With the goal of achieving a “Carbon Neutral” model line by 2039, Mercedes continues to expand its all-new EQ electric vehicle lineup with a model that may become its most important overall, if only…

Mercedes introduces all-new GLA-based entry-level EQA crossover EV

2022 Mercedes-EQ EQA 250
The new EQA 250 will soon be a popular gateway into Mercedes-EQ’s new electrified lineup.

With the goal of achieving a “Carbon Neutral” model line by 2039, Mercedes continues to expand its all-new EQ electric vehicle lineup with a model that may become its most important overall, if only because its entry-level position within the German brand’s EV hierarchy has the potential to usher in an entirely new group of buyers.

The EQA will likely be the least expensive way to own a Mercedes’ EV when it finally arrives in Canada, although we shouldn’t expect it before calendar year 2022, after the larger EQC arrives, which was recently delayed from its initially reported 2021 launch date to 2022 as well.

2022 Mercedes-EQ EQA 250
The EQA doesn’t hide the fact it’s based on the popular GLA-Class subcompact SUV, but the many updates certainly set it apart in a positive way.

The EQC will follow the new EQS mid-size luxury sedan, which was prioritized for North American markets. The large coupe-shaped four-door Tesla Model S and Porsche Taycan fighter was moved ahead of the much-anticipated GLC-based EQC compact luxury crossover EV that we reported on at length back in October of 2018.

Brian Fulton, Mercedes-Benz Canada President and CEO, told journalists attending the Montreal International Auto Show in January of 2019, that the EQS, EQC and this EQA will initiate a 10-model EQ line of new EVs, two others including an EQB, based on the new GLB subcompact, and the EQE, riding on modified mid-size GLE SUV architecture.

2022 Mercedes-EQ EQA 250
The EQA gets blue highlights in key areas.

Where the EQC’s twin electric motors will produce 300 kilowatt (402 horsepower) and 564 lb-ft of torque, the smaller SUV’s first available EQA 250 trim will feature a single 140-kW (188-hp) electric motor focused on efficiency first and foremost. Still, a more potent model is said to produce about 200 kW (268 hp) via a second electric motor driving an opposing set of wheels, resulting in AWD. The thin battery is spread out under the floor to maximize interior room, improve weight distribution, and low the SUV’s centre of gravity for optimal handling.

With respect to the all-important range issue, Mercedes is claiming about 500 kilometres on a single charge, based on Europe’s highly optimistic NEDC and WLTP standards, which means this number will certainly shrink when the EQA arrives on our market. Helping users make the most of stored energy, the EQA will use an intelligent navigation system to plot out the most efficient routes possible after considering real-time traffic, terrain, weather conditions, driving style, and charging requirements.

2022 Mercedes-EQ EQA 250
The EQA 250 will be the new model’s less powerful entry-level trim.

Efficiency in mind, Mercedes has integrated a standard heat pump to channel warmth generated from the electric powertrain to the passenger compartment, thus increasing range. An Eco Assist system helps reduce battery usage as well, while a plethora of advanced driver assistance and electronic safety tech has been designed to protect the EQA’s most precious cargo.

Mercedes appears to have used wind tunnel testing to achieve the EQA’s slippery 0.28 drag coefficient, but in fact the little SUV’s impressive aerodynamics were entirely achieved digitally, a first for the German automaker. The result includes a very smooth outer skin, boasting a near flush grille and headlamps, a smooth, arcing coupe-like roofline, wind-cheating alloy wheels, and a mostly enclosed underbelly.

2022 Mercedes-EQ EQA 250
Mercedes is claiming about 500 km on a single charge, based on Europe’s NEDC and WLTP standards.

This said, the EQA retains the general shape of the recently redesigned gasoline-powered 2021 GLA that it shares architectural hard points with, Mercedes having chosen the appearance of a conventional grille in order to maintain brand identity, and simultaneously avoid the stylistic blandness found on vehicles with no defined grille.

Adding yet more personality, Mercedes has infused the headlamps with blue accents, which should be quite the light show at night. Additionally, an LED light strip visually connects those headlights with a set of daytime running lamps that stretch across the grille, a theme that’s followed in back where organically shaped LED outer lamps connect via a narrowing band across the entire hatch, adding visual width to the otherwise GLA-like rear design.

2022 Mercedes-EQ EQA 250
Anyone familiar with a modern-day Mercedes interior will immediately recognize the EQA 250’s familial ties.

The EQA’s interior will look familiar to those that have been inside a modern-day Mercedes model, highlighted by the brand’s MBUX two-in-one mono-display incorporating a fully digital primary instrument cluster on the left and infotainment touchscreen to the right, the latter also controllable via a touchpad and switchgear on the lower centre console. Along with the usual functions, the two EQA displays will get a host of EV-specific interfaces, including the upgraded navigation system noted earlier.

The German brand uses ambient lighting to underscore key interior design elements too, while materials quality should be up to par with the already impressive GLA. An available rose gold trim package will be popular with many, the classy colour also featured within the infotainment display for added measure.

2022 Mercedes-EQ EQA 250
Mercedes’ dual-display MBUX gauge cluster and infotainment touchscreen is amongst the industry’s best.

Considering its more approachable expected price point, the EQA could do very well in the Canadian market, which traditionally favours smaller cars and SUVs than its American neighbour. The GLA is already a top-three seller in its subcompact luxury SUV segment, although its 3,566 pre-health crisis sales in calendar year 2019 were less than a third of the GLC’s 10,883 best-in-class deliveries, but that shouldn’t cause Mercedes’ Canadian executive team to hold off on the smaller model. The EV market can respond in untraditional ways, after all, so it’s possible a smaller, more affordable alternative could be what the market actually needs.

As it is, Mercedes’ EQS, EQC, and EQE will respectively target Tesla’s Model S, Model Y and Model 3 directly, which has proven to be a formidable task by other EV makers. The EQA and EQB, on the other hand, will occupy niches Tesla hasn’t filled yet, giving the German brand an advantage in an EV sector dominated by the American tech giant.

2022 Mercedes-EQ EQA 250
The EQA should be plenty comfortable and crafted from premium materials, similarly to today’s GLA.

Currently, Volvo’s XC40 Recharge is the only EV competitor in the subcompact SUV class, with Lexus’ UX merely satisfying Canadian hybrid buyers so far (it’s all-electric UX 300e is not slated for Canada). The electric-gasoline theme continues with the Range Rover Evoque, a mild-hybrid that’s unfortunately not available in Canada, while Mini ups the ante with a plug-in version of its Countryman. Likewise, Audi and BMW will soon offer plug-in hybrids of their own, dubbed Q3 45 TFSI e and X1 xDrive25e respectively, while Audi reportedly has the Q4 e-tron EV coming too, but it’s larger than the Q3, EQA, and other subcompact SUVs.

A fully electrified Mercedes-Benz lineup will certainly add variety to the Canadian EV market, with Mercedes appearing to be leading the charge amongst established luxury brands.

2022 Mercedes-EQ EQA 250
The EQA’s battery will lay low in the floor for optimal interior spaciousness and handling.

Mercedes’ EQA isn’t available to purchase just yet, but for those wanting a subcompact luxury SUV that still offers plenty of efficiency, take note that remaining 2020 versions of the brand’s GLA-Class are now available with up to $5,000 in additional incentives, whereas redesigned 2021 models can be had with up to $750 in incentives. Visit CarCostCanada’s 2020 and 2021 Mercedes-Benz GLA Canada Prices pages to learn more, and also remember that a CarCostCanada membership can provide additional savings from manufacturer rebates when available, factory leasing and financing, as well as dealer invoice pricing that can save you even more. Find out how the CarCostCanada system works, and make sure to download their free app from the Google Play Store and the Apple Store.

Story credits: Trevor Hofmann

Photo credits: Mercedes-Benz

Would you rather ride around in a Carnival or a Sedona? While a Carnival sounds like a lot more fun, it may depend on where you’re driving, as many Arizona residents might want their chosen city to…

Next-generation Kia Sedona expected to use global Carnival name

2022 Kia Carnival
Kia is expected to adapt its global Carnival nameplate to the long-running Sedona minivan when it receives this stylish new update later in the year.

Would you rather ride around in a Carnival or a Sedona? While a Carnival sounds like a lot more fun, it may depend on where you’re driving, as many Arizona residents might want their chosen city to be displayed on their vehicle.

This said, Kia Sedona owners may not have a choice if they choose to trade up to the brand’s fourth-generation minivan when it arrives later this year as a 2022 model, or so claims a VIN decoder published by the Sedona Forum, which sourced its information from the NHTSA.

The mid-size three-row van, set to debut with an entirely new look that says goodbye to the current model’s comparatively conservative front fascia and more fluid lines all-round, and hello to a much more angled, distinctive and upscale design, may be adopting the Carnival nameplate in order to maintain global continuity, which helps a brand make the most of advertising market bleed and more.

2022 Kia Carnival
The new Carnival looks even more SUV-like than the current Sedona.

Someone watching an NBA basketball game in Asia, for instance (a regular occurrence in some countries), might not realize that the Kia Sedona shown on the HD scoreboard is in fact their market’s Carnival, or alternatively that the Carnival seen by North American F1 fans on electronic billboards around the upcoming Saudi Arabian Grand Prix at the new Jeddah Street Circuit is actually their Sedona (not that any of these marketing campaigns actually exist). Kia did something similar years ago by aligning the name of their Canadian-market Magentis mid-size sedan (the basis for the Sedona, incidentally) with the U.S.-specific Optima, and more recently rebadged this car the K5 in both markets in order to align with the newly redesigned model’s global marketing push.

2022 Kia Carnival
The Carnival should help push Kia further upmarket in the minivan sector.

The van debuted last June in Kia’s home market of South Korea, showing off its sharp new styling and a completely redesigned, more luxurious interior to go along with it. The ultra-plush Hi Limousine variant, boasting business class-seating and premium level refinement, won’t likely enter our market, but the current Sedona raised the bar significantly in the North American minivan segment when it arrived for the 2015 model year, and has steadily been improved since, so we can expect to be impressed with its top-line trims when they arrive.

Initial photos show available twin-screen digital displays that join a configurable gauge cluster and multi-information display up with an extremely large centre-mounted infotainment touchscreen, similarly in concept to Mercedes-Benz with its MBUX system, while the model incorporates a knurled metal-edged rotating gear selector on the lower console, similar to Hyundai and Genesis (and Kia K5) models, putting an end to the traditional gear lever that’s still being used in today’s Sedona.

2022 Kia Carnival
A digital gauge cluster that visually blends into a large infotainment touchscreen will be available.

This will continue to control an eight-speed automatic transmission, connecting through to a 3.5-litre V6 engine making 294 horsepower and 261 pound-feet of torque, which is a significant bump up from the current model’s 276 hp and 248 lb-ft. Other markets will also have the option of a 2.5-litre turbocharged four-cylinder gasoline-powered model, and a 2.2-litre turbo-diesel, the latter good for 202 horsepower and 325 lb-ft of torque, but no one should expect that mill here.

Kia doesn’t offer an all-wheel drive Sedona variant at this time, and it looks as if this will be the case for the Carnival as well, based on information from the aforementioned NHTSA documents and an update by South Korean auto portal Autocast, which also reports that no gasoline-electric hybrid version will be offered either. This will be seen as a negative by environmentally-focused buyers, especially considering Toyota’s new Sienna is only offered with a hybrid power unit that includes standard all-wheel drive. Additionally, Chrysler has long offered a plug-in hybrid Pacifica with real EV driving capability, not to mention an AWD powertrain in its conventionally-powered model.

2022 Kia Carnival
Seating for up to eight should be available.

We can expect details about the Canadian-spec 2022 Carnival to surface sometime this spring, at which point we’ll know more about how this intriguing new entry will stack up against the recently redesigned Toyota Sienna and Honda Odyssey, plus the always strong-selling Stellantis group—FCA (Fiat Chrysler Automobiles) and Peugeot—vans, now including a Chrysler rebranded, entry-level version of the pricier Pacifica minivan dubbed Grand Caravan in order to gain some name recognition advantage from one of Canada’s best-selling nameplates (this model is called Voyageur in the U.S., which ironically pays no heed to the market-bleed concern noted earlier).

2022 Kia Carnival
We shouldn’t expect this ultra-luxe Hi Limousine variant in our market.

When it goes on sale later this year, Kia probably won’t increase the new 2022 Carnival’s entry price by much over the current 2021 Sedona’s base LX trim MSRP of $32,295 plus freight and fees, although it’s quite possible a more luxurious variant could push up the current top-line Sedona SX Tech’s window sticker beyond $42,795. Additional 2021 Sedona trims in between include the $34,695 LX+ and the $38,695 SX, while CarCostCanada was reporting up to $750 in additional incentives at the time of writing, and get this, the automaker’s Dodge brand is selling off its now-discontinued 2020 Grand Caravan with up to $11,780 worth of available incentives.

To learn more, check out their 2021 Kia Sedona Canada Prices page, and make sure to find out how a CarCostCanada membership can help you save money by making you aware of manufacturer financing and leasing rates, telling you about any available factory rebates, and always giving you dealer invoice pricing that can save you thousands when negotiating over a new vehicle. Additionally, download the free CarCostCanada app from the Apple Store or Android Play Store, so you can have all this important information when you need it most, at the dealership.

Story credits: Trevor Hofmann

Photo credits: Kia

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok,…

Honda’s ruggedly refreshed 2021 Ridgeline is now available to order

2021 Honda Ridgeline
Honda has refreshed its 2021 Ridgeline with a much more rugged looking grille and front fascia design that should be much more appealing to pickup truck buyers.

When the second-generation Ridgeline arrived on the scene for the 2017 model year, we lauded its drivability, refinement, and creature comforts, but weren’t exactly wowed by its styling. It looked ok, but lacked a certain visual ruggedness necessary for luring in truck buyers in large numbers. Honda appears to be ready to deal with that problem for 2021, thanks to renewed styling that toughens up the mid-size model’s exterior design.

Gone is the Ridgeline’s smooth, wind-cheating grille and sloping hood, replaced by a much bolder, more upright grille and broader, flatter hood with a centre power bulge. This is combined with a more rugged looking lower front fascia and redesigned front fenders, all combining for a truck that looks as capable as the Ridgeline really is.

2021 Honda Ridgeline
The new frontal design incorporates brighter LED headlamps, new front fenders, and a skid plate at the lower centre.

Changes to the new Ridgeline’s flanks and rear design are much less pronounced, with the former painting the cab’s rearmost extension a stylish black instead of body colour, and the rear bumper losing any chrome embellishment.

The more visually appealing 2021 Ridgeline will go on sale across Canada tomorrow, January 15, starting at $44,355 plus freight and fees for the Ridgeline Sport with standard AWD, while other trims include the Ridgeline EX-L at $47,355, Ridgeline Touring at $51,555, and Ridgeline Black Edition at $53,055. It will start arriving in Canadian dealerships in the beginning of February.

Take note that CarCostCanada is reporting up to $1,000 in additional incentives for the outgoing 2020 model, which already has a $1,650 lower MSRP, so if you want to save on the old version now’s the time to take action (find out about all of CarCostCanada’s other benefits too, plus download their free app while you’re at it).

2021 Honda Ridgeline
The 2021 Ridgeline’s side and rear styling is unchanged, except for blackened trim around the rear of the cab and a new back bumper.

Before you do, be aware that the new grille and other styling enhancements aren’t the only changes made to the 2021 model. The new Ridgeline also benefits from new, brighter LED low beam headlamps with reflector beam halogen high beams, while new more aggressive 18-inch wheels wrapped in new more rugged looking tires join a 20-mm wider track in giving the updated truck greater visual breadth.

The Ridgeline’s interior needed little to make it more welcoming, but nevertheless Honda fitted the centre stack with a revised infotainment touchscreen featuring a real volume knob for quick, easy audio adjustment. With a focus more on style than functionality, all 2021 Ridgeline trims get contrast stitching for the seats, while Sport trims get new fabric seat inserts, and Sport, EX-L and Touring trims add new dash, steering wheel and centre console trim accents. Everything else about the cabin remains the same, including its spacious rear passenger compartment with a flat floor and foldaway 60/40-split rear lower seat cushions.

2021 Honda Ridgeline
The Ridgeline continues to be a workhorse, hauling up to 1,571 lbs (713 kg) of payload, while its off-road capability is better than most expect and fuel economy remains its strongest suit.

The Ridgeline’s power unit continues into 2021 unchanged too, the 3.5-litre direct-injected V6 producing up to 280 horsepower and 262 lb-ft of torque, while its standard nine-speed automatic transmission makes sure fuel economy remains the truck’s trump card, with all trims claiming 12.8 L/100km in the city, 9.9 on the highway and 11.5 combined.

As mentioned earlier, Honda’s i-VTM4 torque-vectoring all-wheel drive is standard, as is its ability to send up to 70 percent of the engine’s twist to the rear wheels when needed, while continuously apportioning up to 100 percent of that torque between left and right rear wheels depending on slip. The Ridgeline’s standard Intelligent Traction Dynamics System enhances power delivery further by attributing engine torque to the wheel with the most traction, whether overcoming wet, snowy, muddy, or sandy conditions.

2021 Honda Ridgeline
The Ridgeline can tow up to 5,000 lbs (2,267 kg) over all types of terrain.

Of course, optimizing traction benefits safety, as does the 2021 Ridgeline’s standard Honda Sensing suite of driver-assistive technologies including Collision Mitigation Braking System (CMBS) with Forward Collision Warning (FCW), Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM) with Lane Departure Warning (LDW), and Adaptive Cruise Control (ACC).

The Ridgeline also does well in U.S. collision safety ratings, with strong National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) ratings, achieving a “GOOD” rating in all IIHS collision tests, and a “SUPERIOR” IIHS rating for frontal crash prevention, while it gets a 5-star Overall Vehicle Score in the European NCAP system.

2021 Honda Ridgeline
A slightly upgraded interior gets a new and improved infotainment touchscreen that reintroduces an audio volume knob.

When checking out the photo gallery above you’ll see the Ridgeline hauling Honda dirt bikes and towing one of the Japanese brand’s ATVs, which should be a good indication this truck can do more than merely out-handle its competition on paved roads. Like the outgoing model, the 2021 Ridgeline can manage up to 1,571 lbs (713 kg) on top of its trunk-infused bed, and gets a 5,000 lb (2,267 kg) trailer rating.

On this note, a friendly reminder to remove the spare tire from the trunk before hauling heavy loads that can’t be removed onto highway shoulder lanes, such as bark mulch or building materials, as it will be inaccessible if you get a flat (and flat tires occur more often when a truck is loaded).

Other than this inconvenience, offset by the convenience of having a lockable trunk embedded under the cargo floor in the first place, the new 2021 Honda Ridgeline looks like a winner.

Story credits: Trevor Hofmann

Photo credits: Honda

Just as the glitter and confetti from all our New Year celebrations is being swept up, Ford and Hyundai have been sweeping up 2021’s North American Car, Utility and Truck of the Year (NACTOY) awards.…

Hyundai and Ford clean up at 2021 North American Car, Utility and Truck of the Year awards

2021 Hyundai Elantra Car of the Year
Hyundai’s 2021 Elantra (also shown above) just won the North American Car of the Year.

Just as the glitter and confetti from all our New Year celebrations is being swept up, Ford and Hyundai have been sweeping up 2021’s North American Car, Utility and Truck of the Year (NACTOY) awards.

Yes, it appears as if 2021 is the blue-oval brand’s year to shine as two of its vehicles drove away with class wins, the always best-selling F-150 earning 2021 Truck of the Year honours, and the controversially named Mustang Mach-E silently accepting 2021’s Utility of the Year.

Car of the Year went to Hyundai with its new 2021 Elantra, the reality of which might cause some in Dearborn to wonder what might have happened if the much-lauded (in Europe and other markets) new Focus had been made available in our market.

2021 Ford Mustang Mach-E
Ford’s 2021 Mustang Mach-E took top honours as this year’s North American Utility of the Year.

Runner up in the Car sector is Genesis’ redesigned G80 mid-size luxury sedan (FYI: Genesis is Hyundai’s luxury division), while Nissan’s revised Sentra took a respectable third place in the annual awards program. Of note, the Chevrolet Corvette won the Car of the Year Class in 2020, but no GM products earned awards this year.

Just behind the Mustang Mach-E crossover EV, Genesis once again placed well in the Utility of the Year category with its new GV80 mid-size luxury crossover SUV, while Land Rover’s rugged new Defender 4×4 earned third. Last year it was Kia’s turn to impress, incidentally, with its stellar Telluride three-row, mid-size crossover SUV.

2021 Ford F-150
Ford’s 2021 F-150, the only fully redesigned model entered in the North American Truck of the Year contest, earned top spot.

Lastly, but hardly least when it comes to sales, NACTOY judges chose the “Desert Rated” Jeep Gladiator Mojave for second place in the Truck of the Year category (the entire Gladiator line won this class last year), while the off-road “race replica” Ram 1500 TRX showed up in third.

Notably, the just-noted Truck of the Year finalists are merely significantly upgraded trims of models already available in 2020, leaving the winning F-150 as the only entirely redesigned model entered into this year’s North American Truck of the Year class. How this may have impacted the Truck of the Year results is not known.

If you’re interested in purchasing one of the above-mentioned vehicles, make sure to click on the associated link to find out about available manufacturer leasing and financing rates, possible manufacturer rebates, and best of all, dealer invoice pricing that could save you thousands. CarCostCanada is our nation’s top source for money-saving automotive info, so be sure to download their free app on the Apple Store or Google Play Store and save money now.

Story credits: Trevor Hofmann

Photo credits: Ford, Hyundai

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

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

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

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

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

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

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

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

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

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

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

2017 Porsche 919 Street
Well-heeled Porsche fans will be wishing their favourite brand had produced this race car for the street.

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

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

2019 Porsche Vision Spyder
We could get used to a Boxster that looks like this.

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

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

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

2018 Porsche Vision Renndienst
It’s great to see the silly side of Porsche for a change, but then again developing autonomous EVs is big business and therefore no laughing matter.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Porsche Unseen: Uncovered (47:52):

Story credits: Trevor Hofmann

Photo credits: Porsche

Well executed, affordable sports cars are few and far between these days, with Subaru’s BRZ being much-loved amongst purists. It’s compact, lightweight, nicely finished inside (for the money), adequately…

Subaru’s BRZ gets ground-up redesign plus more power for 2022

2022 Subaru BRZ
Subaru has completely redesigned its sporty BRZ for 2022, with more dramatic styling and quicker performance.

Well executed, affordable sports cars are few and far between these days, with Subaru’s BRZ being much-loved amongst purists. It’s compact, lightweight, nicely finished inside (for the money), adequately powered and fabulous through the corners, therefore the BRZ has been a performance enthusiasts’ go-to alternative since arriving on the scene nine years ago, at least for those choosing not to purchase the import sector’s best-selling Mazda MX-5, or a Fiat 124 Spider (that shares the latter car’s underpinnings), an entry-level Nissan 370Z, or of course, Toyota’s near-identical 86 (née Scion FR-S).

After no shortage of rumours that both the BRZ and 86 would get the axe after the first-generation cars ran their course, lo and behold an all-new second generation of Subaru’s version was unveiled online earlier this month, and at first glance it just might offer the right mix of ingredients to give the previously-noted MX-5 a run for its money.

2022 Subaru BRZ
There’s no mistaking the new BRZ for anything but Subaru’s low-slung sports car, other than possibly Toyota’s renewed 86 when it eventually debuts.

Most immediately noticeable is a fresh new look that tosses aside the old car’s simpler, sporty elegance for arguably more aggressive character traits. Many of the new BRZ’s design cues pay homage to the one it replaces, such as the general shape of its front fascia, long hood line, fender bulges, arcing greenhouse, and short rear deck lid, but a great deal has changed too, and while some of its updated details could be arbitrarily, and possibly unfairly attributed to other sport coupes that have come before, on the whole its appearance stands out amongst its peers.

In an automotive world that seems to be augmenting front grilles beyond reason, Subaru chose a welcome reduction in grille size for the 2022 BRZ, or at least it looks smaller now that the bumper is more cleanly integrated within the design instead of topping off the outgoing model’s central opening. Air vents are once again housed to each side, but they now look larger and more pronounced. On the contrary, the simpler headlamp design doesn’t appear as wide, narrow and eye-like when seen from the front.

2022 Subaru BRZ
The BRZ’s narrow, animal eye-like headlamps have been replaced by these seemingly more upright lenses.

More side creases and new front fender ducts that pay respect to those found on Subaru’s own ultimate performer, the WRX STI, embellish the BRZ’s flanks, while the aforementioned fender swells and sweptback rear glass now culminate into an integrated ducktail-like deck lid spoiler that sits above the new three-piece combination taillight’s narrow, centre strip for a totally new look from behind. It doesn’t hurt that the license plate cutout has been moved much farther down the rear fascia, this causing the need to carve some space out of the more organically shaped rear diffuser that continues to house twin exhaust ports as well as a centre-mounted reflector and backup lamps, although Subaru has squared the latter lighting elements off compared to the older model’s angular design.

2022 Subaru BRZ
Performance gets a big boost from a new 228 hp four-cylinder.

Those hoping for WRX STI levels of grunt under the new BRZ’s lovely long hood can begin their sob session now, as Subie’s new sports car won’t see a turbo attached to its 2.4-litre horizontally opposed four-cylinder engine, at least not yet. It’s a bigger mill than the 268-horsepower base WRX’ turbocharged 2.0-litre four, incidentally, albeit 100 cubic centimeters smaller than the WRX STI’s 310-hp lump.

In fact, this 2.4-litre engine is a naturally aspirated version of the engine first introduced in Subaru’s Ascent SUV and now optional in the Legacy and Outback, so there’s always potential for the Japanese brand (or someone with tuning skills) to push its performance up to the three-row family crossover’s heights of 260 horsepower and 277 pound-feet of torque. Nevertheless, those wanting more power from the new off-the-rack BRZ can at least be satisfied that its stock powerplant produces 23 more horsepower and 28 additional lb-ft of torque than the outgoing model, the new specs being 228 horsepower and 184 lb-ft of torque, so it should be a lot more fun to drive.

2022 Subaru BRZ
The rear design is shows a significant styling shift from the current model.

Another BRZ strongpoint was Subaru’s ability to maintain the car’s light curb weight, which only increases by a scant 7.7 kilos (17 lbs). It now hits the scales at 1,277 kg (2,815 lbs), even though it has grown from end to end by 25 mm (1 in) to 4,265 mm (167.9 in), and has a 5-mm (0.2-in) longer 2,575-mm (101.4-in) wheelbase.

At least as positive, the new BRZ’s Subaru Global Platform-sourced body structure is an impressive 50-percent stiffer than the outgoing model. Key areas of strengthening include “a reinforced chassis mounting system, sub-frame architecture and other connection points,” stated Subaru in their press release. What’s more, the car’s front lateral bending rigidity has been increased by 60 percent, which is claimed to “improve turn-in and response.”

2022 Subaru BRZ
The only curving element of the dash design, other than the corner vents and various dials, is the hood that covers the primary instruments.

The BRZ’s general suspension layout remains unchanged, however, including its front struts and double-wishbone rear design, but Subaru has reportedly made plenty of updates, while its standard 17-inch and optional 18-inch alloy wheels will be shod with 215/45R17 and 215/40R18 tires respectively.

Most BRZ buyers will probably choose the standard six-speed manual gearbox that carries forward from the previous car. It once again features a short-throw shifter, while a six-speed automatic transmission with steering wheel paddle shifters and downshift rev-matching continues forward into the 2022 model as well. Also staying the same, all BRZ trims will receive a standard limited-slip differential.

2022 Subaru BRZ
The new gauge cluster features seven inches of colour display screen and some pretty snazzy graphics.

New BRZ owners will be able to see those revs spinning from an all-new gauge cluster incorporating a large 7.0-inch digital display, while a new 8.0-inch centre touchscreen will house standard Apple CarPlay and Android Auto smartphone integration along with the usual array of infotainment and convenience features.

The larger centre touchscreen is housed within a new centre stack that boasts a larger more modern trio of HVAC dials above a fresher row of silver toggle switches, while those familiar with the old car’s arcing centre air vent module and rounded outer dash top sections will be greeted by a new more linear instrument panel design overall. Circular side vents are still included, albeit now infused with a propellor-style design featuring a control knob in the middle instead of the previous conventional flap system. Additional changes go even further to differentiate the second-gen BRZ from the first, all of which should be more appealing to sports car buyers.

2022 Subaru BRZ
Subaru’s familiar (and very good) infotainment interface fills the eight-inch centre touchscreen.

Prospective customers in mind, the brutal truth (that Subaru would probably rather not have mentioned) are sales numbers, which as of 2019 (let’s not use 2020’s as they’re totally out of whack) were just 647 units for the entire year. While that will sound like peanuts when compared to Subaru’s top-selling Crosstrek that found 15,184 new owners last year (up 4.4 percent), it wasn’t actually all that bad when factoring in more than 7 percent in year-over-year growth and, even better, 348 more sales than Toyota’s 86 (Ouch! Toyota 86 sales were down more than 52 percent last year). The BRZ sold 147 more units than the 300Z too (its sales down 28.5 percent), and actually came very close to unseating the MX-5’s rather lacklustre 774-unit total (and it’s sales were up almost 26 percent from 2019, when these two models almost tied for popularity).

2022 Subaru BRZ
The BRZ’s six-speed manual and six-speed auto continue forward into the new 2022 model.

The big winners in this category are American muscle cars, however, notably Chevy’s Camaro with 2,220 sales (albeit down nearly 18 percent), the Dodge Challenger with 2,341 deliveries (up by almost 3 percent), and Ford’s Mustang with 7,628 units sold (down a hair over 5 percent). Interestingly, Volkswagen delivered 2,910 examples of its now discontinued Beetle last year, thanks to a staggering 40-percent upsurge in YoY growth.

Yes, it’s bizarre to contemplate why VW would cancel such a comparatively successful sports car when Subaru is renewing one that regularly sells at about one-quarter the rate in both Canada and the U.S., but the Japanese brand obviously believes the sportier side of its mostly practical lineup needs an image car, despite the more formidable WRX STI still being its performance flagship.

2022 Subaru BRZ
Once again, the BRZ’s seats look comfortable and totally supportive.

We’re not at all upset about this news, of course, being that Subaru’s BRZ and its Toyota 86 cousin are true sports cars that already were revered amongst enthusiasts long before the 2022 updates will arrive sometime next year, and on that latter note stay tuned to these pages for a similar overview of the incoming 2022 86 when Toyota drops the details.

All said, we’re not expecting a big price increase despite the improvements, but then again, it’s highly unlikely you’ll be able to get up to $2,500 in additional incentives on the 2022 when it hits Subaru retailers next year, at least not initially. Check out CarCostCanada’s 2020 Subaru BRZ Canada Prices page for more information, and while you’re at it, find out how their inexpensive program can save you thousands off your next car purchase, via timely information about manufacturer rebates, financing and leasing deals, and dealer invoice pricing that will really help when it comes time for you to negotiate your deal.

Also, make sure to download the free CarCostCanada app from the Google Play Store or Apple Store, which provides all of this helpful, money-saving information exactly when you need it most, at the dealership.

Before signing off, make sure to check out the massive 2022 Subaru BRZ photo gallery above, as well as the videos Subaru provided below.

The 2022 Subaru BRZ Global Reveal (5:54):

The 2022 Subaru BRZ. Sports Car Purity, Subaru DNA (2:11):

Scott Speed Test Drives All-New 2022 Subaru BRZ (4:33):

Story credit: Trevor Hofmann

Photo credits: Subaru

If you’re thinking you’ve read this story on these pages before, you’re not losing your mind. We only recently reported on battery output improvements for the new 2021 Porsche Panamera E-Hybrid…

Porsche grows battery size and increases EV range of 2021 Cayenne E-Hybrid models

2021 Porsche Cayenne Turbo S E-Hybrid
All Cayenne E-Hybrid SUVs get a larger battery for 2021, lengthening their EV capability by up to 30 percent.

If you’re thinking you’ve read this story on these pages before, you’re not losing your mind. We only recently reported on battery output improvements for the new 2021 Porsche Panamera E-Hybrid models, and now we’re providing a similar update regarding the upgraded 2021 Cayenne E-Hybrids as well.

The new model year will once again see two body styles with two trims apiece, both the more upright Cayenne sport utility and newer, more rakishly shaped Cayenne Coupe getting E-Hybrid and Turbo S E-Hybrid drivetrains, but better optimized cells that improve energy density has allowed the battery in each model to increase its output by 27 percent from 14.1 to 17.9 kWh, resulting in almost 30 percent more range.

2021 Porsche Cayenne E-Hybrid
The larger battery doesn’t improve performance over last year’s Cayenne E-Hybrid models.

Now, 2021 Cayenne E-Hybrid owners should expect seven to eight kilometres of extra EV mobility, from approximately 22 or 23 km to nearly 30 km, which could provide some owners zero-emission commuting capability during daily commutes. The heavier Cayenne Turbo S E-Hybrid improves its EV range similarly, albeit from 19 or 20 km to about 24 or 25 km.

On top of this, Porsche has changed the way electrified Cayennes use their internal combustion engines (ICE) to charge the battery, now topping it off at just 80 percent instead of 100. While seeming to be making backward progress, the upgrade actually saves fuel and reduces emissions, because the E-Hybrid’s various kinetic energy harvesting systems, such as regenerative braking, are always in use. If the battery were to reach 100 percent, there’s no longer a need to harvest kinetic power.

2021 Porsche Cayenne E-Hybrid
To achieve a 100-percent charge, the new Cayenne E-Hybrid models must be plugged in, because the redesigned kinetic charging system will only bring the battery up to 80 percent.

What’s more, the new 17.9 kWh battery is able to charge at a faster rate in Sport and Sport Plus performance modes, which results in the drive system always have plenty of boost ready and waiting for quicker acceleration runs and easier passing manoeuvres.

Despite the larger battery, there’s no change in net horsepower or combined torque from last year’s Cayenne plug-in hybrids, the new 2021 Cayenne E-Hybrid continuing to produce a substantial 455 net horsepower and 516 lb-ft of torque, and the two Cayenne Turbo S E-Hybrid models putting out a staggering 670 net horsepower and 663 lb-ft of torque.

Pricing for the 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, whereas the Cayenne E-Hybrid Coupe can be had from $100,400, the Turbo S E-Hybrid from $185,600, and the Turbo S E-Hybrid Coupe from $191,200. Porsche is already offering factory leasing and financing rates from zero percent according to CarCostCanada, so make sure to visit their 2021 Porsche Cayenne Canada Prices page to learn more, plus find out how the CarCostCanada system works so you can access the latest leasing and financing rates from all models, plus rebate information and even dealer invoice pricing that could save you thousands, and remember to download the free CarCostCanada app so you can access all this information exactly when you need it.

2021 Porsche Cayenne E-Hybrid
All Cayenne models have a beautifully detailed interior with premium quality materials and the latest electronics.

The standard Cayenne E-Hybrid will hit 100 km/h from a standing start in only 5.0 seconds flat when equipped with the Sport Chrono Package, ahead of a top track speed of 253 km/h, while a Sport Chrono Package equipped Cayenne E-Hybrid Coupe needs 0.1 seconds more to reach the same speed, although tops out at the identical terminal velocity. Both regular and coupe Cayenne Turbo S E-Hybrid models achieve the same 3.8-second sprint to 100 km/h, mind you, while their collective top speed is 295 km/h.

The 2021 Cayenne E-Hybrid and 2021 Cayenne Turbo S E-Hybrid are now available to order at a Porsche retailer near you, while deliveries are expected in the spring of 2021.

 

Story credits: Trevor Hofmann

Photo credits: Porsche

Sometimes being late to the game is a good thing, evidenced by Hyundai’s standalone luxury brand, Genesis. They’ve only been in business for five years, but with each new model they gain accolades…

Genesis to expand lineup with GV70 compact SUV for 2022

2022 Genesis GV70
The new GV70 pulls plenty of design cues from its bigger GV80 brother, as well as the all-new G80 sedan.

Sometimes being late to the game is a good thing, evidenced by Hyundai’s standalone luxury brand, Genesis. They’ve only been in business for five years, but with each new model they gain accolades aplenty and more premium buyers, with that ownership base ready to explode now that their three-car lineup is adding two new crossover SUVs.

Up until now, Genesis weakness had nothing to do with styling, performance, quality or reliability, the luxury marque achieving high marks for all of the above, but rather it only offered four-door sedans in a market that’s in love with sport utilities. Enter the new GV70 and GV80, the production version of the latter introduced in early 2020 to popular applause and now getting rave reviews from those fortunate enough to drive one. The GV70 expands the lineup downward into the compact luxury SUV segment, where the bulk of its competitors’ sales are already driven.

2022 Genesis GV70
Sleek lines not only make the GV70 look good, they reduce wind noise and improve highway efficiency too.

One glance will tell you the GV70 is the GV80’s little brother, the brand’s new familiar diamond-shaped pentagonal grille flanked by uniquely twinned LED headlamp strips that visually join up with similarly styled LED taillights in back. The SUV looks sleek and wind-cheating, with a sporty yet elegant design that should be just as appealing to premium buyers as the new GV80, but in a smaller, more affordable package.

Even more intriguing than the exterior shape is an interior that’s like nothing else available in this class, or at least the ovoid lower instrument panel design is wholly unique. A more traditional looking digital gauge cluster gets fitted to the usual spot ahead of the driver, while the large widescreen centre display atop the dash is nothing new either, nor is the rotating dial on the lower console for controlling it, but the surfboard-shaped interface stretching from the left side of the steering column to just past the centre stack (or where the centre stack would be if there was one) is a major interior design departure, both visually and functionally.

2022 Genesis GV70
Check out the new GV70’s inspiring dash design.

Planned solely as a five-seater, the GV70 will likely ride on the compact G70 sedan’s chassis architecture, which bodes well for performance. The G70 rivals BMW’s 3 Series for straight-line acceleration and handling, so it’s likely Genesis has its sights set on dethroning BMW’s X3, as well as Audi’s Q5, Mercedes’ GLC, Acura’s RDX, and other strong performers in this highly competitive class.

Genesis is not only being silent about the GV70’s chassis origins, but they haven’t said a thing about its powertrains either. This said, using the G70’s mechanicals would make sense, so we’re expecting the updated sport sedan’s new 2.5-litre turbo-four in entry-level trims and its soon-to-be revised 3.5-litre twin-turbocharged V6 in pricier models. In the new G70 the four-cylinder produces 290 horsepower and 310 and lb-ft of torque, while the upgraded V6 in the GV80 makes a considerable 375 horsepower and 391 lb-ft of torque. Performance like this means the new GV70 will have no problem keeping up with the Müllers and Schmidts, let alone the Satos and Takahashis.

2022 Genesis GV70
Genesis has taken a welcomely unusual interior design direction with the GV70, and we like what we see.

With this GV70 debut, Genesis should be done for 2020, as the South Korean brand promised two new models per annum for three years, and remember that they’ve already introduced the GV80. What’s in store for 2021? A smaller entry-level car and SUV are probable next steps, although a quick glance at the Mercedes, BMW and Audi lineups show no shortage of potential alternatives. Genesis has many holes to fill, from sport coupes and convertibles to hybrids and EVs, not to mention ultra-performance models at the other end of the spectrum. We can hardly wait.

Hyundai hasn’t announced GV70 launch date yet, but they designated it a 2022 model so we can certainly expect it to go on sale next year. Until then, check out the Genesis G70, G80 and G90 sport-luxury sedans and the new mid-size GV80 SUV at CarCostCanada, where you can learn about factory leasing and financing rates from zero percent on all 2020 and 2021 models, plus when you become a member you’ll also access info about manufacturer rebates and dealer invoice pricing that could save you thousands. Find out how CarCostCanada works now, and make sure to download their free app from the Apple Store or Google Play Store in order to have all of this critical info with you wherever and whenever you need it.

Story credits: Trevor Hofmann

Photo credits: Genesis