carry, but it continues to walk with a swagger of confidence thanks to truly unique styling that preserves the original model’s unorthodox hatchback shape and its most identifiable feature, the long driver’s door that makes it look like a regular sports coupe from one side, and the extra rear passenger’s side door that allows easier access to the back seats.

Yet there’s no way you’ll mistake the Veloster for a compact sedan or even a regular hatchback when one whizzes by, its third door sneakily hiding its handle in the rearmost section of the side glass surround as if doubling as a tiny quarter window, while the car’s general shape is much longer, lower and leaner, and its rear liftback design much more vertical and dramatically styled than the average compact commuter car.

Of course, other than providing plenty of room up front and a fairly accommodating rear passenger compartment the Veloster is anything but the compact class average, yet its much more practical design makes it one of the more pragmatic choices amongst compact sports coupes, albeit this list has been dwindling in recent years and now disparate at best with only the Honda Civic Coupe available in three regular trims plus the sportier Si, plus the rear-wheel drive Subaru BRZ and Toyota 86 twins, and finally the soon to be discontinued VW Beetle. Certainly there are other sporty four- and five-door compacts from the legendary VW GTI/Golf R and Subaru WRX/STI to Ford’s Fiesta and Focus ST and RS models, the latter blue ovals already slated for cancellation, while a handful of mainstream volume brands still off larger performance cars, but the days of compact sport coupes seem numbered.

Reason enough for the Veloster to break the rules with its three-door body style (or four-door if you include the hatch), but rest assured its underpinnings are comparatively straightforward. It comes standard with a 2.0-litre base four-cylinder engine good for 147 horsepower and 132 lb-ft of torque, which drives the front wheels through a standard six-speed manual or optional six-speed automatic, whereas the Veloster Turbo model in our garage this week is 400 cubic centimetres smaller a just 1.6 litres yet puts out a much more energetic 201 horsepower and 195 lb-ft of torque. It still drives the front wheels through a standard six-speed manual gearbox, but those wanting automation can option up to a quick-shifting seven-speed dual-clutch gearbox with paddle shifters on the steering wheel.

Our tester includes the manual as we’d prefer if it were staying with us longer than a week, plus it also gets a $3,000 available Turbo Tech package featuring a powered head-up display system with a Sport mode function, rain-sensing wipers, rear parking sensors, automatic climate control with an auto defogger, a larger 8.0-inch infotainment touchscreen with integrated navigation, eight-speaker Infinity audio with an external amplifier, leather upholstery, and two-way powered driver seat lumbar support.

Another $500 provides an upgrade to the Performance package that adds unique 18-inch alloy wheels on 225/40 Michelin Pilot summer-performance tires, while all of the above was added to a Veloster Turbo that already comes standard with LED headlights, LED side mirror turn signal repeaters, LED taillights, a unique grille and extended side sills, proximity-sensing keyless access with pushbutton ignition, a 4.2-inch TFT multi-information display replacing a more conventional 3.5-inch trip computer within the gauge cluster, a powered glass sunroof, silver vent rings, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, and more.

Of course, Turbo trim pulls up plenty of features from the base model mentioned earlier, including auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors, remote entry, a leather-wrapped heatable multifunction steering wheel, a tilt and telescopic steering column, cruise control, power windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Apple CarPlay and Android Auto, a rearview camera with dynamic guidelines, six-speaker audio, Bluetooth hands-free phone connectivity with audio streaming, a leather-wrapped shift knob, heated front seats, manual six-way driver and four-way front passenger seat adjustments, blindspot detection with rear cross-traffic alert, all the expected active and passive safety features, plus more.

Before moving on from trims and features, Hyundai now offers the even more capable Veloster N for 2019, boasting a 2.0-litre turbocharged four-cylinder good for a meaty 275 horsepower and 260 lb-ft of torque. It comes standard with a six-speed manual transmission featuring downshift rev-matching, an electronically controlled limited slip differential for getting power down to the road, an electronically controlled suspension attached to unique 19-inch alloy wheels on 235/35 Pirelli summer-performance tires for maximizing lateral grip, Normal, Sport, N and Custom drive mode selections, a driver-adjustable active exhaust system, and more.

This $34,999 model gets unique styling details including some red paintwork along its lower extremities and the option of Chalk White, Phantom Black and exclusive Performance Blue (more of a baby blue) exterior colours, plus inside it features blue-stitched N exclusive cloth sport seats and other upgrades.

Base Veloster and Veloster Turbo trims are much more affordable, the former starting at just $20,999 plus freight and fees, and the latter for only $25,899. You can add the conventional automatic to the base model for another $1,300, whereas the more performance-oriented dual-clutch automated gearbox ups the Turbo’s price by $1,500. This meant my almost fully featured test model came to $29,399, just shy of a fully loaded Veloster Turbo Tech DCT’s $30,399 list price. To get full 2019 Veloster pricing details include models, trims and options, not to mention detailed rebate info and dealer invoice pricing that could save you thousands, make sure to check out CarCostCanada.

A standard 2019 Veloster upgrade that deserves the most attention of all is a change from a torsion beam rear suspension design to a new independent multi-link setup, which should theoretically improve comfort as well as high-speed stability over uneven road surfaces. We’ll be sure to cover this and plenty more in our upcoming road test review, but until it gets published make sure to check out our comprehensive photo gallery above…

Lexus is in the unique position of offering the North American luxury market two premium sedans nearly identical in size and more or less the same shape, within an auto sector that’s shunning four-door…

In Our Garage

2019 Lexus ES 300h

Lexus is in the unique position of offering the North American luxury market two premium sedans nearly identical in size and more or less the same shape, within an auto sector that’s shunning four-door three-box designs faster than you can say SUV.

Rather than nix at least one of them like so many of its rivals are doing, the preeminent Japanese luxury brand soldiers into 2019 with the sportier and more upscale GS 350 AWD, unchanged since 2015, and the ES 350 and ES 300h hybrid completely redesigned for its seventh generation, this latter set of models hot on the heels of the all-new fifth-generation Toyota Avalon that shares underpinnings.

No matter whether trimmed out as a base ES 350, upgraded with more athletic ES 350 F Sport duds, or delivered in classy as-tested ES 300h guise, Lexus’ front-drive four-door now adds an entirely new level of visual drama to its outward design. Its trademark spindle grille is larger and considerably more expressive, its origami-inspired LED headlight clusters more complex with sharper edges, its side profile longer and sleeker with a more pronounced front overhang and a swoopier sweep to its C pillars that now taper downward over a shorter, taller trunk lid, while its rear end styling is more aggressively penned due to a much bigger crescent-shaped spoiler that hovers above expansive triangular wrap-around LED taillights.

The overall design toys with the mind, initially flowing smoothly from the grille rearward, overtop the hood and down each sculpted side, but then it culminates into a clamor of dissonant creases, folds and cutlines at back. Still, it comes together quite well overall, and certainly won’t conjure any of the model’s previous criticisms about yawn-inducing styling.

Similar can be said of the interior, but instead of sharp edges the cabin combines myriad horizontal planes and softer angles with higher-grade materials than the outgoing ES, not to mention a few design details pulled from the LFA supercar, particularly the black knurled metal pods hanging off each side of the primary instrument hood, the left one for turning off the traction control, and the knob to the right for scrolling between Normal, Eco and Sport modes.

Between those unorthodox pods is a standard digital gauge cluster that once again was inspired by the LFA supercar and plenty of lesser Lexus road cars since, while the infotainment display at dash central measures a minimum of 8.0 inches up to a sizeable 12.3 inches, yet both look even larger due to all the extra black glass bordering each side, the left portion hiding a classic LED-backlit analogue clock underneath.

Better yet, when opting for the as-tested ES 300h hybrid the infotainment interface now comes standard with Apple CarPlay for those who’d rather not integrate their smartphone via Lexus’ proprietary Enform system. This said Enform is arguably more comprehensive and easier to use than Android Auto, which is not included anyway, while standard Enform 2.0 apps include info on fuel prices, traffic incidents, weather, sports, and stocks, plus it’s also bundled with Scout GPS Link, Slacker, Yelp, and more.

The 2019 ES 300h also gets an updated Remote Touch Interface trackpad controller on the lower console, which allows gesture controls like tap, pinch and swipe, while other standard features include 17-inch alloy wheels, Bi-LED headlamps, LED taillights, proximity-sensing keyless access with pushbutton ignition, a leather-wrapped steering wheel, rain-sensing wipers, an auto-dimming rearview mirror, a rearview camera with dynamic guidelines, 10-speaker audio with satellite radio, a deodorizing, dust and pollen filtered dual-zone automatic climate control system, 10-way powered front seats with both three-way heat and ventilation, NuLuxe breathable leatherette upholstery, all the usual active and passive safety equipment including 10 airbags, plus much more.

Safety in mind, the new ES 300h comes standard with the Lexus Safety System+ 2.0 that features an autonomous emergency braking pre-collision system with pedestrian and bicycle detection, plus lane departure alert with steering assist and road edge detection, new Lane Tracing Assist (LTA) automated lane guidance, automatic high beams, and full-speed range adaptive cruise control, all for just $47,000 plus freight and fees, which is only $2,000 more than the conventionally powered base ES 350.

The aforementioned 12.3-inch infotainment display comes as part of an optional $3,800 Premium package that also adds blindspot monitoring with rear cross-traffic alert, reverse tilting side mirrors, front and rear parking sensors, a heatable steering wheel, front seat and side mirror memory, navigation with extremely detailed mapping, and Enform Destination Assist that provides 24/7 live assistance for finding destinations or points of interest.

Alternatively you can opt for the even more comprehensive $10,600 Luxury package that combines everything from the Premium package with 18-inch alloy wheels, Tri-LED headlamps, Qi-compatible wireless smartphone charging, full leather upholstery, and a powered rear window sunshade.

Instead, the as-tested $14,500 Ultra Luxury package builds on the Luxury package with unique 18-inch noise reduction alloy wheels, ambient interior lighting, a 10-inch head-up display, a 360-degree surround parking monitor, 17-speaker Mark Levinson premium audio, softer semi-aniline leather upholstery, rear door sunshades, and a touch-free gesture control powered trunk lid.

By the way, to get all 2019 Lexus ES 350 and ES 300h pricing details including trims, package and options, plus important rebate information and dealer invoice pricing that could save you thousands, be sure to visit CarCostCanada.

Needless to say this $61,500 model is the most luxuriously equipped Lexus ES 300h to date, but you’ll need to wait for our full road test review to find out just how nice it is inside, plus how its upgraded Hybrid Synergy Drive power unit performs compared to the outgoing version, whether its fancy Sport mode does anything worth talking about, if its fully independent suspension is sportier than the old ES 300h’s setup, let alone as comfortable, and if its fuel economy is any thriftier. Of course, we won’t hold back our criticisms, so make sure to come back soon for our full review…

Toyota redesigned the Highlander for the 2014 model year, giving it much more character and impressive refinement inside, while upping the maximum seat count from seven to eight, and then after just three…

In Our Garage

2019 Toyota Highlander Hybrid Limited

Toyota redesigned the Highlander for the 2014 model year, giving it much more character and impressive refinement inside, while upping the maximum seat count from seven to eight, and then after just three years they replaced the simpler truck-inspired front grille and fascia for a ritzier chromed up look that certainly hasn’t hurt sales.

Its popularity within its mid-size crossover SUV segment grew from eighth in the 2016 calendar year, when the updated model was introduced, to seventh the following year, while after three quarters of 2018 it’s risen to fifth overall and just third amongst its dedicated three-row peers.

Obviously Toyota sees no reason to change much for 2019, so the full-load Limited model in our garage this week only gets a nice new set of LED fog lamps. This is true for both the conventionally powered model and our Highlander Hybrid tester, the latter being the only mid-size SUV within the mainstream volume sector to be offered with a hybrid-electric powertrain.

Think about that for a moment. SUVs are taking over the entire automotive market, and electrification is supposedly our future, but only Toyota offers a hybridized mid-size SUV. Like so many things in life, this doesn’t make a lot of sense. Kudos to Toyota, mind you, that’s been leading the way for more than a dozen years.

Hybridization means Toyota swaps out its standard 295-horsepower 3.5-litre V6 for the same engine running on a more efficient Atkinson cycle, which when mated to two permanent magnet synchronous electric motors, one for driving the front wheels and the other for those in the rear, plus a sealed nickel-metal hydride (Ni-MH) traction battery, results in 306 horsepower and an undisclosed amount of torque that’s no doubt more than the 263 lb-ft provided by the gasoline-only variant.

Additionally, the regular Highlander’s advanced eight-speed automatic is replaced by an electronically controlled continuously variable transmission (ECVT) with stepped ratios to mimic the feel of a traditional gearbox, plus a sequential shift mode for getting sporty or merely downshifting while engine-braking, and as sure as rain (or should I say snow this time of year) its aforementioned all-wheel drivetrain takes care of slippery situations.

At $50,950 plus freight and fees the 2019 Highlander Hybrid doesn’t come cheap in base XLE trim, while this upgraded full-load Limited model hits the road for a whopping $57,260, but then again a similarly optioned 2019 Chevrolet Traverse High Country comes in at an even loftier $60,100, and the only slightly nicer 2019 Buick Enclave Avenir will set you back a stratospheric $62,100, and they don’t even offer hybrid drivetrains, so maybe the Highlander Hybrid Limited isn’t so pricy after all.

By the way, check out CarCostCanada for detailed pricing of trims, packages and options, plus money saving rebate info and dealer invoice pricing that could save you thousands, whether purchasing the new 2019 Highlander, 2019 Chevy Traverse, 2019 Buick Enclave, or any other mid-size crossover SUV.

I’ll go into much more detail in my upcoming 2019 Highlander Hybrid Limited review, so for now enjoy our comprehensive photo gallery above and be sure to come back soon for my full road test…

Most everyone expected Toyota to enter the subcompact SUV segment at some point, but showing up with a sportier, smaller than average entry, and therefore putting styling ahead of practicality was surprising…

In Our Garage

2019 Toyota C-HR Limited

Most everyone expected Toyota to enter the subcompact SUV segment at some point, but showing up with a sportier, smaller than average entry, and therefore putting styling ahead of practicality was surprising to all.

After all, the segment sales leaders make it clear that passenger/cargo roominess and flexibility is king, with models like the Honda HR-V, Kia Soul, Mazda CX-3 and Subaru Crosstrek dominating up until this year, and newcomers like the Nissan Qashqai and Hyundai Kona finding strong sales due to their pragmatic approach and more. It’s as if the new C-HR picked up where the now discontinued Nissan Juke left off (that latter SUV replaced by the new Kicks), albeit without the Juke’s stellar performance.

C-HR sales haven’t exactly been abysmal, that dejected title belonging to the Fiat 500X that only managed 69 sales over the first nine months of 2018 (with 548 Canadian sales for the entire brand so far this year, Fiat’s days are likely numbered in the North American markets), while Jeep’s Renegade hasn’t been tearing up the sales charts either with just 1,000 units down the road, but the C-HR’s 5,188 deliveries (placing it eighth out of 13 models that have been available all year) are nowhere near as strong as the new Hyundai Kona’s 10,852 units (and it’s only been available since March), while the aforementioned Qashqai has been killing it with 14,755 sold as of the close of Q3 2018. Crosstrek deliveries remain strong at 11,147 units over the same nine months, while the CX-3 was at 10,207 sales, the Soul at 9,226, and the long-in-tooth HR-V at 8,155 deliveries (a refreshed 2019 HR-V should help matters moving forward). Should we call the C-HR a rare sales dud from Toyota? The Japanese brand certainly appears to have missed the mark, but that doesn’t mean it’s a poor choice for those who don’t need as much interior space.

In fact the new C-HR, now in its second model year after arriving on the scene in May of 2017, is quite a nice subcompact SUV. I won’t go into just how nice in this garage segment of this 2019 C-HR Limited version, but suffice to say it combines mostly comfortable cruising with the majority of its peers’ high-level features, reasonably good performance and excellent fuel economy.

The 2019 C-HR gets some significant changes that should help it find more buyers, starting with a new base LE trim level that chops over a $1,000 from the 2018 model’s base price. Still, $23,675 is hardly as affordable as some of the sales leaders mentioned earlier, the Qashqai still only available in 2018 trim yet its 2019 counterpart shouldn’t sell for much more than its current $19,998 base price despite the new Nissan Kicks arriving as the segment’s best bargain at just $17,998. Another factor against the C-HR’s success is the fact you can get into the much larger and more accommodating Nissan Rogue for about $3k more than the base C-HR, while the all-new 2019 RAV4 starts at just $27,790 (find new vehicle pricing for all makes and models including the C-HR and RAV4 at CarCostCanada, with detailed info on trims, packages and options, plus otherwise hard to get rebate info and dealer invoice pricing that could save you thousands).

That base C-HR LE gets Toyota’s new Entune 3.0 infotainment system, which now utilizes a larger 8.0-inch touchscreen and supports Apple CarPlay smartphone integration (if you can’t beat ‘em, join ‘em). Even better, the new display now incorporates the C-HR’s backup camera, which instead was fitted within the rearview mirror in last year’s model and therefore ruddy useless.

Entune also includes the ability to link a Scout GPS smartphone app to the centre display for navigation purposes, plus Entune App Suite Connect that features separate apps for traffic, weather, Slacker, Yelp, sports, stocks, fuel and NPR One, although I don’t know how the latter U.S.-specific National Public Radio station will do anyone in Canada much good.

Additional base features worth noting include automatic high beam headlights, adaptive cruise control, remote access, an acoustic glass windshield, auto up/down powered windows all around, a leather-wrapped shift knob, a 4.2-inch TFT multi-information display within the gauge cluster, an auto-dimming rearview mirror, illuminated vanity mirrors, dual-zone auto climate control, six-speaker audio, piano black lacquered instrument panel trim, fabric upholstery, front sport seats, 60/40-split rear seatbacks, a cargo cover, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, all the usual active and passive safety features including a driver’s knee airbag and rear side thorax airbags, plus more.

Last year’s sole XLE trim level is mostly carryover for 2019 other than its higher $25,725 price and new Entune 3.0 Audio Plus that features the larger touchscreen while including automatic collision notification, a stolen vehicle locator, an emergency assistance SOS button, and enhanced roadside assistance, with additional features including 17-inch alloy wheels, a leather-wrapped steering wheel rim, upgraded cloth upholstery, heatable front seats, and two-way powered lumbar support for the driver’s seat.

The $27,325 XLE Premium package adds 18-inch alloys, proximity-sensing access with pushbutton ignition, heated power-folding side mirrors with puddle lamps, blindspot monitoring with rear cross traffic alert, and lane change assist.

Also new for 2019 is as-tested $28,775 top-line Limited trim that adds rain-sensing wipers, a handy windshield wiper de-icer, ambient interior lighting, and leather upholstery in black or brown.

While two new trim levels and upgraded infotainment are improvements over last year’s C-HR, the sole 2.0-litre four-cylinder engine might leave some potential buyers (especially those coming out of the aforementioned Juke) feeling like its performance doesn’t measure up to its sporty exterior design due to just 144 horsepower and 139 lb-ft of torque, a continuously variable transmission (CVT) with a focus on fuel economy, and no all-wheel drive option, front-drive being the only driveline configuration available.

Then again, if you’re looking for a sporty looking SUV with good fuel economy the C-HR’s claimed 8.7 L/100km city, 7.5 highway and 8.2 combined rating might be just what your inflation deflated personal budget requires.

I’ll talk more about real-world fuel economy and seat-of-the-pants driving dynamics in my upcoming road test review, and of course ramble on ad nauseum about driver’s seat ergonomics, rear seat spaciousness and comfort, storage space, and new Entune 3.0 infotainment, plus I’ll go on at length regarding the touchy-feely points of this Limited model’s interior quality, so make sure to come back for the full 2019 Toyota C-HR Limited review…

Mazda is in a unique branding position, in that it’s wholly independent and therefore able to offer more for the money than some of its rivals. What do I mean? Most of Mazda’s rivals offer a higher…

In Our Garage

2019 Mazda CX-9 Signature

Mazda is in a unique branding position, in that it’s wholly independent and therefore able to offer more for the money than some of its rivals.

What do I mean? Most of Mazda’s rivals offer a higher priced premium brand for owners to gravitate to when they might otherwise feel the inclination to move up to a BMW or Mercedes-Benz, and therefore they won’t allow their mainstream volume models to wander too far upmarket in design or finishings so as not to interfere with this hierarchal brand strategy, but Mazda has no such constraints, so therefore its cars and SUVs are often a cut above their rivals.

Take the 2019 CX-9 mid-size crossover SUV I’m driving this week. It looks like it could’ve rolled off the assembly line of a luxury manufacturer thanks to a big, stylish satin-silver grille with special night illumination that wraps around its lower half, full LED headlamps with auto high beams, adaptive cornering capability and auto self-leveling, a beautifully aerodynamic lower front fascia with integrated LED fog lamps, stunning 20-inch light grey high lustre alloy wheels wrapped in 255/50R20 all-season tires, tastefully applied satin-chrome trim all-round, and a great deal more on the outside.

That said it’s the CX-9 Signature’s interior that really makes occupants feel pampered, much thanks to a two-tone brown and black motif that includes soft Nappa leather upholstery with beautifully detailed stitching, genuine Santos Rosewood trim on the centre console and doors, aluminum dash and upper door panel inlays, satin-chrome interior switchgear, loads of soft-touch surfacing throughout, fabric-wrapped front roof pillars, LED overhead and ambient lighting, plus more, while areas not seen are stuffed full of sound-deadening insulation, the windshield and front windows are made from noise-isolating glass, and plenty of additional refinements to the body shell, steering and suspension systems make everything from the way its doors close to the CX-9’s overall driving dynamics feel as if it were a luxury-branded SUV, while providing a much quieter interior.

The driver and passengers alike will be comforted in other ways too, for instance in the knowledge that the CX-9 Signature is one of the most advanced vehicles on the road when it comes to advanced driver assistance and safety systems, with all the usual active and passive safety features complemented by adaptive cruise control with stop and go, forward obstruction warning, Smart Brake Support and Smart City Brake Support autonomous emergency braking with pedestrian detection, advanced blind spot monitoring, rear cross traffic alert, lane departure warning, lane keeping assist, traffic sign recognition, new seatbelt reminders on the second- and third-row seats, and more.

The CX-9 Signature offers an impressive assortment of electronics too, such as a head-up display that projects key information onto the windshield ahead of the driver for easy viewing, a 7.0-inch colour TFT display within the primary gauge cluster, an 8.0-inch tablet-style infotainment touchscreen on the dash top with new Apple CarPlay and Android Auto smartphone integration, new SiriusXM Traffic Plus and Travel Link data services with information on real-time traffic, weather conditions, fuel prices, and sports scores, a new four-camera 360-degree surround parking camera with a bird’s-eye overhead view, navigation with detailed mapping, 12-speaker Bose audio with Centerpoint surround and AudioPilot noise compensation technologies, plus SurroundStage signal processing, satellite and HD radio, voice activation, Bluetooth phone connectivity and audio streaming, text message reading and response capability, plus much more for just $51,500, which is superb value when comparing to luxury branded crossover SUVs with similar equipment (check out all 2019 Mazda CX-9 trims and pricing at CarCostCanada, plus make sure to learn about any available rebates and save even more by getting the 2019 CX-9’s dealer invoice pricing).

Other features that provide CX-9 Signature owners with a premium-branded experience are proximity access with pushbutton ignition, an electromechanical parking brake, a new frameless auto-dimming rearview mirror, new power-folding side mirrors, a Homelink garage door opener, a reworked overhead console with always appreciated sunglasses storage and a better designed LED room lamp control switch, front and rear parking sensors, tri-zone automatic climate control, a heated leather-wrapped steering wheel with premium cross-stitching detailing, a 10-way power-adjustable driver’s seat with powered lumbar support and memory, an eight-way powered front passenger’s seat with power lumbar, three-way heated and new cooled front seats, heated rear outboard seats, rear side window sunshades, and more.

The changes to the CX-9’s steering and suspension systems not only provide the higher-quality, more premium-like ride noted earlier, but were also designed to deliver greater linear behavior at high speeds, and I’ll let you know how Mazda succeeded in my full road test review. Likewise, I’ll comment on how the carryover its G-Vectoring Control technology feels while seamlessly shifting more torque to the front wheels during corner entry and then sending it rearward upon exit, how i-Activ AWD deals with inclement conditions (although we only had to deal with a rain storm during our weeklong test), how the dynamic pressure turbo-enhanced SkyActiv-G 2.5 four-cylinder engine responded to throttle input at takeoff, when exiting fast-paced corners and while passing on the highway, and whether or not the SkyActiv-Drive six-speed automatic transmission was still up to snuff in an era of seven-, eight-, nine- and even 10-speed autoboxes, not to mention CVTs, despite the inclusion of manual actuation and Drive Selection with a Sport mode.

Mazda is very clear in its specifications that the engine makes 250 horsepower with 93 octane gas or higher, but I’m going to correctly guess that the majority of journalists refill it will much cheaper 87 octane, so the engine is probably only making the 227 horsepower claimed with the lower grade gasoline, but this said its extremely robust 310 lb-ft of torque doesn’t change with the budget fuel and only needs 2,000 rpm to release full twist, so I wouldn’t worry too much about thrust.

As for the rest of the story, make sure to come back for my full review…

Remember the Eclipse? It was a 2+2 sports coupe along the lines of the Honda Prelude, Nissan 240SX and Toyota Celica, and like those classics it’s no longer available, having been discontinued in 2012…

In Our Garage

2019 Mitsubishi Eclipse Cross GT S-AWC

Remember the Eclipse? It was a 2+2 sports coupe along the lines of the Honda Prelude, Nissan 240SX and Toyota Celica, and like those classics it’s no longer available, having been discontinued in 2012 after four generations.

The list of sporty grand touring hatchback models was as numerous as there were mainstream automakers to build them back in the ‘80s and ‘90s, and Mitsubishi not only offered the Eclipse, along with multiple badge-engineered models it coproduced with Chrysler group, but the larger and more powerful 3000GT that went up against pricier sports coupes like the Mazda RX-7, Nissan 300ZX and Toyota Supra. Those were the sports car glory days, and while we’ve seen a tepid renaissance in recent years, times ain’t what they used to be.

This is the crossover SUV era after all, so along with small sporty GTs that few are buying, sedans and wagons are yesterday’s news too. Enter the Eclipse Cross, Mitsubishi’s answer to a question no one was asking within the mainstream volume sport utility sector, or at least a question no one has asked for a few years.

The Eclipse Cross marries a crossover SUV with a sports car, or that’s the general idea. Most of us are well aware that such sloped-back five-door concoctions have been running around in the premium class for quite some time, having started with the BMW X6 and more recently followed by the Mercedes-Benz GLE Coupe and now the all-new Audi Q8 that shares underpinnings with Lamborghini’s new Urus, plus we should give a respectful shout out to the now discontinued Acura ZDX that I happen to still love, while that latter defunct model was based on the only five-door sport CUV to attempt such contortions amongst regular mainstream brands up until now, the somewhat ungainly Honda Crosstour. On the smaller side are the BMW X4 and new M-B GLC Coupe, these models closer in size to this new Eclipse Cross, but of course in another price, luxury and performance league altogether.

Premium rides aside, I must admit the new Eclipse Cross is much better looking than the ill-fated Crosstour, but instead of being backed by one of the strongest names in the industry it hails from one of Canada’s least popular brands. This means that its already very slim niche market will be skinnier still, proven by 2,140 sales from February 2018, when it went on sale, to the close of August, compared to 7,265 Outlanders sold during the same seven months. No doubt Mitsubishi didn’t expect it to rocket out of the showroom door in comparison to its most popular model, but it’s a sobering thought when factoring in that 34,055 Honda CR-Vs and 32,947 Toyota RAV4s were sold over the exact same seven months, not to mention the 28,218 Ford Escapes and 26,525 Nissan Rogues.

Just the same, Mitsubishi is trying to do something different and deserves our respect for a worthy effort, while the new model is quite good at what it needs to do for the most part. I’ll elaborate in my upcoming review, and like usual will only give you a few buyers’ guide-like details during this garage piece.

For starters, behind Mitsubishi’s dramatic new “Dynamic Shield” frontal design that I think works much better with this Eclipse Cross than with any other application it’s been used for, resides a turbocharged 1.5-litre four-cylinder engine good for 152 horsepower and 184 lb-ft of torque. It combines with a continuously variable transmission (CVT) that’s engineered to emulate an eight-speed automatic gearbox via some of the nicest magnesium column-mounted paddle shifters in the industry. All three Eclipse Cross trims come standard with Super All-Wheel Control in Canada, Mitsubishi-speak for all-wheel drive, an advanced torque-vectoring system honed from years of Lancer Evolution rally car breeding.

Yes, it’s hard to stomach the thought that this wannabe performance SUV is now the hottest model in Mitsubishi’s once proud lineup, which previously anted up the fabulous Evo X MR, an all-wheel drive super sedan that easily outmaneuvered the Subaru WRX STI and most every other compact of the era, but Mitsubishi now has its limited funds focused on practical SUVs that more people will potentially purchase, not to mention plug-in electrics that give it a good green name if not many actual buyers, at least when comparing the Outlander PHEV’s sales to the aforementioned conventionally powered compact SUVs.

We can lament the loss of the Evo, but should commend Mitsubishi for the Eclipse Cross’ fuel economy that’s rated at a cool 9.6 L/100km in the city, 8.9 on the highway and 8.3 combined, which is quite good in comparison to the aforementioned RAV4 that only manages 10.5 city, 8.3 highway and 9.5 combined, but not quite as thrifty as the CR-V’s 8.7 city, 7.2 highway and 8.0 combined rating.

Hidden behind a slick looking standard set of 18-inch alloy wheels on 225/55 all-season tires is a fully independent MacPherson strut front and multi-link rear suspension setup featuring stabilizer bars at both ends, which I’ll report on in my upcoming review.

I mentioned earlier there were three trim levels, and as usual Mitsubishi supplied this Eclipse Cross tester in top-line GT guise for $35,998 plus freight and fees (go to CarCostCanada for all pricing details, including dealer invoice pricing and rebate info that could save you thousands), which meant came loaded up with LED headlamps, a head-up display, a multi-view backup camera with dynamic guidelines, 710-watt Rockford Fosgate Punch audio with nine speakers including 10-inch subwoofer, a heatable steering wheel, heated rear outboard seats, leather upholstery, a six-way powered driver’s seat, a dual-pane panoramic glass sunroof, and more, not to mention everything from the second-rung SE model’s optional Tech Package that includes automatic high beams, adaptive cruise control, forward collision mitigation with pedestrian warning, lane departure warning, auto-dimming rearview mirror with an integrated Homelink garage door opener, roof rails, and a nice silver painted lower door garnish.

Standard SE items pulled up to GT trim include the previously noted paddle shifters, proximity-sensing keyless access and ignition, an electromechanical parking brake (the base model gets a regular handbrake), a leather-wrapped steering wheel and shift knob, auto on/off headlamps, rain-sensing wipers, dual-zone automatic climate control, blindspot warning, and more for $29,998, while features from the $27,998 base ES model that are still used by the top-tier GT include LED DRLs, fog lamps, LED turn signals integrated within the side mirror caps, LED taillights, tilt and telescopic steering, a colour multi-information display within the gauge cluster, an “ECO” mode, micron filtered automatic climate control, heated front seats, a lower console-mounted touchpad controller for the standard 7.0-inch touchscreen infotainment display, Apple CarPlay and Android Auto, a rearview camera, two USB charging/connectivity ports, Bluetooth phone connectivity with audio streaming, satellite radio, and more.

Last but hardly least in this practical class is passenger and cargo space, with the former needed to be expanded on experientially in my review and the latter measuring 640 litres (22.6 cu ft) behind the standard 60/40 split-folding rear seatbacks and 1,385 litres (48.9 cu ft) behind the front row, making it more accommodating for cargo than the subcompact RVR and less so than the compact Outlander.

I’ve said more than enough for a garage story, so make sure to come back to read all of my notes reiterated into some sort of readable road test. I can tell you now the Eclipse Cross suffers from a few issues, or at least this specific tester certainly does, and therefore you won’t want to miss what I have to say. Until then, enjoy our shortened photo gallery (more will accompany the review)…

News & Reviews- Category: In Our Garage