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Following its bigger RX brother’s lead, the Lexus NX came out of nowhere a half-decade ago to immediately become a frontrunner in the compact luxury SUV class. Currently sitting second in U.S. sales…

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Lexus reveals second-generation NX with plug-in option for 2022

2022 Lexus NX 350 F Sport — Lexus has created an entirely new NX compact luxury SUV for 2022, and it should become even more popular than the current model.

Following its bigger RX brother’s lead, the Lexus NX came out of nowhere a half-decade ago to immediately become a frontrunner in the compact luxury SUV class. Currently sitting second in U.S. sales and fourth in Canada, Lexus hopes the new second-generation NX, just introduced last week, will become just as dominant as its mid-size offering, and it really doesn’t have far to go in order to catch up to the segment leaders.

Fourth in sales places the NX ahead of BMW’s mighty X3, not to mention (in order of popularity) the Cadillac XT4, Volvo XC60, Porsche Macan, Buick Envision, Lincoln Corsair, Infiniti QX50, Jaguar F-Pace, Range Rover Velar, Tesla Model Y, Land Rover Discovery Sport, Alfa Romeo Stelvio, and plenty of slower sellers sporting sweptback coupe-like body styles, like BMW’s X4, leaving only the Acura RDX, Audi Q5, and Mercedes-Benz GLC ahead on the sales charts.

2022 Lexus NX 350h — The new NX will be available in both hybrid and plug-in hybrid variants.

While the RX more than doubles deliveries of its next closest BMW X5 rival in the U.S., and comes close to doing likewise to Mercedes’ GLE here in Canada, the gap between NX and X3 sales in the U.S. was narrower than 4,000 units last year, meaning this redesign could push the Japanese model upward enough to claim most popular status. Here in Canada, another 50 sales in 2020 would’ve ranked it third in its class, leaving it about one thousand units behind the Q5 and slightly more than 2,000 deliveries below the RDX.

Exactly how this redesigned 2022 NX will impact the burgeoning compact luxury SUV market is unknown, but Lexus isn’t leaving anything to chance. First off, recently released photos of the all-new model make it clear the premium brand isn’t deviating far from the original NX formula that’s won it so many fans, with evolutionary new styling that should appeal to current buyers and newcomers alike. Its large spindle grille is as easily defined as ever, despite subtle changes all around including a more three-dimensional effect, while new LED headlights with an optional three-projector upgrade, combine some of the design elements from the previous model’s blockier main LED lamps, and the Nike swoosh-style “L-shaped” driving lights, into one curvaceous cluster.

2022 Lexus NX 450h F Sport — Both NX 350 and NX 450h plug-in models can be upgraded with a new F Sport Handling package.

Likewise, the old NX’ chunkier side panels have been smoothed out for a more refined look that’s still plenty muscular, while the rear design replaces the outgoing SUV’s angled individual LED taillights with a set of more organically shaped L-style lenses connected by a thin horizontal strip that spans the entirety of the liftgate, this design, which pulls cues from new UX and IS rear styling, dubbed a “full-width blade rear lamp” by Lexus. New wheels round out the updated package, the F Sport’s gloss black rims growing to 20 inches, but not before Lexus literally signed off on the design with five elegantly placed block letters designating its brand, the new NX becoming the first model in its lineup to replace its usual “L” centre rear branding with this new written logo.

Inside, a completely reworked dash panel adds a high-definition 7.0-inch multi-information display to the gauge cluster and projects an available 10-inch head-up display onto the windshield ahead of the driver, while the top half of the centre stack can been optionally taken over by a massive landscape-positioned 14.0-inch touchscreen display (that incorporates controls for the automatic climate control system and more) in top-line conventionally-powered and plug-in hybrid trims, meaning that Lexus finally appears to being giving up on controlling its infotainment systems through a lower console-mounted joystick or trackpad Remote Touch Interface.

Another sign of progress is the Lexus Interface multimedia system within that infotainment system, which has been designed specifically for the North American market. Along with the usual infotainment features, the new interface incorporates over the air updates and untethered smart phone connection to a user’s unique profile (that includes a new digital key for opening, starting up and remote parking via smartphone verification that can be shared with up to seven confidants), while a new Virtual Assistant, that incorporates multiple microphones, enhanced noise cancellation capability, plus seat-detection sensors for determining where users are sitting, has been designed to become the primary way users interact with the system. Optional wireless charging will keep devices ready for use, while connectivity via wireless Apple CarPlay or Android Auto comes standard.

The new NX’ standard touchscreen measures 9.8 inches diagonally, incidentally, which is pretty sizeable all on its own, with the end result of both touchscreen displays being a more familiar tap, swipe and pinch user experience for an easier learning curve when Toyota (or other volume-branded mainstream) buyers test this new Lexus SUV for the first time.

Astute readers will have noticed the words “plug-in hybrid” in the previous paragraph, a move that should have been expected by anyone with knowledge of Toyota’s RAV4 Prime. The RAV4 and NX have always shared platform architectures, with the new 2022 version now riding on the same TNGA-K (GA-K) underpinnings found in today’s RAV (codenamed XA50 for the RAV4 and AZ20 for the new NX), so therefore, incorporating the new RAV4 Prime’s PHEV components into the updated Lexus only made sense.

Lexus’s new plug-in hybrid, dubbed NX 450h, is the first of its type for the luxury brand. Its EV range is claimed to be 58 km, depending on how it’s being driven, exterior conditions, and other factors, while it can achieve much higher speeds in EV mode than any previous Lexus hybrid, the latter of which normally kick into gasoline-assisted hybrid mode below posted city speed limits. The new NX 450h will deliver significantly higher levels of performance than previous hybrids too, or for that matter the upcoming non-plug-in NX 350h hybrid, even going so far as to add more drive bias to the rear wheels than the RAV4 Prime’s more comfort and fuel-efficiency focused setup, in order to improve high-speed handling.

Before delving into the regular NX hybrid, the new NX 450h plug-in puts out a fraction more horsepower than the RAV4 Prime it shares components with, with 305 ponies compared to 302, but the more luxurious NX takes 0.2 seconds longer to arrive at 100 km/h from standstill, its time being 6.2 seconds compared to 6.0 seconds flat for the plug-in RAV4, likely due to the extra weight carried by luxury features and refinement-enhancing sound-deadening materials.

Lexus has achieved shorter charging times by installing a standard high-output, high-efficiency 6.6-kW Expedited Onboard Charger that reduces power loss when converting from AC to DC power, which means the NX 450h can achieve a full charge when hooked up to a 240-volt power source for about two-and a-half hours.

While understandable excitement surrounds this new plug-in hybrid variant, it’s important to point out that a total of four power units will be available from the onset of the new NX launch this fall. The base NX 250 model will receive a new 2.5-litre four-cylinder capable of 203 horsepower and 184 lb-ft of torque. A new standard eight-speed automatic transmission with start/stop technology will help maximize fuel-efficiency, yet it won’t have any trouble keeping up with traffic either thanks to zero to 100 km/h acceleration of just 8.8 seconds. While hardly neck-snapping, the base NX will be quick enough for most peoples’ wants and needs, while this new model could also allow for a more approachable entry-level price point than the current SUV, being that today’s 2021 NX comes standard with a 2.0-litre turbocharged four-cylinder making 235 horsepower and 258 lb-ft of torque.

The second engine in the NX hierarchy, which is expected to be “the volume model in Canada” according to a Lexus press release, will be a 2.5-litre four-cylinder mated to a hybrid drivetrain. The NX 350h will make 239 net horsepower, which is 20 percent more than the outgoing NX 300h hybrid thanks to a pair of high-torque electric drive motor-generators (the second motor is in the rear resulting in eAWD). The combination allows for a 7.4-second sprint from standstill to 100 km/h, which is 1.7 seconds faster than the current hybrid model. Even with this performance upgrade, however, Lexus estimates combined fuel economy of 6.5 L/100km, which is an impressive 1.0 L/100 km improvement over the 2021 model.

Depending on priorities, you can consider the aforementioned NX 450h or the all-new NX 350 top-of-the-line (although pricing may dictate otherwise), the latter model housing a new 2.4-litre turbocharged four-cylinder good for 275 horsepower and 317 lb-ft of torque. This model’s eight-speed automatic is tuned more for performance, the uprated combination resulting in standing-start acceleration times of 7.0 seconds to 100km/h, making it a significant half-second quicker than its turbo-gas-powered predecessor.

Handling should improve further due to a lower centre of gravity and more rigid body construction, Lexus having increased torsional rigidity via laser peening welding and new high rigidity foam, both firsts for the luxury division. Another first for the brand is a twin hood lock that increases front lateral flexural rigidity while also enhancing aerodynamics overall.

What’s more, both turbo and PHEV buyers can upgrade their suspensions with an F Sport Handling package that adds an Active Variable Suspension (AVS) along with front and rear performance dampers, plus the aforementioned 20-inch wheels and all of this trim’s usual styling enhancements from the outside in.

Additionally, a new electronically controlled, full-time all-wheel drive system improves NX 350 control both on and off the road. The driver now has the ability to optimize front and rear torque distribution in order to adjust for weather and road conditions, while a high level of standard electronic safety equipment will further keep things in check.

These come as part of Lexus Safety System+ 3.0, which now features a new Risk Avoidance Emergency Steer Assist function that helps to avoid accidents via automatic braking and steering inputs. Another update includes a Left Turn Oncoming Vehicle Detection/Braking technology that does exactly what its name describes, while a new Oncoming Pedestrian Detection/Braking function will brake automatically when a driver turns left in front of pedestrians and/or cyclists.

Additionally, new standard Dynamic Radar Cruise Control features a “curve management” feature that will maintain the NX’ cruising speed to align with traffic flow while also keeping speeds in check when cornering. Lastly, a Digital Latch system, that features an electronically-actuated release, opens each door smoothly while scanning the periphery around the SUV with a Safe Exit system that’s been designed to prevent passing pedestrian or cyclist accidents.

Extra head and legroom should make ingress and egress easier, not to mention more comfortable when seated front to back, while a new panoramic glass sunroof visually opens up the cabin to an airier experience. That revised interior will be quieter too, not to mention more calming thanks to 14 nature-inspired Thematic Ambient Illumination settings. Lexus has also redesigned the front seat heaters, and once again makes rear outboard seat warmers available, while the cargo area can now stow more gear.

For a final bit of NX news, the redesigned model will now be built in Canada, making the purchase of the new SUV as much of a patriotic move as a smart choice, the latter being a nod to better-than-average dependability and lower depreciation costs. The NX was a runner-up, next to Mercedes’ GLC, in the latest 2020 Canadian Black Book Best Retained Value Awards, the compact luxury SUV winner being Porsche’s Macan. Considering there are 16 competitors vying for top spot, tying for second is a noteworthy feat.

Lexus also took top honours in the most recent 2021 J. D. Power Vehicle Dependability Study, and while the NX once again failed to achieve best-in-class due to the mighty Macan, it earned a respectable second.

NX quality may even improve thanks to its new home of production in Cambridge, Ontario, where it will be built alongside the RAV4 and larger RX. The Cambridge facility was the first production plant outside of Japan to build a Lexus model, and has earned many awards since it first did so in 1986. As for the new NX, its operations retooling and training efforts began in 2019, while production will start in the fourth quarter of 2021, with deliveries expected shortly thereafter. Pricing will be available closer to this launch date.

If you can’t wait that long, you may want to access up to $3,000 in additional incentives for the 2021 model. CarCostCanada members are saving an average of $4,416 when purchasing a new NX model, thanks in part to dealer invoice pricing that given them a significant edge when negotiation their best deal. Find out how the system works, and remember to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all their critical info with you when you need it most.

Introducing the all-new Lexus NX (1:36):

Get to know the all-new Lexus NX (2:24):

The all-new Lexus NX reveal (7:30):

Story credits: Trevor Hofmann

Photo credits: Lexus

If you want the purist of 911s, look no further than the fabulous GT3 coupe (we covered in detail here). While not as ultimately fast as the previous-generation GT2 RS, that turbocharged super-coupe once…

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New 911 GT3 gets luxury treatment with optional Touring Package

2022 Porsche 911 GT3 Touring Package — A no-cost Touring Package is now available for GT3 customers, providing a more classic look and enhanced luxury for one of Porsche’s best-performing 911 models.

If you want the purist of 911s, look no further than the fabulous GT3 coupe (we covered in detail here). While not as ultimately fast as the previous-generation GT2 RS, that turbocharged super-coupe once again winning bragging rights at the famed Nürburgring Nordschleife just a week ago, this time chopping a sizeable 4.747 seconds from the Mercedes-AMG GT Black Series lap time on its way to claiming fastest production car status, the naturally aspirated GT3 nevertheless churns out 502 horsepower and 346 lb-ft of torque from its 4.0-litre six-cylinder engine, and makes beautiful 9,000-rpm music while doing so.

How does the GT3 stack up on the track? Of the top-10 fastest production cars to ever course through the old 20.8-km portion of the Nürburgring track, which incidentally is known affectionately as “The Green Hell” due to its forested, mountainside surroundings, 300 metres of elevation, 73 turns, and legendarily challenging nature (racing legend Sir Jackie Stewart originally coined the phrase), five are Porsches and two are GT3s. Sitting in eighth is the current-generation (992) GT3 RS, with a lap time of just 6:55.34 minutes, while the ninth-placed car is a previous-generation (991.2) GT3 RS.

While the GT3’s track exploits are praiseworthy to say the least, it’s a race-ready supercar that can be easily seen as such by passersby (including the constabulary) while also purposely lacking a few modern-day 911 refinements, with an obvious leaning toward sport, rather than luxury. Porsche hopes its new Touring Package, available at no additional cost to 2022 GT3 buyers, will help those wanting to fly under the radar escape scrutiny, without being forced to give up on owning one of the most sought-after 911 models available.

Visually separating the regular GT3 from the new Touring Package-equipped variant is a switch to the more conventional deployable rear wing used on most other 911 models, which pops up out of rear deck lid when needed and otherwise hides away. This provides a more classic 911 coupe profile that attracts a lot less attention than the super-sized carbon fibre reinforced plastic (CFRP) one found on the original, but of course doesn’t deliver the same level of ultimate downforce, therefore reducing high-speed stability through corners. It’s a trade-off that some buyers won’t mind, however, especially when laying eyes on the specially designed rear grille. Additionally, the front fascia on Touring Package cars is body-colour, while high-gloss anodized silver-tone aluminum trim surrounds the side windows and polished metal highlights the tailpipes (Satin Black is an option for both).

The Touring Package doesn’t swap out the regular GT3’s CFRP hood and front spoiler for lesser variants of each, fortunately, and doesn’t mess with anything under that just-noted rear wing either, although a seven-speed PDK dual-clutch transmission can now be had with either GT3 model, and like the Touring Package itself, is a no-cost option.

Silver-painted versions of the same 20-inch front and 21-inch rear forged alloy rims come shod in respective 255/35 and 315/30 ZR performance rubber with the new Touring Package, once again encircling Satin Black centre locking caps with regular Porsche crests rather than “GT3” logos.

If you choose a subtler exterior colour when for your Touring Package-equipped GT3, like Agate Grey Metallic or GT Silver Metallic, rest assured GT3 badging will still be part of the ownership experience. Still, along with the new rear engine grille, Porsche revised its designation to read “GT3 touring”. Of note, this wide-body 911 is still available with every exterior colour and shade offered for the regular GT3, including Chalk and more outlandish hues like Lava Orange, Python Green and Shark Blue.

The Touring Package interior gets upgrades too, including an extended black leather upholstery package that enhances the steering wheel rim, gear lever, centre console lid, door panel armrests, and door grips, while edging the dash and both door uppers with a special embossed surface treatment.

This said, quick glance at the racing-style seats in the Touring Package might make you believe they’re unchanged, but closer inspection shows a unique fabric used for their centre panels, plus embossed Porsche crests in place of the usual GT3 logos on the headrests. Finally, Touring Package door sill guards receive a brushed black aluminum treatment that’s also applied to some dash and centre console components.

It should be noted that GT3 Touring Package buyers can also opt for multiple two-tone cabins that add coloured leather to the interior’s lower half.

Those wanting to upgrade their GT3 Touring Package-equipped car even further will be happy to know that most regular GT3 options can still be had, including all wheel colours, the Porsche Dynamic Light System and Porsche Dynamic Light System Plus, every driver assistance system, Porsche Ceramic Composite Brakes (PCCB), Smart Front Axle Lift, and all the same alternative seats, while an available Bose Surround Sound System is on the menu too, plus, of course, the Sport Chrono package.

Any added weight (which is not accounted for on Porsche’s retail site or in any press releases) hasn’t impeded performance, with both regular GT3 and Touring Package-equipped models sprinting from 0 to 100 km/h in only 3.9 seconds when fitted with the six-speed manual GT Sport transmission, or 3.4 seconds with the standard paddle-shift-operated seven-speed PDK transmission. Likewise, terminal track speeds remain identical at a respective 320 km/h (199 mph) and (318 km/h (198 mph), but it’s possible that removing of the larger rear wing could allow Touring Package-equipped cars a slightly higher top speed, possibly even 322 km/h (200 mph).

The two GT3 models incorporate identical suspension setups as well, including Porsche Active Suspension Management (PASM) with ride-height lowering (by approximately 20mm). Therefore, both should provide near identical handling, although once again, elimination of the fixed rear wing will make a difference at high speeds, not to mention when scrubbing off speed via both GT3s’ sizeable 408 mm front and 380 mm rear brakes.

For a bit of history regarding the “Touring Package” name, it first came in use for a version of the 1973 911 Carrera RS, likewise providing a more luxurious trim upgrade for a model that could be seen as the GT3 of its generation. The Touring Package name was also revived for the sixth-gen 991-based GT3 in 2017.

If you’d like to bring your GT3 Touring Package experience into the office or back home, a special Porsche Design chronograph watch can be had as well. It boasts a sophisticated mechanical movement with a flyback second hand function, plus its winding rotor, seen through a caseback window, shares styling cues with the car’s wheel design. The rotor is even available in six different versions to correspond with your car’s personal configuration.

Each dial bezel is finished in Agate Grey Metallic, however, plus all dials receive a matte black surface, but each chronograph hand matches the bright luminous yellow colour of the GT3’s tachometer needle for another nice tie-in to the actual car. Attaching the beautiful watch head to your wrist is a strap made from the same embossed leather as that used in the Touring Package-equipped GT3, along with some black decorative stitching. This new chronograph is made in Porsche Design’s own Swiss watchmaking factory, and is only available to GT3 customers.

This means in order to qualify for the watch you’ll need to ante up at least $180,300 for either the regular GT3 or Touring Package-equipped version. Notably, Porsche is offering 2022 911 models with factory leasing and financing rates from zero percent, so be sure to check out the 2022 Porsche 911 Canada Prices page at CarCostCanada for more details, and remember to download the free CarCostCanada app from the Google Play Store or Apple Store in order to have all their benefits, including dealer invoice pricing, on your device when needed.

The New Porsche 911 GT3 with Touring Package (2:13):

Story credits: Trevor Hofmann

Photo credits: Porsche

Whether on the road or track, history tends to repeat itself with Porsche. After attaining the highest podium position in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” for three…

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Latest Canadian Black Book study shows Porsche maintains best retained value leadership

2021 Porsche Panamera GTS — The impressive Panamera four-door coupe has taken top spot for retained value in the Prestige Luxury Car class for eight years running.

Whether on the road or track, history tends to repeat itself with Porsche. After attaining the highest podium position in the Canadian Black Book (CBB) “2021 Overall Brand Award – Luxury” for three years in a row, the German performance brand once again secured top spot in the 2021 study.

While Porsche scores strongly within all the categories it competes in, the Panamera retained the highest percentage of any rival in the Prestige Luxury Car class, and has done so for eight years running. Likewise, the Macan, which took first in its Compact Luxury Crossover category once again, has held the position for three consecutive years, while the 911, dominating the Premium Sporty Car class, is enjoying its second year on top.

2021 Porsche Macan GTS — The superbly sporty Macan, shown here in GTS trim, has retained its value best amongst Compact Luxury Crossover competitors for three years in a row.

“We are honoured and delighted to accept the Overall Brand Award – Luxury as well as three model accolades from Canadian Black Book this year,” stated Marc Ouayoun, President and CEO, Porsche Cars Canada, Ltd. “Consumers have many available choices in the market and we welcome these recognitions, which provide an additional reason to consider the brand. These outstanding acknowledgments by the leading authority highlight strong value retentions which ultimately benefit the customer.”

To be clear, the CBB study ranks vehicles on the retained percentage of their manufacturer suggested retail price (MSRP) after four years. Retaining the highest value means ownership costs less when it comes time for resale or trade-in.

2021 Porsche 911 Cabriolet — The 911, a legend amongst sports cars, managed to earn best retained value in the Premium Sporty Car segment for two consecutive years.

To learn more about the latest Panamera, Macan and 911 models, which are now offered with factory leasing and financing rates from zero-percent, check out the 2021 Porsche Panamera Canada Prices page, the 2021 Porsche Macan Canada Prices page, and the 2022 and 2021 Porsche 911 Canada Prices pages on CarCostCanada, where you can see up-to-date pricing including trims and options, find out about available manufacturer rebates, access dealer invoice pricing that could save you thousands, and more.

Find out how a CarCostCanada membership can keep money in your wallet when you purchase your next new car, and be sure to download their free app from the Google Play Store or Apple Store, so you can have all of this critical info at your fingertips when you need it most.

Story credits: Trevor Hofmann

Photo credits: Porsche

Kia has gone from a lineup of smooth, sleek cars and utilities, to embracing an edgier, sportier design language that’s all about forward thought and has little to do with hanging onto the past. Just…

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Kia reveals edgy new 2023 Sportage in its home market

2023 Kia Sportage — Kia is getting especially edgy with its upcoming Sportage, transforming today’s ovoid model into a dramatically angled piece of rolling modern art.

Kia has gone from a lineup of smooth, sleek cars and utilities, to embracing an edgier, sportier design language that’s all about forward thought and has little to do with hanging onto the past.

Just take a look at today’s K5 (née Optima) mid-size family sedan, or the premium-level Stinger sport sedan, not to mention the Seltos subcompact crossover SUV, the always funky Soul, all-new Sorento mid-size SUV, rugged looking Telluride full-size SUV, and the recently renewed Carnival (née Sedona) mid-size van, while the new K3 will soon mix it up in the compact sedan class when it replaces today’s Forte. Each new Kia design pushes the mainstream volume brand to sharper, wedgier extremes, and now it’s the Sportage compact crossover SUV’s turn to transform from ovoid to edgy.

At first glance, the 2023 Sportage appears like Kia’s most aggressive attempt to push that design envelope yet. If the current Sportage seemed to pull inspiration from Porsche’s Cayenne when introduced in 2016, the creators of this fifth-generation SUV were tapping into the genes of Lamborghini’s Urus, or at least Audi’s RS Q8.

This makes sense considering the president and chief design officer of the entire Hyundai Motor Group is one Peter Schreyer, previously responsible for Audi’s TT (and A3, A4, A6, etc.), Volkswagen’s New Beetle (and Golf, Eos, etc.), a slew of Hyundai and Genesis models, plus everything Kia has put to market since 2008 when he took over the design department. No wonder Kia has been producing such great looking models over the past decade.

The new Sportage is designed to turn heads, with a futuristic front fascia that’ll have you searching to find the headlights. They’re tiny LEDs in complex clusters set within two boomerang-shaped LED driving lights, both of which bookend the wide gloss-black grille positioned below a set of narrow, horizontal nostril-like openings. It’s a radical design that nevertheless should be pleasing to a large swath of SUV buyers that are currently wanting something sporty yet practical to trade up to from their less-appealing cars.

From profile, the new Sportage features a lot of side sculpting on the door panels, with a narrow greenhouse up top, for added visual length, and some really attractive detail around the lower rocker panels, giving the SUV an exposed structural look that lightens its overall presence.

While the new Sportage looks more conventional from the rear, its body-wide taillight cluster lends to a feeling of width, with a thinness at its mid-section that almost makes it seem like it was stretched into place. All of that delicate detail is supported by a meaty rear bumper section that’s a visual extension from the just-noted blackened rockers, continuing upward to encompass two-thirds the SUV’s backside, and capped off by angular metal-look trim that mirrors a similar treatment on the aforementioned rockers and lower front fascia, the latter surrounding a set of LED fog lamps. The edgy treatment continues over to the sizeable alloy wheels, which are machine-finished with glossy black pockets in order to make them an intrinsic part of the design.

“Reinventing the Sportage gave our talented design teams a tremendous opportunity to do something new; to take inspiration from the recent brand relaunch and introduction of EV6 to inspire customers through modern and innovative SUV design,” said Karim Habib, Senior Vice President and Head of Global Design Center. “With the all-new Sportage, we didn’t simply want to take one step forward but instead move on to a different level in the SUV class.”

Kia’s new design language, which they call “Opposites United”, continues into the cabin where the uniquely shaped air vents and horizontal instrument panel trim combine like parentheses to highlight the massive dual-display primary gauge cluster and infotainment touchscreen within.

The single-screen layout follows a driver display design that both Kia and the namesake brand of its parent company Hyundai have been utilizing in their most recent models, which incorporates some of the most advanced tech in the industry, particularly rear-facing camera monitors that automatically provide a rearward view down either side of the vehicle when using the turn signal.

A row of switchgear follows the horizontal theme just below, integrating a nicely organized dual-zone automatic climate control panel at the mid-point, while a gently sloping piano black lacquered centre console is filled with an engine start/stop button, a rotating gear selection controller, a drive mode selector, and various other driving related buttons to the left, plus switches for the heated and cooled front seats and heatable steering wheel rim to the right. A wireless charging pad is likely fitted under the lidded compartment just ahead of this cluster of controls, along with USB ports and other connectivity/charging interfaces for personal devices.

“When you see the all-new Sportage in person, with its sleek but powerfully dynamic stance, and when you sit inside the detailed-oriented cabin with its beautifully detailed interior and first-class materials, you’ll see we have achieved those goals and set new benchmarks,” added Habib. “In the all-new Sportage, we believe you can see the future of our brand and our products.”

Kia hasn’t shown any other details, such as its front and rear seating or the cargo compartment, but capacities should be similar to the new Hyundai Tucson that shares its underpinnings, and that compact crossover SUV has grown in size from its predecessor, now measuring 4,605 mm (181.3 inches) from nose to tail, which makes it 155 mm (6.1 in) longer than before, with a 2,751 mm (108.3 in) wheelbase that’s grown by 86 mm (3.4 in), plus it’s around half an inch (12-13 mm) wider and taller than the SUV it replaces.

The Sportage has long shared mechanical components with the Tucson as well, so we can expect a version of the same 2.5-litre four-cylinder engine, which makes 190 horsepower and 182 lb-ft of torque in the compact Hyundai. The Tucson utilizes an eight-speed automatic transmission across its entire trim line too, which should be the only gearbox used in the Sportage as well, while Hyundai’s compact SUV provides a front-wheel drive train in lower priced models, plus optional all-wheel drive.

We can expect more details closer to the new Sportage launch, which should take place sometime next year. All the usual trims should be available, as well as an off-road oriented X-Line version, plus a new hybrid-electric based on the latest 2022 Tucson Hybrid.

For the time being, Kia is offering the latest 2022 Sportage with up to $750 in additional incentives, as well as $2,500 off of 2021 models, while CarCostCanada members are averaging savings of $2,361. Check their 2022 and 2021 Kia Sportage Canada Prices pages for all the details, including complete trim pricing with all available options and colours.

Also, learn how the CarCostCanada system works so you can save big on your next new vehicle purchase too, by accessing manufacturer rebate information, factory financing and leasing deals, and especially dealer invoice pricing. What’s more, remember to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this valuable information on your device when you need it most.

Story by Trevor Hofmann

Photos by Kia

Buick just took the wraps off its refreshed 2022 Enclave, and fans of the brand should be pleased with what they see. There’s nothing revolutionary about the design, with most styling cues pulled from…

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Buick shows off updated version of its 2022 Enclave three-row luxury crossover

2022 Buick Enclave Avenir — Buick has updated its Enclave for 2022, shown here in its top-line Avenir trim line.

Buick just took the wraps off its refreshed 2022 Enclave, and fans of the brand should be pleased with what they see. There’s nothing revolutionary about the design, with most styling cues pulled from its second-generation predecessor that arrived in 2017 as a 2018 model, and from the Chinese version that launched two years later for the 2020 mode year.

Fortunately, the outgoing Enclave was already an attractive crossover SUV, and the Chinese version even more so. Therefore, this mid-cycle makeover only grows the Enclave’s grille to give it even more premium presence, updates the headlamps and taillights for more fluid integration into the design, and sharpens the front and rear bumpers to add some visual width, resulting in even more premium appeal that Buick no doubt hopes will lure prospective buyers away from other brands’ three-row luxury SUV offerings.

The only choices below $50k, which is currently the entry point of the three-row luxury SUV segment, include today’s $48,398 2021 Enclave and the $48,995 Infiniti QX60, but Acura’s $56,405 MDX, Cadillac’s $57,998 XT6, and Lexus’ $59,700 RX 350 L aren’t too far away. In fact, that’s similar pricing to an Enclave about halfway through its options list, while a fully equipped 2021 Enclave Avenir gets close to $70k, a price point that’s similarly positioned to the $64,500 Genesis GV80, $65,500 Land Rover Defender, $64,750 Volvo XC90, $68,600 Land Rover Discovery, $67,950 Audi Q7, and the $69,900 Lincoln Aviator. Just in case you were wondering, three-row alternatives from Mercedes-Benz and BMW are in an altogether different stratosphere, their GLS and X7 starting at $101,900 and $102,900 respectively.

Back down to earth, the updated Enclave’s new standard suite of advanced driving assistance and safety technologies, dubbed Driver Confidence Plus, features forward collision warning plus automatic emergency braking with pedestrian detection, blind-spot monitoring and lane departure warning with lane keeping assist, rear parking assist, rear cross-traffic alert, and finally automatic high beam assistance.

The Enclave’s sole powertrain offering remains a 310 horsepower 3.6-litre V6 mated to an advanced nine-speed automatic transmission and optional all-wheel drive (the base Essence AWD starts $3,000 higher, at $51,398), while top-line Avenir trim features an adaptive suspension.

CarCostCanada is currently showing up to $1,000 in additional incentives off of today’s 2021 Enclave, with its members saving an average of $2,625 at the time of purchase. To find out how you can save thousands when buying your next new vehicle, make sure to learn how to access dealer invoice pricing, and remember to download the free CarCostCanada app so you can have every member benefit right at your fingertips.

Story by Trevor Hofmann

Photos by Buick

Porsche’s new Taycan is one of the most technologically advanced electric vehicles available today, but that doesn’t mean non-engineering folk need to stay in the dark about how it works. Fortunately,…

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Bill Nye The Science Guy stars in fun and informative Porsche Taycan technology video series

Bill Nye The Science Guy explains Porsche Taycan tech — Bill Nye The Science Guy finds a fun way to explain some unique Porsche Taycan technologies.

Porsche’s new Taycan is one of the most technologically advanced electric vehicles available today, but that doesn’t mean non-engineering folk need to stay in the dark about how it works.

Fortunately, Porsche hired Bill Nye The Science Guy, a popular TV personality, to explain the science behind the tech, resulting in a five-part short video series. The episodes, which run from just under one minute to a-minute-and-a-half long, focus in on those technologies that separate the Taycan from key competitors, such as the model’s 800-volt battery, innovative aerodynamics, regenerative braking, two-speed transmission, and repeatable performance.

Named “Bill Nye Explains The All-Electric Taycan,” the YouTube series is filmed at the Porsche Experience Center in Los Angeles, California. The zany host helps clarify subject matter that would likely be difficult to understand for most viewers. He uses simple terms and silly antics, resulting in an entertaining series that’s fun for all ages.

The Taycan only arrived on the electric scene last year, but it’s already available in two body unique styles and four separate trims, the latter including the 4, 4S, Turbo and Turbo S.

The low-slung Taycan four-door coupe is available in three of the four trims, including 4S, Turbo and Turbo S, whereas the new Taycan Cross Turismo can also be had as a base model. What’s more, the Cross Turismo can be optioned out with an Off-road Design package that increases its ride height, and adds beefier, more aggressive styling upgrades.

Top-tier Taycan Turbo S trim is capable of accelerating from standstill to 100 km/h in a mere 2.8 seconds, due to its 750-horsepower twin-electric-motor power unit, while standard all-wheel drive means that all four tires maintain adhesion to the road no matter the surface below or surrounding conditions.

Porsche is currently offering the 2021 Taycan with factory leasing and financing rates from zero-percent, so make sure to link through to CarCostCanada to learn more. Take note that CarCostCanada also provides its members with dealer invoice pricing that could save you thousands off your next new vehicle purchase, so find out how their system works, and be sure to download their free app from the Google Play Store or Apple Store while you’re at it.

Now, sit back and enjoy the five quick videos.

Bill Nye Explains the All-Electric Taycan: Two-Speed Transmission (1:11):

Bill Nye Explains the All-Electric Taycan: 800 Volts (1:17):

Bill Nye Explains the All-Electric Taycan: Regenerative Braking (0:52):

Bill Nye Explains the All-Electric Taycan: Aerodynamics (1:14):

Bill Nye Explains the All-Electric Taycan: Repeat Performance (1:34):

Story credits: Trevor Hofmann

Photo credits: Porsche

Genesis is successfully growing its lineup with a fresh, new design language and some entirely new core models, the sharp looking 2022 GV70 just the latest to enter the fray. With an all-inclusive price…

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Genesis reveals pricing and trim details for new 2022 GV70 compact SUV

2022 Genesis GV70 — The new GV70 looks like a smaller, sportier version of the mid-size GV80, so it should find favour with compact luxury SUV buyers.

Genesis is successfully growing its lineup with a fresh, new design language and some entirely new core models, the sharp looking 2022 GV70 just the latest to enter the fray. With an all-inclusive price of $49,000 including freight and delivery fees (or $49,150 all-in as shown on GV70’s retail website landing page), the new GV70 is not the least expensive nor the priciest in the burgeoning compact luxury SUV market segment, which is now some 16 competitors strong.

In fact, the new GV70 places ninth in the compact premium crossover affordability index, near the mid-point, although not all of its competitors include destination, delivery fees and the $100 A/C tax in their advertised prices. After factoring in the latter (and using an average of $2,500 for those brands that made it difficult to locate this information on their retail websites), the GV70’s pricing proved more competitive with a ranking of seventh most affordable.

On that note, the GV70’s lower priced alternatives include the $44,298 Cadillac XT5 (plus $2,500 in fees for a total of $46,798), $44,505 Acura RDX (plus $2,475 in fees for a total of $46,980), $44,600 Lexus NX (couldn’t locate their fees so adding $2,500 for $47,100), $45,495 Infiniti QX50 (plus $2,220 for $47,415), $45,200 Lincoln Corsair (plus $2,250 for $47,450), and $46,550 Audi Q5 (plus $2,395 for $48,945) (note that dealer administration fees and other costs weren’t always shown by some manufacturers, with all the Japanese brands being most difficult to source such information from).

Allowing eight brands to advertise lower pricing in such a highly competitive market is a bold move for Genesis, albeit possibly a calculated one, in that its mid-pack price placement could move potential perceptions of its brand identity and therefore equity away from becoming a value-packed alternative to more established rivals, like parent company Hyundai’s namesake brand was long seen amongst mainstream volume sector consumers. Instead, causing its clientele to pay for perceived quality means that Genesis might immediately be respected as a true challenger that’s capable of going head-to-head against Mercedes-Benz, BMW, Volvo, Lexus, Land Rover, and the like. The alternative is to join Cadillac and Acura, which are often forced to sell on price despite the quality of their offerings.

Speaking of the latter collection of competitors, the new GV70’s $49,150 window sticker is positioned just under the $48,500 Volvo XC60 after adding its fees (plus $2,615 for $51,115 in total), as well as Land Rover’s $49,900 Discovery Sport (plus $2,726 in fees for $52,626), as well as the identically priced $49,900 Mercedes-Benz GLC (not shown on retail site so adding $2,500 for $52,400), while the BMW X3 starts at $52,550 (plus $2,245 for $$54,795), the Tesla Model Y at $55,000 including its $1,300 freight fee, although the least expensive Performance model currently offered on their retail site goes for $69,990), the Alfa Romeo Stelvio at $55,190 (plus fees ranging from $1,995 to $2,695 for a maximum base price of $57,885), the Porsche Macan at $57,800 (plus $1,600 for $59,400), the Jaguar F-Pace at $60,350 (plus $2,826 for $63,126), and finally Land Rover’s Range Rover Velar at $63,500 (plus $2,826 for $66,326).

The $20k price gap from easiest on the wallet to arguably most revered and priced accordingly is a wide chasm for compact luxury SUV buyers to cross, but it should be noted that any one of the compact luxury utilities named gets close to the vaunted Velar’s starting point when loaded up with options, with even the cheapest on this list going well beyond. Additionally, some in this group feature more equipment in their various base trims than others, not to mention stronger performance, greater interior room, and the list goes on.

For just under $50k including fees, the new GV70 2.5T Select AWD comes standard with Quad LED headlamps, LED taillights, 18-inch alloy wheels, proximity keyless entry with pushbutton ignition and remote engine start, fingerprint authentication, an 8.0-inch LCD digital instrument cluster, a large 14.5-inch HD multimedia display featuring Apple CarPlay and Android Auto smartphone integration, GPS navigation, wireless device charging, 12-way power-adjustable driver’s seat with powered lumbar, an eight-way powered front passenger seat, heatable front seats, rear occupant alert, a proximity-activated hands-free tailgate, and more.

In addition, the GV70’s standard Highway Driving Assist II driver assistance and safety technology suite includes High Beam Assist, Lane Follow Assist, Rear Cross-Traffic Collision-Avoidance Assist, and Forward Collision-Avoidance Assist.

As is usually the case in this class, all-wheel drive is standard, the GV70 including Terrain Mode Select as well, while the powertrain consists of a 2.5-litre turbocharged inline four-cylinder with 300 horsepower and 311 lb-ft of torque at the lower end of the pricing spectrum, or a 3.5-litre twin-turbo V6 with 375 horsepower and 391 lb-ft of torque when a desire for power trumps one’s need for fuel-efficiency. Both engines are gasoline-powered, but keep in mind that Genesis recently launched an all-electric G80 mid-size luxury sedan, so an electric option may be on the not-too-distant horizon. As it is, an efficient eight-speed automatic transmission comes standard, complete with steering wheel-mounted shift paddles.

Standard colours include Uyuni White, Vik Black, Himalayan Gray, Savile Silver, Adriatic Blue, Cardiff Green, Barossa Burgundy, and Mauna Red, with the base interior only available in Obsidian Black with “artificial leather” upholstery (Genesis may want to consider a more appealing name for its leatherette).

For $55,500 including freight and fees, the 2022 GV70 2.5T Advanced AWD adds 19-inch alloys, power-folding side mirrors with puddle lamps, a powered tilt and telescopic steering column, genuine leather seat upholstery (in Obsidian Black, Vanilla Beige, Havana Brown/Ocean Wave, Pine Grove/Ocean Wave, and Slate Gray/Velvet Burgundy, depending on the exterior colour), a powered panoramic glass sunroof, ventilated front seats, heatable rear outboard seats, and a fully automatic rear climate control system, while $59,000 Advanced Plus trim antes up with a driver’s head-up display (HUD), a Surround View parking monitor, a Blind-Spot View Monitor (BVM), an 18-speaker Lexicon premium audio upgrade, manual rear side sunshades, and a household-style 110-volt AC power outlet in the rear cargo area.

Moving up to the $63,000 GV70 2.5T Prestige AWD adds a Sport Appearance package with alloy foot pedals, special Nappa leather upholstery with suede inserts (in Obsidian Black, Sevilla Red or Ultramarine Blue, depending on exterior colours), a suede-like Microfibre headliner, a power-extendable driver’s seat lower cushion and powered side bolsters, Smart Posture Care, Parking Collision Avoidance-Assist Rear (PCA-R), and
Remote Smart Parking Assist (RSPA).

The $68,500 GV70 3.5T Sport AWD trim line combines previously-mentioned 2.5T Advanced AWD equipment with the larger, more potent engine, plus some of the just-noted Prestige items such as the Sport Appearance package, alloy pedals, HUD, power seat cushion extension, bolsters and Smart Posture Care, Lexicon sound system, and 115-volt power outlet, as well as 21-inch alloy wheels, unique aluminum sports trim, upgraded monobloc brakes, an upgraded Electronic Control Suspension with Road Preview, and Sport leather seating.

Lastly, GV70 3.5T Sport Plus AWD trim adds an electronic limited slip differential, a larger 12.3inch 3D TFT LCD digital instrument cluster, carbon fibre interior trim, softer Nappa leather upholstery with stitched quilting (in all the same colours as the Prestige and Sport), a Microfibre headliner, and laminated acoustic rear door glass, as well as the aforementioned surround parking monitor, BVM, PCA-R, RSPA, and rear sunshades for $75,500, which incidentally is a price point this segment’s most affordable Cadillac XT5 reaches when fully optioned, as do most others.

Clearly defining the GV70 from any other SUV in the class is Genesis’ new “Crest Grille” and “two-lined” fore and aft “Quad Lamps”, which will be brand-wide when the second-generation G70 sport-luxury sedan arrives alongside the GV70 SUV this summer. The two distinctive design characteristics are said to have been inspired by the brand’s signature winged emblem, while the GV70’s “Beauty of Openness” interior design theme isn’t so specific about its origins, but looks inviting just the same. Genesis claims it was inspired from Korean architecture, and provides “maximum comfort and convenience” plus a “driver-oriented” layout. The look is certainly unique, particularly the ovoid steering wheel hub and even more distinctively surfboard-shaped cluster of controls to the left and right of the driver, while everything appears very upscale.

The first-ever Genesis GV70 presents customers with a bold and dynamic crossover offering,” said Mark Del Rosso, President & CEO of Genesis Motor North America. “With its distinct exterior design, powerful stance and refined performance, GV70 perfectly blends athleticism and refined driving performance with the versatility of an SUV that only Genesis can offer.”

Along with the premium finishings, alluring design, bevy of features and strong performance, plus (lest we forget) the inclusive delivery and destination fees, Genesis provides its owners with an especially pampering at-home/work valet pick-up and drop-off concierge service, complete with a complimentary courtesy vehicle, when complimentary scheduled maintenance or any other repair is required during the first five years of ownership, or the GV70’s first 100,000 kilometres of travel.

Additionally, GV70 buyers benefit from Genesis Connected Services with map updates and more for the extent of the SUV’s five-year comprehensive warranty (with an unlimited km extension for map updates and roadside service). The five-year or 100,000-km comprehensive warranty is an entire year longer, and an average of 20,000 km greater than most others’ comprehensive coverage in this class, plus two years or 40,000 km more than most rival powertrain warranties.

Despite the depth of competition in the compact luxury SUV segment, we expect Genesis to do well with its GV70, just like it has with the compact G70 sedan, the mid-size G80 sedan, and the recently launched GV80 mid-size SUV. Its flagship G90 luxury sedan is a slower seller, but an inability to sell large numbers of full-size four-doors is hardly an uncommon issue amongst premium players in Canada or most other markets, other than with Mercedes and its segment-dominant S-Class, and to a lesser extent BMW’s 7 Series. Flagship sedans are more about image, their existence in a given luxury brand’s lineup providing higher levels of overall credibility, but compact luxury SUVs are far more important to a brand’s bottom line, because they normally become instant bestsellers. The GV70 should be no different for Genesis.

Story credits: Trevor Hofmann

Photo credits: Genesis

After Porsche’s intelligent choice to enter the electric vehicle market with a practical four-door coupe, and following the Taycan up with an even roomier Cross Turismo version, which even offers crossover…

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New virtual and physical prototypes of upcoming Macan EV revealed

2023 Porsche Macan EV Prototype — Porsche has been running laps in new Macan EV prototypes at its Weissach development centre.

After Porsche’s intelligent choice to enter the electric vehicle market with a practical four-door coupe, and following the Taycan up with an even roomier Cross Turismo version, which even offers crossover SUV-like design elements and an off-road package, the performance-oriented brand will soon be anteing up with a full EV version of its best-selling Macan compact luxury SUV, and thanks to some early photos and info, we’re starting to catch a glimpse of what we can expect.

The all-electric Macan, as Porsche refers to it, is planned for a 2023 launch, which allows plenty of time to get it right. So far the German brand has been digitally and physically testing it on the proving grounds of its Weissach Development Centre, but now it’s about to enter the public domain wearing camouflage to hide its second-gen Macan body panels.

“Testing in a real-life environment is now getting underway – one of the most important milestones in the development process,” said Michael Steiner, Member of the Executive Board, Research and Development, at Porsche AG.

Porsche is targeting 3,000,000 km of global testing in all types of conditions before the new Macan EV arrives in dealerships, and that doesn’t even include the “countless” virtual km the model has accumulated before and since the prototypes shown in the accompanying photos started hot lapping the proving ground’s track.

Developing the electric SUV digitally saves money and time, plus of course it minimizes environmental impacts. Instead of running actual prototypes, a digital computational model replicates the types of true-to-life “properties, systems and power units of a vehicle to a high degree of accuracy,” stated a Porsche press release. Porsche utilized 20 digital prototypes to simulate various development categories, such as aerodynamics, energy management, operation and acoustics.

“We regularly collate the data from the various departments and use it to build up a complete, virtual vehicle that is as detailed as possible,” commented Andreas Huber, manager for digital prototypes at Porsche, and one of the first aerodynamics engineers to ever work with digital prototypes. “This allows previously undiscovered design conflicts to be swiftly identified and resolved.”

Lowering aerodynamic drag will help the all-electric Macan achieve its EV range targets. Even small flow enhancements can make a big difference.

“We started with a flow-around model when the project first started about four years ago,” said Thomas Wiegand, Director of aerodynamics development.

Porsche’s team of engineers use simulations to fine-tune every surface of the SUV, with particular attention paid to the various air ducts used for cooling. These calculations help the engineering team arrange each component to optimize efficiencies, while also providing the necessary data used for estimating variances in real-world temperatures. In fact, Porsche claims the new testing procedures allow for a very precise simulation of both aerodynamics and thermodynamics.

“The digital world is indispensable to the development of the all-electric Macan,” continued Wiegand.

Back to air ducts and cooling, the Macan EV’s motive electric system incorporates a totally different cooling and temperature control concept than the conventionally-powered version of the SUV. To clarify, the various internal combustion engines in the regular Macan need 90- to 120-degree (Celsius) temperature range, while the new electrically-powered model’s power unit electronics and high-voltage battery require a temperature window between 20 and 70 degrees.

Also unique to the EV, where a combustion engine might increase its temperature when starting and stopping in heavy traffic, a battery-powered vehicle requires the most cooling during high-power charging, especially in warm weather. Porsche is overcoming this problem by calculating and digitally optimizing “position, flow and temperature” with the same virtual prototypes noted earlier.

The use of virtual prototypes can start early in a vehicle’s developmental stages. Porsche has created a wholly new driver interface for its second-generation Macan, which of course features a revised driver display. Once ready for testing, Porsche brought it to life in a “seat box” capable of simulating the driving environment.

“Simulation allows us to assess displays, operating procedures and the changing influences during a journey from the driver’s point of view,” says Fabian Klausmann of the Driver Experience development department. “Here, the ‘test drivers’ are not just the specialists themselves but also non-experts. This allows all interaction between driver and vehicle to be studied down to the last detail, enabling selective optimization even before the first physical cockpit has been built.”

The first physical Macan EV prototypes were created out of the information garnered from the digital prototypes, at which point those running examples provided yet more data back to the digital prototypes. This allowed Porsche’s engineers to continually update both digital and physical prototypes, refining each element of the SUV along the way.

“Endurance testing on closed-off testing facilities and public roads in real-life conditions is still indispensable to ensure that the vehicle structure, operational stability and reliability of hardware, software and all functions meet our high-quality standards,” added Steiner.

The all-electric Macan continues to undergo a demanding test program, in which it endures climate extremes and all types of topographical conditions. This includes the real-world charging and conditioning of its high-voltage battery, with a focus on everyday reliability plus segment-leading performance.

“Like the Taycan, the all-electric Macan, with its 800-volt architecture, will offer typical Porsche E-Performance,” continued Steiner, citing development goals like the model’s long-distance range, high-performance fast charging, and targeted best-in-class performance. “The all-electric Macan will be the sportiest model in its segment.”

The Macan EV must be as efficient as possible, after all, which is why it will be first in Porsche’s lineup to utilize the new Premium Platform Electric (PPE) architecture. Nevertheless, being that most Macan buyers will continue choosing a conventional internal combustion engine over the electric alternative for the time being, especially in markets where consumers aren’t penalized for doing so, gasoline-powered models will continue.

“In Europe, demand for electric vehicles continues to rise, but the pace of change varies considerably across the world,” said Steiner. “That’s why we’re going to launch another attractive conventionally-powered successor to the current Macan in the course of 2021.”

A new second-generation Macan will be launched later this year, with a full assortment of gasoline-powered engines to choose from. The Macan EV will follow, but only after its digital and physical prototypes have accumulated millions of km in tests.

Until then, the current 2021 Macan starts at $57,800 and can be had with factory leasing and financing rates from zero percent. Make sure to check out every available trim, configure the ones you’re interested in with every option and colour, and then use the CarCostCanada system to maximize your savings via dealer invoice pricing, which can save you thousands when negotiating your best deal. Find out how the CarCostCanada system works, and be sure to download the free CarCostCanada app at the Apple Store or Google Play Store too, so you can have all of their money-saving info at your fingertips when you need it most.

Story credits: Trevor Hofmann

Photo credits: Porsche

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