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The mid-size sedan might be a dying breed, especially in Canada where they’ve never been as popular as compact four-doors and hatchbacks, but Hyundai hasn’t given up on it like some others in this…

New Car Reviews

2021 Hyundai Sonata Hybrid Ultimate Road Test

The mid-size sedan might be a dying breed, especially in Canada where they’ve never been as popular as compact four-doors and hatchbacks, but Hyundai hasn’t given up on it like some others in this class. In fact, the Sonata was given a complete eighth-generation redesign for the 2020 model year, so therefore its seriously menacing new face carried forward unchanged into 2021, and will so once again for 2022.

Menacing yes, but that’s not to say I don’t like the look. As seen on this as-tested Sonata Hybrid Ultimate, which gets more chrome than some other Sonata trims, such as the sporty new N Line variant, and particularly when that grille is surrounded by Hampton Grey paint that comes across as more of a champagne-taupe in some lighting conditions, the snarly look is almost soft and approachable. Whether you find it intensely angry or just purposefully intent, the new Sonata does appear consequential, and when push comes to shove it should be, because it’s doing the serious work of minimizing its eco-footprint while maximizing range and performance.

The Sonata Hybrid’s fuel economy is superb at 5.3 L/100km in the city, 4.6 on the highway and 5.0 even combined. It’s even a smidge better than similarly-equipped Toyota Camry Hybrids that come rated at 5.3 L/100km city, 5.0 highway and 5.1 combined (the Camry Hybrid’s base LE trim does better at 4.9, 4.8 and 4.9 respectively), and considerably more efficient than the Honda Accord Hybrid that gets a 5.3 city, 5.7 highway and 5.5 combined rating.

Even more surprising was the Sonata Hybrid’s acceleration and all-round performance, especially when the net numbers showed just 192 horsepower and 139 lb-ft of torque. It certainly felt more potent off the line than these figures suggest, plus thanks to steering wheel-mounted paddle shifters, its six-speed automatic transmission was quite engaging as well.

The Sonata Hybrid responds eagerly when pushed hard through corners too, plus it tracks confidently at high speeds in any condition, including on wet, slippery roads. It even remained stable when yanked aggressively toward the centre median by a large puddle, something much-needed and often appreciated in my city’s mostly wet winter weather.

Additionally, the button-operated gear selector is one of the best electronic transmission controllers I’ve tested, as it’s laid out intuitively and can all be actuated without moving the hand very far. Unlike some others (I’m speaking to you Honda/Acura), Hyundai’s quickly became second-nature, never leaving me mentally stranded in dumbfounded, panic-stricken overwhelm when coming up short of a turning circle-deprived U-turn with traffic approaching.

Interestingly, the electromechanical parking brake doesn’t automatically release when skipping a step and simply putting the car into Drive ahead of hitting the throttle, which is normally how these things work. I guess Hyundai felt it was best to err on e-brake safety, so be prepared to flick the switch manually each time you set out.

A two-way memory driver’s seat will automatically adjust you or your significant other back into your chosen position at the press of a single button, mind you, and I must say the driver’s positioning was superb overall. It comes complete with plenty of reach from the manually-operated tilt-and-telescopic steering column, while the seat itself was blissfully comfortable, despite only providing two-way lumbar support.

Both front seats get amped up with three-way heating and/or cooling, however, while the heated steering wheel rim put out near finger-scorching warmth—Hyundai may want to consider allowing drivers to tone it down a bit by adding a dual-mode temperature setting. Speaking of warmth, a dual-zone automatic climate control system made it easy to maintain an ideal level of cabin air comfort, while the centre stack-mounted interface was easy to sort out.

Now that I’m on the subject of instrument panel interfaces, there’s no shortage of digital displays inside this top-tier Hyundai. For starters, the only hint to things analogue about the gauge cluster is the nicely designed graphical nod to yesteryear’s circular speedometer and tachometer dials, with the division between both comes filled with a multi-information display-style assortment of functions. The display quality is very high in definition, while its reaction to inputs is instantaneous, and its feature set good for the class.

Being a hybrid, my tester included an animated energy-flow graphic at centre when the car was set to Eco mode, with surrounding colours being a mix of aqua-green and blues when so set, but everything glowed red in Sport mode, not that choosing the fiery hue was a particularly original thing for Hyundai to do (hey designers, how about orange or yellow just to separate your cars from the masses?). This said, Hyundai leaves a version of its Eco metre on the right-side dial no matter which drive mode the car is set to, with the Smart setting a personal favourite, being that it feels ready and waiting to either drive as frugally as possible more often than not, or as quickly as possible when called upon.

Hyundai added rear-facing cameras below the Sonata’s side mirrors last year, which project a live image onto the left- or right-side primary gauge cluster dials when engaging either turn signal. This is an absolutely brilliant feature that more competitors should adopt, but so far Hyundai, plus its Kia and Genesis sibling brands, are the only ones to offer it simultaneously with advanced driver technologies such as blind-spot monitoring, or lane change warning and intervention.

Of note, Honda was actually first with a turn signal-activated rear camera system dubbed LaneWatch, which I raved about when more readily available, but recently the Japanese brand has been phasing it out in favour of blind-spot monitoring. Kudos to Hyundai for created an even better dual-sided camera system (Honda’s was only added to their cars’ passenger-side blind-spot), and then making it available alongside all of its advanced driver assistance and safety features.

A glance to the right shows a centre display that’s as high in definition as the digital gauge cluster, which means it’s impressive as well. It’s about the same size too, and utilizes a touchscreen-controlled scrolling tile system that features three large tiles at startup. These can be organised as per preferences, with the stock setup including a navigation map on the left, audio functions in the middle, and fuel economy readouts to the right. Hyundai also includes some touch-sensitive buttons down each side of the display, plus a volume knob. I would’ve appreciated a tuning/scrolling knob (usually on the right) as well, and considering this car is probably targeting a more mature crowd than most others in Hyundai’s lineup, I’m guessing an analogue dial for tuning in radio stations or changing tracks would be appreciated by more folks than just me.

The navigation system worked faultlessly during my multiple-week test, and the audio system impressed even more, not only filling the car with streaming media and satellite radio, both of which I use all the time, but its sound quality was very good for this class.

I was also happy to see a wireless charging pad at the base of the centre stack, plus USB charge points for the wired crowd, not to mention the availability of Android Auto or Apple CarPlay, the former having become my go-to smartphone connectivity tool as of late. The charging pad wasn’t working when I first got the car, but I was able to set it up easily via the infotainment system’s settings page, where I found countless cool personalization possibilities as well.

Looking upward, there’s an attractive overhead console, but no moonroof. That’s an unusual site in this class, but maybe more fitting in a car that’s partially powered by a motive battery, Hyundai replaced the traditional moonroof with a non-translucent glass solar roof. That’s right, the cool glass section on the front half of the Sonata Hybrid’s outer roof is only visible when outside of the vehicle, and while the lack of a sunroof wasn’t much of an issue for me, it was a very strange omission after 20-plus years of testing cars, and one I can imagine some may be totally put off by. After all, the only cars without sunroofs have long been cheap, base models, which this Sonata Hybrid Ultimate is not.

Along with the aforementioned comfortable front seats that included all the usual adjustments in this class, the cabin provided very impressive finishing. The dash top was mostly softish composite, except for the shroud overtop the instrument cluster and the very front portion of the dash under the windshield (some might call this the back portion), which alternatively gets a textured, soft-painted composite.

Even better, to the left and right of the dash top’s sloping section, plus around the centre display, nicely stitched and padded leatherette added an element of luxury. There’s more of this highfalutin stuff elsewhere too, particularly on the door panels front and back, plus the just-noted soft-painted surfacing gets used for additional touchpoints as well. Lastly, some of the mainstream sector’s usual hard-shell plastic can be found in the interior’s lower regions, but it’s nicely textured and seems well put together, as does everything else in the cabin.

Rear seat legroom is excellent, while the backrests and lower cushions are very comfortable. A large, wide armrest folds down from centre, featuring the usual dual integrated cupholders, plus outboard rear passengers also get two-way heatable seats, with switchgear next to each power window controller on the door armrests. Lastly, a USB-A charging port can be found on the backside of the front centre console, just below a set of heat/air vents.

The Sonata Hybrid’s trunk is identically sized to the regular Sonata’s cargo area too, this not having always been the case with hybrid models due to rear-bulkhead-mounted battery packs (the old Ford Fusion Hybrid’s battery was quite intrusive). It’s therefore quite spacious at 453 litres (16.0 cu ft), while the trunk’s usefulness can be expanded upon with the usual 60/40 split rear seatbacks.

At the time of publishing, Hyundai had yet to update its retail site with 2022 Sonata Hybrid information, which probably means 2021 models are still available. Either way, CarCostCanada had and still has 2022 and 2021 model year details, so suffice to say the 2022 is pretty well identical to its predecessor, other than the addition of new Shimmering Silver optional paint to go along with the same five upgraded hues that were also available last year. All six optional colours add $200 to the bottom line, whereas Hyper White is the only standard shade, and therefore the only way you can get a 2022 Sonata Hybrid for $40,649 (plus freight and fees), before negotiating a discount that is.

When putting pen to paper, so to speak, Hyundai was offering up to $2,000 in additional incentives, although most CarCostCanada members were saving an average of $1,500, thanks to knowledge of these incentives as well as having dealer invoice pricing info on hand when negotiating. All said, the 2022 Sonata Hybrid is $450 pricier than the 2021, the latter still starting at $40,199. Both model years are only available in one Ultimate trim, which means there are no options other than just-noted colours.

So, if you’re looking for a luxuriously appointed mid-size sedan with an impressive balance of efficiency and performance, you should seriously consider Hyundai’s Sonata Hybrid. If you don’t mind being greeted by a menacing frown each morning, I can promise it’ll deliver plenty of smiles throughout the rest of each day.

by Trevor Hofmann

For many in Canada, Volkswagen is more of an afterthought when considering a new vehicle. Last year it sat 12th amongst mainstream volume brands in sales volume, with the lion’s share of new deliveries…

New Car Reviews

2021 Volkswagen Jetta Execline Road Test

For many in Canada, Volkswagen is more of an afterthought when considering a new vehicle. Last year it sat 12th amongst mainstream volume brands in sales volume, with the lion’s share of new deliveries going to Ford (at 232,194 units), Toyota (196,882), Honda (146,582), Hyundai (133,059) and Chevrolet (111,741), although only the Asian brands offer anything in the compact car class, so therefore this segment’s sales hierarchy looks a lot different when comparing both brand popularity and individual model success.

Last year, Volkswagen was the fourth best-selling brand in this category (at 23,665 units) when combining Golf (13,113), Jetta (10,552) and Beetle (460) deliveries, with the Golf placing sixth amongst individual models, the Jetta seventh, and the Beetle way down in 17th, which incidentally was second to last being that it wasn’t the only car being discontinued (Chevy’s Volt found its last nine buyers in 2020 too).

As for the first two quarters of 2021, the Beetle was dead last after just three units were shuffled off to future collectors, while the placement of the Golf and Jetta remained the same with 5,707 and 5,618 examples sold respectively. The big change in the segment comes from Nissan’s new Sentra that’s now right behind the Jetta with 5,004 deliveries to its credit, whereas Subaru’s Impreza and WRX/STI lost significant ground due to just 1,724 and 1,548 respective units down the road, which is probably due to an all-new WRX/STI soon debuting for 2022, plus a new Impreza (and Crosstrek) to follow for 2023.

Others losing steam in this segment include Hyundai’s Ioniq that only sold 1,538 units compared to Toyota’s Prius at 3,107, but the Korean brand’s Ioniq Electric is set to be replaced by the much more intriguing Ioniq 5 in the fall, while Nissan’s all-electric Leaf just seems to be withering on the vine with just 639 sales to its name, although 2022 will see a substantially lower price that should boost interest. Additionally, Hyundai’s Veloster will only come in super-quick N trim for 2022, probably the result of the rest of the line not getting much action, verified by only 328 deliveries, and finally the slowest selling car in this class is Honda’s Insight hybrid, which at a mere 193 unit-sales is getting slaughtered by other HEVs that sell for thousands less.

With the Puebla, Mexico-built Golf leaving our market after this year, Volkswagen will likely take a major negative hit in this segment too, falling behind others that focus more on reliability and comfort over perceived performance, although to be clear, Golf GTI and Golf R models will remain, as will the entire Jetta lineup, including its sportiest GLI variant.

It’s difficult to say if the Jetta will be able to take up the slack on its own, being that other five-door alternatives like the new 2022 Civic Hatchback, the Corolla Hatchback, the Kia Forte 5, the Mazda3 Sport, the Impreza 5-Door, and some other stragglers noted a moment ago, could fill in VW’s entry-level hatchback void. Of course, the German brand will hope such buyers will ante up for its new Taos subcompact crossover SUV, which is sized similarly, or the slightly larger compact Tiguan, while the all-new ID.4 kind of fills the void left by the Golf Alltrack (more on that car in a moment), albeit with an all-electric twist.

With all of that business out of the way, why choose a 2021 Jetta, or for that matter the 2022 model that shouldn’t change by much? Compared to the 2019 version, which was the first year of this seventh-generation body style, the 2021 infuses VW’s new MIB3 infotainment software into an interface that looks pretty well identical, although it’s the system beneath the graphics that matters most, thanks to including wireless App-Connect, enhanced voice recognition, USB-C charging, upgrades to the navigation system, and SiriusXM with 360L streaming and satellite content, while a wireless charging pad now sits on the lower console below in as-tested Execline trim.

Tornado alloys wrapped in 205/55 — LED taillights are nothing new these days, but the Jetta’s are a tasteful design.

As for choosing a Jetta over one of its four-door competitors, that will come down to a lot of factors including styling, its Germanic feel, and on that note, its performance. Of course, the GLI is the Jetta version to drive if you’ve got a passion for going fast, but this said all Jettas have usually tended to be more engaging than most of their Asian alternatives. Performance has been a priority for the brand since the Golf/Rabbit arrived on our shores in 1975, with the sportier GTI variant hitting the market in 1979, three years before our American friends received theirs.

The Jetta, which back then was basically a two-door Rabbit with a trunk, arrived here in 1980, and quickly became our best-selling European import. A wagon (always a personal favourite) was introduced at the turn of the millennium for the Golf’s fourth and fifth generations, although that baton was dubbed SportWagen when passed over to the seventh-gen Golf line, and even ended up being offered as a soft-roading crossover dubbed Alltrack that featured some SUV-like bodywork and raised ground clearance in an attempt to take on Subaru’s Crosstrek.

While wagon fans (including yours truly) still lament the loss of both Jetta and Golf variants, there’s a lot to love about the sedan, especially in top-tier Execline trim. The four-door’s styling has received mixed reviews, but that’s hardly unusual in this entry-level class. Honda is undergoing the same type of scrutiny with its new 2022 Civic after the brand followed its usual two steps forward, one step back routine (it’s as if there’s a tug-of-war between styling progressives and conservatives resulting in each side winning out every other generation), while Toyota appears to have hit the sweet spot with its latest Corolla, although the sharply chiseled new Hyundai Elantra is giving both of these top-sellers a run for their design money.

The other Korean, Kia’s Forte, continues to look attractively conservative and thus places fourth in this class, just ahead of Mazda’s rakish 3 that’s probably the closest competitor to the Jetta and Golf due to its performance-oriented personality, this possibly why the smaller, independent brand’s compact hatchback and sedan models sit so close to the Golf and Jetta on the aforementioned sales chart.

Moving inside, the Jetta is a tour de force when it comes to electronics. The just-noted infotainment system is very good, thanks to a high-definition gloss touchscreen, attractive graphics, an easy-to-understand layout and quick response to inputs, not to mention real analogue knobs for the power/volume and tuning/scrolling functions, plus it’s one of the only touchscreens in the industry to feature proximity-sensing capability, which means that bringing your hand towards the display causes a row of digital buttons to automatically pop up even before your finger touches the screen. It’s a really cool effect, but it’s also useful because, when those buttons automatically disappear, the entire display is made larger for whatever function you’re using.

Of course, the infotainment system comes filled with all the expected features, including Android Auto and Apple CarPlay smartphone integration, and control of the decent sounding Beats Audio system, complete with eight speakers and a sub, but I must say the backup camera is a bit subpar for a top-line model in this segment, not for its clarity, which is excellent, but rather for not including dynamic guidelines.

Nevertheless, the Jetta Execline’s fully configurable 10.25-inch Digital Cockpit instrument cluster, that’s exclusive to Execline trim and the top-level GLI, is in another world compared to anything else offered in this class. Certainly, others include fully digital gauge packages in upper trims, one that I recently drove being the 2021 Elantra in top-line Ultimate dress, but like the new 2022 Civic’s take on this tech, its navigation map wasn’t capable of filling the entire screen like Volkswagen’s. I know that’s not the end-all, be-all of functions, but just like this feature wowed me in Audi’s Virtual Cockpit before, it once again had me mesmerized in the Jetta, even providing the ability to zoom in and out from a button on the right-side steering wheel spoke. The active display does more than just that, of course, offering up a smaller map with surrounding info in another mode, plus a particularly colourful duo of circular gauges in its default setting, not to mention plenty of other features in numerous configurations.

Framing the gauge cluster is another VW favourite, the Jetta’s flat-bottom sport steering wheel, which is one of the nicest in its segment thanks to a meaty soft leather-covered rim with wonderfully form-fitting thumb spats to each side and grippy baseball-style stitching around the inner ring, plus thin spokes filled with high-quality switchgear, while those spokes are dressed up with a tasteful splash of aluminized brightwork and piano black lacquered surfaces.

Yet more satin-finish accents and inky black highlights can be found throughout the rest of the cabin, but it’s not overdone like some rivals from the east. I prefer to call the Jetta’s interior purposeful rather than austere, but I’m sure some will find the mostly muted black interior a tad conservative, bright and colourful displays aside.

This said, most of the pliable composite surfaces that made earlier (pre-2010) Jettas feel like premium rides have been eliminated, only leaving a rubberized soft-touch dash top and upper instrument panel, plus equally pampering front door uppers. The only model in this class with less appealing plastics is the Elantra that doesn’t even offer soft door uppers up front, but we’re not exactly comparing D-segment luxury sedans here. The clear differentiator is Volkswagen’s choice of hard plastics south of the waste line, other than the comfortable padded leatherette used for the door inserts and armrest, as well as the centre armrest overtop the console bin, which are nicely padded in plush leatherette.

The front seats, on the other hand, are firmer than any in this class and most in the entire industry, which is a bit unusual considering the Jetta Execline’s comfort-oriented mission. I’d normally never complain about cushion firmness, but the Jetta’s seem designed by someone who dreams on a tatami mat. These things go beyond just firm, with a lower cushion that actually became quite uncomfortable on longer stints during my weeklong test.

Oddly, GLIs, GTIs, and even Golf Rs that I tested previously never felt this way, but at least the Jetta’s side bolsters were excellent, while the six-way power-adjustment on its driver’s side (the front passenger gets no such luxuries), with two-way powered lumbar support that met the small of my back ideally, plus three-way memory no less, came to the rescue as best it could, as did the soft perforated leather that provided an exit strategy for forced ventilation, which kept me cool when otherwise ready to fume about my aching back. Their heatable capability was even more useful in this situation, as my driver’s seat warmed to near therapeutic temperatures in order to ease two inflamed ischia. More on the positive, better than average reach and rake from the tilt and telescopic steering column made for a great driving position, while the steering wheel rim in Execline trim is also heatable, as are the rear outboard seats.

Also positive, my tester’s rear outboard seats were truly superb, with more of a bucket-like feel than any others I’ve experienced in this class, thanks to excellent side bolstering that really wrapped all around my backside. The same can be said for the lower cushions, which provided a little more padding than the driver’s seat, or so they felt. VW includes a nice and wide flip-down armrest with integrated cupholders in the middle position, so together with the door armrests the rear outboard seating area is comfortable for both forearms.

As for space, I had about half-a-foot in front of my knees and plenty of room to stretch out my legs, with feet under the front seats when the driver’s position was set for my long-legged, short-torso five-foot-eight frame. Additionally, I had about three-and-a-half inches left over above my head, plus plenty of space next to my shoulders and hips. I’m not sure if the Jetta is best-in-class for rear seat roominess, but I’m guessing it’s very close. Volkswagen should be commended for this, but unfortunately the rear compartment’s finishing was less appealing than most in this category, including the expected hard plastic door upper, but also hard plastic door inserts that are almost never part of the package. At least the powered sunroof overhead was almost panoramic, helping to visually open the car up to more natural light.

Like the rear passenger compartment, the trunk is large at almost 400 litres (14.1 cu ft), while the lid lifts up high and out of the way, but be careful to push it all the way up, because if you leave it down even slightly it will fall and smack you in the head, which happened to me once during my test. Also different from most Volkswagens, the Jetta only offers 60/40 split-folding rear seatbacks instead of the usual 40/20/40-split used in the Golf and other VW products. This limits the usability of the trunk when going skiing, for instance, especially if rear passengers want to enjoy the aforementioned seat warmers, but such is the same for most of the Jetta’s peers.

Leaving the best for last, I set the dual-zone automatic climate control system to 21.5C via outer rings wrapping large circular dials that wiggled a bit too much for my liking, their digital readouts bookending a row of nicely damped buttons that included those needed for warming buttocks and backside, after which I turned the fuel-saving auto start-stop system off and the drive mode setting from Normal to Sport, disregarding Eco and Custom, the lower-console mounted buttons for these rather sloppy and noisy, unfortunately, unlike the nice and tight aluminized ignition button and little electromechanical brake lever found nearby. I then slotted the eight-speed automatic’s gear lever into “D” for drive before shoving it over to the right to “S” for manual shift mode, and let the Jetta’s impressive 1.4-litre turbo-four spool up as much of its 147 horsepower and 184 lb-ft of torque as possible before launching from standstill.

It’s the torque that matters most in this little mill, with all of its available twist from just 1,400 rpm, while the gearbox is quick-shifting and very smooth, only needing a set of steering wheel paddles to make it more engaging. These come with the GLI, incidentally, along with a much faster-shifting seven-speed dual-clutch transmission, while its 2.0-litre turbocharged four puts out a much more energetic 228 horsepower and 258 lb-ft of torque, resulting in a zero to 100 km/h sprint time of just 6.6 seconds compared to 8.7 for the Jetta Execline, although opting for the more comfort-oriented Jetta pays of at the pump.

Driving more modestly in Eco mode results in 8.0 L/100km in the city, 6.0 on the highway and 7.1 combined in the Jetta Execline, whereas the automated transmission in the GLI is only good for a claimed 9.7 city, 7.0 highway and 8.5 combined. The GLI can be had with a six-speed manual too, by the way, which is identically quick and exactly as efficient with fuel, while the regular Jetta with its base six-speed manual (not available in the Execline) manages just 7.9 city, 5.8 highway and 6.9 combined for truly stingy operation, plus it reportedly takes exactly the same amount of time to arrive at 100 km/h from standstill as my automatic-equipped tester.

Better than its straight-line performance, the Jetta Execline provides a nicely weighted, electrically assisted rack and pinion steering system resulting in good handling for the class, despite incorporating a less-than-ideal semi-independent torsion beam rear suspension setup. The front suspension uses independent Macpherson struts, par for the course in just about any segment, but only the GLI gets an upgrade to a multi-link rear suspension design, which is much better for absorbing pavement irregularities and therefore keeping rubber on the road where it can apply traction.

Comparatively, even Honda’s most basic Civic LX comes standard with a fully independent suspension including a rear multi-link rear setup, as does Toyota’s simplest Corolla L, and Nissan’s cheapest Sentra S, while Subaru’s least expensive Impreza with Convenience trim uses independent double wishbones, which aid comfort yet are more durable for heavier loads, and easier for tuners to tweak, not to mention easy for technicians to adjust for wheel alignment. What about the Golf? Unlike the Jetta, the most affordable Golf Comfortline gets the more sophisticated multi-link rear suspension setup, so while that model is still available it remains the go-to car for lower end VW performance enthusiasts, a worthwhile investment for just $1,500 more.

As you may have noticed I left out plenty of Jetta competitors when comparing suspension designs, so it’s only fair to add that the Elantra, Forte, and Mazda3 utilize a similar rear torsion beam setup, which is prized for reducing cost and improving rear packaging, the latter sometimes resulting in increased cargo capacity.

In the end, the Jetta is a good car that deserves its success, however middling that may be. It hits high in some areas, such as roominess and advanced electronics, but doesn’t really match up in interior plastics quality, front seat comfort, and overall performance, the rear end getting skittish when pushed hard around curves over rough pavement, something the Civic and Corolla, for instance, don’t do.

If it were my money and a VW was the target brand, I’d opt for a Golf every day of the week, due to its sharper styling, much better interior quality (even including cloth A pillars), wholly improved handling, and the increased usability (albeit less security) of its rear hatch. To think this model is on its way out is criminal, but it’s not Volkswagen’s fault that Canadians aren’t buying as many cars these days as they used to, instead opting for crossover SUVs more often than not. At least we’ll still have the fabulous GTI and Golf R, while as noted the Jetta GLI is a credible performance car as well.

The 2021 Jetta starts at a very reasonable $21,595 in Comfortline trim with its six-speed manual, while my Execline model is available from $28,995. Good news, Volkswagen is currently offering up to $1,000 in additional no-haggle incentives, while CarCostCanada members were averaging $1,527 in savings at the time of writing, thanks to their ability to access dealer invoice pricing that can save you thousands at the time of purchase. Make sure to find out how a CarCostCanada membership can help save you money when purchasing your next new car, and remember to download their free app from the Apple Store or Google Play Store, plus check out the 2021 Volkswagen Jetta Canada Prices page to find out pricing for all the Jetta’s other trim lines, including the GLI.

Review and photos by Trevor Hofmann

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

Latest News

Honda reveals single photo of all-new 2022 Civic sedan

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

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

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

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

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

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

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

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

Story credits: Trevor Hofmann

Photo credits: Honda

I love it when an automaker makes my job easy. For 2019, which has actually been a stopgap model year for Volkswagen’s Passat before the current version gives way to the second-generation of this special…

New Car Reviews

2019 Volkswagen Passat Wolfsburg Edition Road Test

I love it when an automaker makes my job easy. For 2019, which has actually been a stopgap model year for Volkswagen’s Passat before the current version gives way to the second-generation of this special North American-built car, it only comes in one fully loaded Wolfsburg Edition trim line, which certainly reduces my need for research. Now I can focus more on the fun stuff, like styling, interior design and quality, how comfortable it is, what it’s like to drive, and so on.

It’s been around since 1972 in some form or another, arriving to North American markets a year later. Named Passat in Europe since inception, the initial Giorgetto Giugiaro-designed Audi-esque four-door fastback and wagon were dubbed Dasher here, and then Quantum for its similarly four-ring inspired second generation. The B3 finally took on the Passat nameplate, but as much as I liked that car, especially in 2.8-litre VR6 form, and the B4 that followed, the 270 horsepower 4.0-litre W8-motivated B5 with all-wheel drive was my personal favourite, and amongst the first Passats I got to know as a fledgling automotive scribe back in the early aughts.

That’s when VW rivalled Audi for performance and interior refinement, the unabashedly bold Phaeton luxury sedan showing up the following year with 335-horsepower V8 and 420-horsepower W12 powerplants plus $96,500 and $126,790 base prices respectively, and soon after that the 309-horsepower Touareg V10 TDI delivering a mind-blowing (for the time) 553 lb-ft of torque. Back then Volkswagen came closer to premium status than any other mainstream volume brand, and while today’s VW-badged vehicles still provide some upscale features not often offered amongst rivals, such as minimalist design, fabric-wrapped roof pillars (but only the A-pillars now), fully digital high-definition primary instrument clusters, and rear seat centre pass-throughs (or even better 40/20/40-split rear seatbacks), soft-touch surfaces are unfortunately less common, plus key switchgear is often hollow and cheap feeling, and chassis’ aren’t always fully independent (the new Jetta once again uses a torsion beam rear suspension, unlike the mostly IRS-equipped cars it competes against).

It certainly looks nice in this lovely Tourmaline Blue Metallic paint, one of six standard exterior colours available this year, including the usual white, black, grey and silver shades plus gorgeous Fortana Red Metallic, while the sportier R-Line exterior trim package comes standard this year, as do auto on/off LED headlamps with LED daytime running lights, LED taillights, and a stylish set of silver-painted twin-five-spoke 19-inch Salvador alloy rims wrapped in 235/40 all-season tires, and that’s just what we can see on the outside.

It looks downright rich inside, thanks to my tester’s beautiful cream-like Cornsilk Beige cabin motif (the interior comes in black and grey too, depending on exterior colours), with the dash top, door uppers and carpets done out in black for contrast. The horizontally ribbed leather seats look completely high-end, while splashes of textured metal, brushed aluminum and chrome are tastefully applied, as is de rigueur piano black lacquered plastic surface treatments on the superbly crafted steering wheel’s spokes, on the centre stack surrounding the infotainment and HVAC interfaces (albeit the latter not quite as impressive due to loose, wiggly knobs), continuing down to the lower console, and glitzing up the rear seating area vent panel on the backside of the front console, which also houses a USB-A charge port and three-way rear outboard seat warming buttons.

Heatable rear seats and all of the high-end features already mentioned in a $32,995 mid-size sedan? That’s right, it’s a pretty decent deal made even better thanks to a $2,000 no-questions-asked discount right off the top, which is an end of the model year, goodbye, so-long, don’t let the door hit you on your way out kind of send-off to a model that’s served its purposes relatively well over the past nine or so years. You can learn all about this rebate and any other available savings by visiting CarCostCanada, and while you’re there make sure to read up on dealer invoice pricing that makes it easier than ever to get the best deal possible.

Additional standard features include proximity-sensing keyless access with pushbutton ignition, a leather-wrapped multifunction steering wheel with paddle shifters, a colour multi-information display with a trip computer, a leather-clad shift knob and handbrake lever, brushed stainless steel pedals, rain-sensing wipers, heated washer nozzles, dual-zone automatic climate control, an auto-dimming rearview mirror, a powered glass sunroof, front sport seats, three-way heatable front seats to go along with those in back, an eight-way power-adjustable driver’s seat with two-way powered lumbar support, driver’s seat and side mirror memory, LED reading lights in the front and rear, an Easy Open trunk lid, 60/40 split-folding rear seatbacks with a centre armrest and pass-through down the middle, and much more.

A smallish albeit proximity-sensing (yes, a row of digital controls pops up when your hand gets near) 6.33-inch centre touchscreen provides quick response times and clean, simple, high-resolution (albeit unimaginative) graphics, plus the usual tap, swipe and pinch gesture controls that work ideally with the standard navigation system’s map, while additional infotainment features include Android Auto, Apple CarPlay and MirrorLink smartphone integration, plus Bluetooth, voice control, an SD card slot, and a pretty poor rearview camera image with the top portion of the display actually cut off by what seems like an hallucinogenic psilocybin-induced semicircle that might be more distracting than helpful, plus there aren’t any dynamic guidelines let alone an overhead 360-degree view.

The Fender premium audio system was fairly good, and included six speakers and a subwoofer, plus satellite radio, a CD player, USB audio input/charging (but only one in this big car), and more. While the Passat’s infotainment system has most of the right ingredients, swapping my keys for a new 2020 GTI at the end of the week made its much larger touchscreen an obvious improvement, its incredible resolution, plus its superior depth of contrast and colour, having me looking forward to the new 2020 Passat’s system.

A lid at the base of the centre stack lifts to expose a rubber tray for storing your personal device, but it wasn’t large enough for my average-sized smartphone, so I suppose I was happy no wireless charging pad was connected to it either. Instead, the aforementioned USB and an aux port sit beside a 12-volt charger, while the row of switches next to the shift lever just behind included a button for front and rear parking sensors and another for the semi-autonomous self parking system, plus four dummy buttons that made me feel like this particular model was missing a lot of equipment. For instance, there was no heated steering wheel, a shame considering how impressive the flat-bottom leather-wrapped rim and its array of high-quality switchgear was, plus the leather front seats weren’t ventilated.

Then again, the Passat’s list of standard safety features is impressive, with autonomous emergency braking, blindspot detection with rear cross-traffic alert, lane assist, adaptive cruise control, driver assistance, park distance control and park assist leaving little to be desired, but it’s the way all of these systems worked that I liked more. Sometimes advanced driver assistive systems can be overly sensitive, engaging too early or misreading a given situation and then reacting when they shouldn’t, all of which could potentially cause a driver to turn them off, but after hardly noticing they were there during my weeklong drive, the Passat’s lane keeping assist system kept me locked next to the white lane when I tried veering off the highway without my turn signal on. While a bit annoying, I immediately became grateful that the system only came into play when needed, and it worked very well.

I noted earlier that Volkswagen’s interior materials quality isn’t quite as good as it used to be, but I’d best explain this in detail with respect to this Passat. It’s mostly on par with key rivals, although from a brand that previously was way above average when it comes to soft-touch padded surface treatments and other refinements, it’s now below average. This said the quality of pliable composites used on the dash top and door uppers is above par, but before sounding too positive, the lower dash and glove box lid, the sides of the centre stack, and the lower door panels are a lower than average grade of hard plastic. And there’s the rub. Some areas are finished so well that the Passat’s in a class of one, yet other details seem more suited to an entry-level subcompact.

The powertrain poses an equal dichotomy, in that it measures up to most competitors’ base engines, yet finds itself stuffed into the bay of a near-premium offering. It makes sense that VW chose the car’s more fuel-efficient 2.0-litre four-cylinder as its sole offering instead of last year’s optional 3.6-litre V6, being that the latter engine wasn’t a popular upgrade, but in a market segment that often provides engine options with well over 200 horsepower the Passat’s 174 ponies and 184 lb-ft of torque aren’t exactly going to excite the masses, on paper at least.

In reality, all that torque arrives at just 1,500 rpm, so it feels a lot sportier off the line than the numbers suggest. The front wheels are fed power through a tried and tested six-speed automatic transmission, with the aforementioned paddle-shifters providing plenty of hands-on engagement, important because the mid-size four-door manages fast-paced curves a bit better than most family sedans. A fully independent front strut and rear multi-link suspension setup with stabilizer bars at both ends makes sure it grips tarmac decisively, but despite better than average handling its ride is still plenty compliant, providing a bit more firmness than most Japanese, Korean and domestic mid-size sedans, but never unpleasantly rough or jarring.

All this and it gets reasonably good fuel economy at 9.3 L/100km in the city, 6.5 on the highway and 8.1 combined, another reason VW opted for the four instead of the six. Add to this a near comprehensive four-year or 80,000 km warranty, and the Passat starts looking like a very intelligent buy.

Practical issues in mind, the Passat’s front seating area is sizeable enough for large occupants, and the driver’s seat is comfortable albeit slightly firmer than average. It gets fore and aft two-way lumbar support that just happened to meet the small of my back perfectly, while the lower cushion reached far enough forward to almost completely cup under my knees. Rear seat roominess is even more generous and dutifully comfortable in the outboard positions, while the trunk is larger than average at 450 litres (15.9 cubic feet), plus its 60/40-split rear seatbacks are made even more agreeable to passengers and long cargo by including the aforementioned pass-through right down the centre. This could be a dealmaker for skiers preferring to keep their boards securely locked inside when not strapped onto their boots.

As for whether the 2019 Passat Wolfsburg Edition’s many attributes cause it to be a dealmaker for you or not, you’ll never know unless you try one on for size. The fact so few are on the road compared to Camrys, Accords and literally every other mainstream mid-size sedan currently available (Volkswagen sold just 570 Passats YTD as of Q3 2019, compared to 11,579 Camrys and 9,089 Accords, with the only car in the class selling fewer units being VW’s own Arteon with just 288 deliveries so far this year), will set you completely apart from the crowd as you’re arriving in style, and some may even mistake it for something premium, like an Audi. I begrudgingly continue to like it, not because it’s particularly better than anything else, but more so because I’m a sucker for European-badged exclusivity and contrarily root for the underdog more often than not.

Here’s hoping the new 2020 Passat improves on this outgoing model’s weaknesses while keeping its many attributes, so it can truly be hoisted above all others the way its predecessors could. This said if VW chose cut corners in order to bring pricing down, and by so doing didn’t make the upcoming redesign more refined and premium-like inside than this passing generation, the Passat will unfortunately continue on as an also-ran, garnering very little interest and eventually disappearing from our continent. That would be a shame.

The redesigned 2019 Forte is one handsome looking compact sedan, with clean, simple, modern lines that, while new and fresh, might appeal more to a conservative buyer than something like the avant-garde…

New Car Reviews

2019 Kia Forte EX Limited Road Test

The redesigned 2019 Forte is one handsome looking compact sedan, with clean, simple, modern lines that, while new and fresh, might appeal more to a conservative buyer than something like the avant-garde Honda Civic or Toyota’s visually complex 2020 Corolla.

Where both the Civic and Corolla succeed for being very good cars wearing extremely well respected nameplates, their styling is a bit more hit and miss. Obviously they appeal to enough peoples’ tastes to have become Canada’s best-selling and second-most popular cars (not including trucks and crossover SUVs), at least with respect to their four-door variants, but I personally believe the new Forte is easier on the eyes.

This is true for the entire Kia lineup. Unlike both Honda and Toyota that have regularly been called out for design misses (Honda more for the bizarre and Toyota for the bland), Kia has long been making news for styling hits, with this latest Forte definitely holding its own in a crowded compact segment. Rather than making up for an awkwardly proportioned three-box layout with acres of plastic body cladding, the Forte starts off with a leaner, more sweptback profile that doesn’t need as much embellishment to look good. Certainly there’s some nice attention to detail from front to back, but the sporty upgrades on my top-line Forte EX Limited enhance this sedan’s overall design instead of overwhelming it.

Some noteworthy styling features start with a fresh version of the brand’s bisected oval trademark grille, filled with a sporty gloss-black insert above yet more glossy black detailing within an even sportier lower front fascia, this bookended by deeply sculpted corner vents incorporating horizontal LED fog lamps. A truly interesting set of available “X” accented LED headlights are positioned above, offsetting comparatively conventional taillights at the other end, albeit infused with complex LEDs within and connected in the middle by a rather nice narrow reflective centre lens.

The rear deck lid, with its subtly integrated spoiler, is nicely done, while at the base the Forte’s hind end is yet more gloss black trim on the rear bumper cap, formed into triangular bezels housing the rear fog and backup lights, which hover over a diffuser-style lower garnish incorporating a chromed exhaust finisher, while the entire package rides on a smart looking set of twinned five-spoke machine-finished 17-inch alloy wheels with black-painted pockets.

Inside, the new Forte is more upscale and European-like than its predecessor and a number of compact competitors, its design coming across as conservatively tasteful, similar to what you might find in a premium brand. Most of the dash top an instrument panel is finished in high-quality soft-touch synthetics, as are the front door uppers, the door inserts, and armrests front to rear. I’m not going to say that Kia covers more surfaces in premium-level composites than average for this class, but the brand is well respected for being one of the first to push compact models into near-premium territory with respect to refinement and features, with most others now catching up.

Features in mind, EX Limited trim includes perforated leatherette upholstery that feels a lot more realistic than most fake animal hides, the perforations necessary up front to allow forced three-way ventilation to seep out. This trim also gets rear seat heaters for the outboard positions, while three-way front seat heaters are standard, as is a leather-wrapped heated steering wheel.

Yes you heard me right. The Forte’s standard steering wheel rim is leather-wrapped and heatable. Consider for a moment that Toyota doesn’t even provide Canadians with an option for heating a Camry’s steering wheel, even in top-line trim that costs nearly $24k more than the Forte’s $17,195 base MT trim, and $13k more than this top-tier $28,065 Forte EX Limited, while not offering ventilated front seats or heatable rear cushions either (make sure to find out about all 2019 Kia Forte pricing, including trim levels, packages and options at CarCostCanada, as well as rebate info and dealer invoice pricing that could save you thousands).

I don’t know about you, but after the last few winters we’ve experienced I don’t want to use my fingers for warming a steering wheel when embedded elements are readily available, and my rear passengers certainly shouldn’t be forced to freeze their butts off either. What’s more, why shouldn’t I be able to cool my derriere during July, August and the first half of September? Fortunately, Kia doesn’t cause us to ask such questions, but instead makes the first of these comforting features standard in one of their most affordable cars, and the latter two available (to be fair, the 2020 Corolla sedan offers a heatable steering wheel rim with an upgrade package, but no ventilated front seats or heated rear seats).

Back to some other 2019 Forte improvements, Kia upgraded its stylish automatic shifter with a leather-clad palm rest overtop a satin-silver metallic grip, while surrounding it all in a stitched-leatherette boot that’s encircled by the same satin-silver surfacing. The Forte uses this classy matte silver treatment for the steering wheel spokes too, as well as for a decorative strip across the instrument panel and the trim around each corner vent bezel, not to mention the inner door handles and as an embellishment for the power window and side mirror switchgear, plus even for the handbrake’s thumb release button.

Yes, a handbrake seems somewhat archaic in today’s world of electromechanical sophistication, but really it’s nothing I thought twice about during two weeks of testing. In fact, I only noticed this throwback to simpler times when taking notes on the last day. It exists for the base Forte’s six-speed manual, a transmission I wish was available in trim lines further up the car’s price range, like sister company Hyundai does with its impressive 200-horsepower Elantra Sport, a worthy Civic Si competitor that also gets suspension and styling upgrades. This said, if you don’t mind waiting another model year, last November Kia announced a new GT trim for the upcoming 2020 Forte that will provide all of the same performance updates as the Elantra Sport, but of course in Kia’s unique way. I’ll do my best to get into this car as soon as one is made available.

Unlike that Elantra, the new Forte uses one single 2.0-litre four-cylinder engine, a carryover from last year that continues to dole out 147 horsepower and 132 lb-ft of torque. While a relatively competitive engine in this class, this lone mechanical offering is not only a far cry less varied than the three engines Toyota is providing for its latest Corolla sedan (one now a hybrid), or the trio of powerplants available in Honda’s Civic Sedan (one being a 205-horsepower dynamo in the just-noted Si, and a realistic fourth powertrain being the hybrid used in the new Insight that’s little more than a face-lifted Civic Hybrid), it’s also not going to attract performance-oriented buyers.

In the previous second-generation Forte sedan, Kia offered Canadians two engine choices, the outgoing option being a more advanced direct-injected version of the 2.0-litre four-cylinder just mentioned, albeit dubbed 2.0 GDI and producing a considerably more robust 164 horsepower and 151 lb-ft of torque. Earlier, when writing my “Garage” preview of this new 2019 sedan, I mused about this more potent engine possibly becoming a late arrival along with the redesigned Forte5, but Kia now shows this renewed five-door hatchback in 2020 form (set to arrive later this year, although for the time being it remains suited up in its previous 2018 gen-2 design) in the “Upcoming Vehicles” category of their retail website, with no sign of the upgraded GDI engine’s availability, but with the same base “2.0L MPI” powerplant as used for this sedan, plus last year’s (and the still current) top-line turbocharged 1.6-litre four-cylinder as an option, still making 201 horsepower and 195 lb-ft of torque, while mated to a paddle shift-actuated seven-speed dual-clutch automated gearbox.

It’s understandable why Kia chose to simplify the Forte’s engine lineup when last year’s sales only came to 14,399 units (including the just-noted Forte5 hatchback), down 12.1 percent from 2017, which compares poorly to the Corolla’s 48,796 deliveries throughout 2018 (including its Corolla Hatchback—an excellent car, by the way), and the Civic’s leading 69,005-unit sum over the same 12 months (which included the Civic Sedan, Hatchback, and Coupe).

I should probably also make mention of the previously noted Hyundai Elantra’s sales too, this highly popular model (that’s new in sedan form for 2020) finding a respectable 41,784 new Canadian customers last year (currently in sedan, Sport sedan, and five-door GT trims), albeit this was a 9.4-percent drop from the year prior.

Another reason Kia may have solely gone for the less formidable powerplant comes down to the Forte’s base price and ongoing running costs, the Korean company probably assuming correctly that buyers in this price-sensitive segment wouldn’t want to pay a larger sum initially if the only engine offered was the more advanced GDI powerplant, nor more at the pump, being that the chosen MPI engine is more efficient. Looking back at 2018 Transport Canada fuel economy figures, the base MPI engine had a rating of 8.0 L/100km in the city, 6.1 on the highway and 7.1 combined, whereas the more powerful GDI was rated at 9.4 city, 6.8 highway and 8.3 combined. That’s a significant difference in a compact market segment that’s ultra-sensitive to seemingly ever-increasing pump prices.

While we’re talking fuel economy, I should also point out that Kia has made considerable headway with its MPI engine in the new 2019 model, with the new six-speed manual-equipped base trim achieving a claimed Transport Canada rating of 8.6 L/100km city, 6.4 highway and 7.6 combined, compared to last year’s numbers of 9.4, 6.8 and 8.3 respectively. Not quite as impressive yet still allowing for a noticeable improvement is this year’s all-new Hyundai/Kia-developed continuously variable transmission (CVT) when compared to last year’s six-speed automatic, with the 2019 model receiving a 7.7 L/100km city, 5.9 highway and 6.9 combined rating, and the 2018 car only capable of 8.0, 6.1 and 7.1 respectively.

That CVT, which Kia smartly calls an Intelligent Variable Transmission (IVT) in order to separate it from the deluge of CVTs taking over this market segment, is a $2,500 option with the base LX model and comes standard with all other trims, while it does almost as good a job of putting power down to the front wheels as it does at saving fuel. That’s high praise for a CVT, by the way, this being one of the better variations on the theme I’ve had the pleasure of driving in this class, and easily up to the task required by a comfort-oriented compact sedan.

The Forte takes off quickly and smoothly enough, with both engine and transmission providing smooth, linear performance, plus not too much noise from ahead of the firewall. The powertrain works well in its Normal default mode, or for that matter its Eco, Sport and Smart “Drive Mode Select” settings, my preference being Smart mode as it automatically adjusts all of the above to maximize fuel economy, performance or any capability in between.

The Forte’s ride is smooth and comfortable too, while its handling is sharp and responsive unless pushed extremely hard through bumpy backroads. Unfortunately it utilizes a less sophisticated torsion beam rear axle than either the Civic or new Corolla, the latter finally receiving an upgrade to its underpinnings for 2020, but Kia’s suspension tuning team deserves credit for making the most of this less appealing package, as its wonderfully smooth most of the time, and its rear tires don’t get unglued until those just-noted extreme limits are met.

Keeping the Forte within its lane are the usual active safety features such as stability and traction control, while some nearly standard advanced driver assistance systems (they’re standard when upgrading to the CVT) include Forward Collision-Avoidance Assist (FCA), Lane Keeping Assist (LKA), and Driver Attention Alert (DAA).

Additionally, on top of everything already mentioned both manual- and CVT-equipped LX models include auto on/off projector headlamps, splash guards, body-colour mirror caps and door handles, heated side mirrors, air conditioning, a really nice new fixed tablet-style 8.0-inch touchscreen infotainment display with tap, pinch, and swipe capability in some applications (plus immediate response to finger gestures), Apple CarPlay and Android Auto smartphone integration, a rearview camera with helpful dynamic guidelines, an AM/FM/MP3 radio, Bluetooth hands-free connectivity with audio steaming, USB audio input and charging ports, cruise control, Hill-Assist Control (HAC), 60/40 split-folding rear seatbacks that expand on a sizeable 434-litre (15.3 cu-ft) trunk, and more.

If you’d rather have 16-inch machine-finished alloys instead of 15-inch steel wheels with covers you’ll need to upgrade to $20,995 EX trim, which also includes the noted LED headlamps, LED daytime running lights, LED positioning lights, turn signals integrated within the side mirror housings, a gloss black grille with chrome accents, chrome window trim, aeroblade wipers, a chrome exhaust tip, satin chrome interior door handles, a supervision LCD/TFT primary instrument cluster, a wireless device charger, rear climate ventilation, a rear centre armrest, tire pressure monitoring, and Blind Spot Detection (BSD) with Rear Cross Traffic Alert (RCTA).

The move up to $22,495 EX+ trim includes all of the above while adding 17-inch machine-finished alloys, LED taillights, LED interior lighting, and a powered moonroof, whereas $25,065 EX Premium trim also features High Beam Assist (HBA) for the LED headlights, proximity-sensing access with pushbutton ignition, adaptive cruise control, an eight-way power-adjustable driver’s seat, SOFINO synthetic leather upholstery, dual-zone automatic climate control, satellite radio, UVO Intelligence connected car services, a Smart release trunk lid that automatically opens when you’ve been standing behind it for three seconds with the key fob in your pocket or purse, Advanced Forward Collision-Avoidance Assist (FCA), and more.

Lastly, my $28,065 EX Limited tester came with everything already noted as well as the ventilated front seats and heatable outboard rear seats I’ve gone on and on about, plus an upgraded multimedia infotainment interface with an accurate and easy-to-use navigation system, and finally a great sounding Harman/Kardon premium audio system.

I should also mention that the driver’s seat was especially comfortable and, while only offering two-way powered lumbar instead of four, it neatly fit the small of my back ideally and was therefore quite helpful in minimizing lower back pain. What’s more, when set up with the Forte’s standard tilt and telescopic steering column, the car provided excellent ergonomics, even for my unique longer leg and shorter torso body type. On that note I’ve often had problems properly fitting into Toyota products, including the outgoing 2019 Corolla, because it didn’t provide enough telescopic reach for me to set its driver’s seat far enough rearward for optimal comfort and control, but no such problems with the Forte.

Sitting behind the driver’s seat when it was set for my long-legged five-foot-eight height left me plenty of space to get comfortable, including more than enough room for my feet, approximately five inches ahead of my knees, another three and a half or so above my head, plus about five between the window ledge and my shoulder, and four beside my outer hip. The dual cupholder-infused folding centre armrest was ideally positioned for resting adult arms, but this is hardly unusual in this class, nor were dual rear vents fed through the backside of the front centre console, or the webbed magazine pocket behind the front passenger seat, but of course the previously noted rear outboard seat heaters, which kept my derriere comfortably warm, were much appreciated while taking notes. I also liked the tiny rear quarter windows that provided a little more light and visibility for rear passengers than some cars in this class that leave the C-pillars blocked off despite showing black glass on the outside.

So, there you have it. The latest 2019 Kia Forte isn’t perfect, but it’s the best this model has ever been, and if it weren’t for lacking some optional power and a multi-link rear suspension it might just have earned best-in-class status. This said, the Forte addresses the majority of compact sedan buyers’ requirements, such as attractiveness, spaciousness, comfort, and safety, while going way above par when it comes to standard and optional features. Those who want more performance can currently opt for the sportier 2018 Forte5 hatchback and will be able to get into a redesigned version and the new Forte GT sedan in 2020 guise. Regular Forte sedans will still lack the power of some mainstream rivals and the high-speed handling benefits of an independent rear suspension, but the value-oriented way Kia is approaching this compact class seems like a good compromise from a smaller market player, and reason enough for anyone to consider this impressive compact sedan.

Mercedes’ CLA has been a strong seller in its subcompact luxury segment since being introduced to Canadians in 2013, dueling it out with Audi’s A3 for top spot while up against its own B-Class, Acura’s…

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Mercedes improves 2020 CLA in every way

2020 Mercedes-Benz CLA 250 Coupe — The all-new 2020 CLA 250 Coupe shows an altogether more aggressive face, and plenty of other upgrades too. (Photo: Mercedes-Benz)

Mercedes’ CLA has been a strong seller in its subcompact luxury segment since being introduced to Canadians in 2013, dueling it out with Audi’s A3 for top spot while up against its own B-Class, Acura’s ILX, BMW’s 2 Series, and others in a traditional car category that’s now under threat by an ever-burgeoning class of subcompact luxury SUVs.

Still, while Mercedes-Benz has always offered a bevy of industry segment stalwarts, it’s also become the brand of micro-niches, having invented the four-door coupe body style, so it would be highly unusual behaviour for its leadership to say so long to its plentiful car lineup just because its utilities are currently experiencing more growth. After all, Mercedes has been around longer than most of its competitors, and therefore has endured all the trends the automotive industry has ever weathered.

Speaking of endurance, or lack therefore, Lexus said goodbye to the entry-level luxury car market by cancelling its CT, Acura hasn’t bothered to update its ILX in too long to remember, everyone’s still wondering if BMW will ever offer North Americans anything in this class with four doors, and all other premium brands haven’t even bothered showing up at all, but take note that Mercedes has been selling its brand new A-Class Hatchback for two months already, and plans to add the completely new A-Class Sedan that more specifically targets the most popular four-door version of the segment-leading A3 (and will become the most affordable Mercedes model) later this year, while the fall of 2019 will also see the arrival of a fully redesigned CLA-Class four-door coupe that promises a serious move up the desirability ladder, not that the current model is particularly lacking.

“With the first CLA we celebrated a huge success by selling some 750,000 vehicles and created a totally new segment with a four-door coupe in the compact class,” says Britta Seeger, Member of the Board of Management of Daimler AG, responsible for Mercedes-Benz Cars Marketing & Sales.

Of those new CLA buyers in Canada, more than two thirds were new to Mercedes-Benz at the height of the model’s popularity, while also important, these new Mercedes owners averaged seven years younger than the brand’s typical customer at the time. Starting this fall, Mercedes will offer Canadian entry-level luxury consumers the choice of three recently redesigned or all-new subcompact car and SUV models (four if you split the A-Class into its hatchback and sedan body styles, and five if you count any potentially remaining stock of B-Class models still around when Mercedes wraps up its tenure at the close of this model year), the CLA being the sportiest, most expressive of the bunch, and many of these customers will likely move up to pricier more profitable models within the automaker’s lineup as their careers and personal finances progress.

“The new CLA is even more emotional and sportier than its predecessor,” added Seeger. “Coupled with new operating systems, it sets a new benchmark for the entire class.”

First shown at Las Vegas’ Consumer Electronics Show (CES) earlier this year, an apropos venue considering the ultra-advanced MBUX (Mercedes-Benz User Experience) infotainment interface that together with the integrated digital instrument cluster covers more than half the dash top, the new CLA looks a bit more grown up thanks to a more serious, almost frowning and forward-slanting M-B sport grille which, in its release, Mercedes claims is “reminiscent of a shark’s nose.”

The new grille, found ahead of a longer hood topped with classic Mercedes “powerdomes”, is flanked by sharper, narrower and more complex LED Multibeam headlamps featuring 18 individually-controllable LEDs, all of which is underscored by additional complexity in the lower front fascia, while the updated model sees more muscular lower haunches and its greenhouse moved rearward for a more traditional GT profile. It continues this grand touring tradition with squarer more conventional trunk cutout as part of a revised rear end design featuring narrower, more horizontal LED taillights that sit higher up above the back bumper and therefore add more visual width to the design, its slipperier sheet metal registering a wind-cheating 0.23 coefficient of drag.

“As a four-door coupe, the new CLA intrigues with its puristic, seductive design and sets new standards in the design DNA of ‘sensual purity’. It impresses with its perfect proportions reflecting the first design sketch: a long, stretched hood, a compact greenhouse, a wide track with exposed wheel arches and our typical GT rear with a strong distinctive ‘Coke-bottle shoulder’,” said Gorden Wagener, Chief Design Officer of Daimler AG. “In short, the CLA Coupe has the potential to become a modern design icon.”

Inside, it’s easy to see that Mercedes is targeting the younger market mentioned earlier, thanks to an edgy, sporty look including bright colours, plus those all-in-one digital displays that are large enough to cause screen envy amongst owners of the latest Apple, Microsoft and Samsung tablets. That fixed freestanding gauge cluster and central widescreen display unit eliminates the need for a cowl to shield instruments, with the rest of the completely dash panel including a sporty paddle-shifter-infused leather-wrapped flat-bottom steering wheel ahead of the driver, a very narrow, near retro HVAC interface at centre, and an uncluttered floating-style lower console featuring Mercedes’ exclusive palm rest and new infotainment touchpad controller within easy reach. Only the circular dash-mounted air vents appear carryover, but of course their “avant-garde” turbine-like jet-engine design is entirely new and particularly striking.

That MBUX infotainment system, which debuted in the new A-Class a year ago, after a similar system was first integrated into the E-Class, is more than just a very large pretty interface with impressive high-resolution graphics capable of Augmented Reality navigation and fully customizable displays, it also provides serious computing power with integrated software that can even “learn and respond to natural speech,” says Mercedes.

This will be good news to anyone who has ever been frustrated by the majority of voice recognition systems past and current, which need very precise and often not intuitively thought out commands. Instead, Mercedes’ voice assistant reportedly communicates similarly to Amazon’s Alexa system, only needing an occupant to say “Hey Mercedes” in order to prompt any number of functions via less direct questions, plus it’s smart enough to recognize the person asking the question, rather than others in the car that might be having a separate conversation.

“The latest version of voice control for MBUX – the Mercedes-Benz User Experience – can be experienced in the new CLA. For example, the voice assistant ‘Hey Mercedes’ is able to recognize and answer considerably more complex queries,” said Sajjad Khan, Member of the Divisional Board of Mercedes-Benz Cars for CASE and Head of Digital Vehicle & Mobility. “What’s more, the voice assistance no longer gets confused by other passenger’s conversations. Instead it only responds to the commands of the person who last said ‘Hey Mercedes’ to activate the system.”

According to Mercedes, the updated voice assistant is now capable of recognizing and responding to more complicated questions than previous voice recognition systems offered, citing the example, “Find Italian restaurants with at least four stars that are open for lunch but exclude pizza shops.”

MBUX can also cover a broader range of topics than previous hands-free voice systems, with an example of a sports query being, “Hey Mercedes, How did the Toronto Raptors play?” The question, “How has the Apple share price performed compared to Microsoft?” may be more concerning to Mercedes drivers these days however, stock market information being one of the subjects MBUX is well versed in. Alternatively, maybe you need a simple calculation performed while driving. Mercedes’ example might be a bit rudimentary for anyone old enough to be behind the wheel of the CLA, but possibly a child in the back seat might ask, “What is the square roof of 9?” or for that matter “How big is Texas?” when it comes to a general knowledge question, but it’s fair to expect that plenty of health-conscious Mercedes owners may want to ask, “What is the fat content of avocados?”

Also designed make life with a new CLA easier and more accommodating, the upcoming model grows by 48 millimetres (1.9 inches) to 4,688 mm (184.5 in) from nose to tail, and rides on a 30-mm (1.2-in) longer wheelbase that now measures 2,729 mm (107.4 in), while it’s also 53 mm (2.1 in) wider at 1,830 mm (72.0 in), not including the side mirrors, and fractionally (2 mm/0.1 in) lower overall at 1,439 mm (56.6 in).

According to yet more measurements provided, the result of its mostly increased exterior dimensions is a roomier and therefore more comfortable cabin, with front occupants getting 17 mm (0.6 in) more headroom, rear occupants benefiting from a hair’s-width (+3 mm/0.1 in) of additional head space, and width measurements experiencing the greatest improvement thanks to shoulder room up 9 and 22 mm (0.3 and 0.8 in) respectively front to back, and front to rear elbow room increasing by 35 and 44 mm (1.4 and 1.7 in) apiece.

Despite the new CLA’s longer wheelbase and greater overall length, front legroom is actually down by a millimetre while rear legroom grows by the same nominal measurement, plus the trunk is also surprisingly smaller, albeit by just 10 litres (0.3 cubic feet) to a nevertheless still commodious 460 litres (16.2 cu ft), but this said the load compartment opening’s width expands by a considerable 262 mm (10.3 in), while the load floor is now 113 mm (4.4 in) wider and 24 mm (0.9 in) deeper.

Under the opposing deck lid, the updated CLA will once again come standard with Mercedes’ 2.0-litre turbocharged four-cylinder engine, currently featuring 208 horsepower and 258 lb-ft of torque yet making the same twist and 13 horsepower of additional thrust in the new A-Class, which will more than likely be the go-to powerplant for this future CLA. It will come mated to the premium brand’s in-house developed and produced 7G-DCT twin-clutch automated transmission, while both front- and 4MATIC all-wheel drivetrains will be available. An AMG-powered version is expected after the base CLA 250 debuts, with performance that will likely match or exceed the current model’s 375 horsepower and 350 lb-ft of torque.

The new CLA’s increased width makes a difference to the chassis’ track too, widening it by a substantive 63-mm (2.5-in) up front and 55-mm (2.1-in) in back, while it also receives a reduced centre of gravity for what should be especially sporty driving dynamics. Suspension specifications include Mercedes’ Direct-Steer system and front hydromounts, plus a decoupled multi-link rear axle that minimizes noise, vibration and harshness levels, while larger stabilizer bars help reduce body lean when pushed hard. The standard tires should measure 225/45R18, with 225/40R19s being optional.

As with all new Mercedes-Benz passenger vehicles, plus most luxury competitors, advanced driver assistance systems play a big part in enhancing ease-of-use and safety, so the CLA will include standard Active Brake Assist automatic braking, and included in the optional Intelligent Drive Package is Active Lane Keep Assist that helps drivers remain centered in their chosen lane while also keeping them from wandering off the road, plus additionally it will include Pre-Safe Plus with rear traffic warning and automatic reverse braking.

The Intelligent Drive Package, pulled from the ultra-advanced Mercedes S-Class, does more than that, mind you, thanks to its ability to drive the CLA autonomously for short distances. This is a semi-autonomous system requiring “cooperative driver support,” says Mercedes, but in certain situations it can drive itself.

The redesigned 2020 Mercedes-Benz CLA, which will be built at the Kecskemét assembly plant in Hungary, will arrive this coming fall, at which time it just might reclaim top spot in the subcompact luxury car hierarchy, although Mercedes’ more traditionally sedan-style A-Class will more than likely assume that position. After all, the more upright four-door will start at just $34,990 (see all new A-Class Hatchback and Sedan prices and features on CarCostCanada), about $4k less than the current CLA, so it has a significant advantage in the sales department. Still, with all the big upgrades made to the new CLA it should easily reclaim its loyal following while attracting a fresh set of adventurous newcomers to the Mercedes-Benz brand.

Until the new model arrives, be sure to check out our comprehensive photo gallery above and these six Mercedes-Benz-supplied videos below:

Mercedes-Benz CLA Coupé (2019): World Premiere | Trailer (1:21):

Mercedes-Benz CLA Coupé (2019) World Premiere at CES in Las Vegas | Re-Live (18:40):

Mercedes-Benz CLA Coupé (2019) World Premiere at CES | Highlights (1:50):

Mercedes-Benz CLA Coupé (2019): The Design (1:06):

Mercedes-Benz CLA Coupé (2019) and Jan Frodeno: In the Wind Tunnel (1:41):

Mercedes-Benz CLA Coupé (2019): Mercedes-Benz User Experience (MBUX) (1:03):

The compact luxury sedan market segment is a tough nut to crack. It’s more or less owned by three German makes, including Mercedes-Benz with its C-Class sedan, wagon, coupe and convertible, Audi with…

New Car Reviews

2019 Volvo S60 T6 AWD R-Design Road Test

The compact luxury sedan market segment is a tough nut to crack. It’s more or less owned by three German makes, including Mercedes-Benz with its C-Class sedan, wagon, coupe and convertible, Audi with its A4 sedan and tall wagon, plus its A5 coupe, convertible and four-door coupe, and BMW with its 3 series sedan and wagon, plus its 4 Series coupe, convertible, and four-door coupe, leaving a bevy of smaller players fighting over scraps.

To be clear, most in this class are suffering from the success of their own compact luxury crossover SUV making, which means that while year over year sales of the BMW X3, for example, were up by 48.6 percent from calendar year 2017 to 2018, deliveries of the iconic 3 Series were off by 19.5 percent, and much lower volume 4 Series sales down by 5.4 percent.

Not every car in the D-segment lost ground, mind you, with the aforementioned C-Class gaining 6.5 percent, the Infiniti Q50 up 6.8 percent, and the Audi A5’s take-rate growing by an amazing 25 percent after a long-awaited redesign, but some saw significantly more shrinkage than BMW’s 3, such as Lexus’ RC coupe that dropped a staggering 37.9 percentage points, Jaguar’s XE sedan that lost 27.8 percent, Cadillac’s ATS sedan and coupe collectively down 25.4 percent, Acura’s TLX sedan off by 25.2 percent, Infiniti’s Q60 coupe down by 24.2 percent, and the Audi A4 sedan and tall crossover wagon’s popularity curtailed by a considerable 20.3 percent.

Such steep sales declines make the Volvo 60-series’ loss of 5.1 percent seem easier to stomach, and to be yet farer to the Swedish automaker, those 60-series cars’ incredible 99.7 percent year over year increase from calendar year 2016 to 2017 made the slight downturn inevitable, the former upsurge directly resulting from years of pent-up demand for this all-new S60 sport sedan and its V60 sport wagon counterpart.

The aforementioned tough nut to crack comment has less to do with sales volatility and more about actual sales numbers, however, with both 60-series Volvos only managing 1,245 units collectively through 2018, compared to 11,556 for the bevy of C-Class models, 10,173 for the various Audis, and 9,733 for BMW’s offerings—yes, the 3 Series/4Series was once number one in this segment.

Everything else is much farther down the pecking order, with Infiniti’s sedan and coupe ringing up 3,424 orders, Lexus non-ES offerings (the IS and RC) tallying up to 3,163 deliveries, Acura’s previously noted TLX finding 2,397 buyers, and even Cadillac’s ATS scooping up 1,615 new owners (before it gets axed), while a fair ways below Volvo’s 60-series total was Genesis’ G70 at 967 units, Jaguar’s XE at 571, and Alfa Romeo’s Giulia at 510 deliveries.

Now, before you scurry off to your local Merc, Bimmer or Audi store to sign up for one of their arguably worthy offerings, take note that earning a place in the top three doesn’t necessarily mean the car in question is better than something else on this list, or more specifically, doesn’t mean that something less popular won’t suite your personal style and requirements more agreeably.

Case in point, this all-new 2019 Volvo S60. Volvo was once most notably known for safety above all, followed closely by bulletproof build quality. The good news here is safety is still high on the marque’s priority list, with its most recent offerings receiving Top Safety Pick and Top Safety Pick Plus ratings from the IIHS, plus its bevy of standard active safety and advanced driver assistance features amongst the most comprehensive in the industry, some including automatic front collision warning with full low- and high-speed autonomous emergency braking, Driver Alert Control, steering support, Run-Off Road Mitigation, plus a Lane Keeping Aid and Oncoming Lane Mitigation as part of its standard City Safety package, while Volvo also goes over the top by adding an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Also noteworthy, if the S60’s sensors detect an imminent head-on collision, the new oncoming braking system will automatically activate maximum braking force two-tenths of a second before impact. Volvo says this feature reduces vehicle speed by 10 km/h before that impact occurs, which could potentially be a lifesaver, and should certainly help to minimize injury.

While tempted to do a deep dive into all of the additional standard features found on this 2019 S60, let alone our sporty R-Design trimmed example, I’d better go over some of its other highlights first. Most of the S60’s design details, like its “Thor’s Hammer” LED headlights have been covered in previous Volvo reviews, as have its C- or hook-shaped LED taillights that are similar, at least, to those found on the larger S90. I have to admit to liking the overall shape and design of the S60 best, but this may only be due to its newness, plus the sportiness of this R-Design trim level. In truth, I find both new sedans very attractive, at the very least matching and in many ways surpassing some of their key competitors.

I won’t go into detail as to the size difference between these two cars, this S60 clearly fitting into the most popular compact luxury D-segment, and the S90 within the larger luxury mid-size E-segment (going up against the E-Class, 5 Series, A6, et al), but take note this S60 has grown considerably when compared to its 2010–2018 predecessor, now stretching 133 millimetres (5.2 inches) longer from nose to tail at 4,761 mm (187.4 in), with a 96-mm (3.8-in) longer wheelbase measuring 2,872 mm (113.1 in), but strangely it’s 15 mm (0.6 in) narrower at 1,850 mm (72.8 in), while sporting a 53-mm (2.1-in) lower roofline than the outgoing model.

The longer wheelbase improves rear legroom, which critics charged as a shortcoming on the old S60, and I must say the rear seating area is now much more accommodating with plenty of space to stretch out and get comfortable, plus it provides superbly comfortable outboard positions with excellent lower back support.

Such is even truer for the driver’s position, which in R-Design trim receives a six-way powered and wonderfully contoured sport seat with four-way powered lumbar support that allows ideal adjustment for the exact lower back pressure point, providing relief on long trips, or for that matter after a long day’s work, while a power-extendable lower cushion nicely cups below the knees for additional comfort and support. Two-way memory sets a favourite position for instant recall, this standard across the entire S60 line, while R-Design exclusive Fine Nappa leather upholstery with contrast stitching covers all seats from front to back, making for a luxurious look and feel.

As attractive as they look I highly doubt your eyes will rest upon the seats at first entry, however, as the rest of the S60 R-Design’s interior is so spectacular you’ll likely be swept away by the elegant horizontal dash design and beautifully sculpted details everywhere else, let alone its three-spoke R-design leather-wrapped steering wheel, R-Design metal pedals, R-Design carpeted floor mats, R-Design metal sill mouldings, 12.3-inch digital gauge cluster, impressive vertical infotainment touchscreen with Apple CarPlay, Android Auto, navigation, four-zone automatic climate control with rear controls, etcetera, while the black headliner is a nice touch too. Still, the S60 R-Design’s special Metal Mesh decor inlays are particularly eye-catching, as is all of the S60’s jewellery-like switchgear, the rotating instrument panel knobs, glittering ignition switch, and equally dazzling drive mode selector appearing as if provided by one of the auto sector’s ultra-luxe brands, such as Bentley.

Much of this glitz and glamour was initially introduced in the dramatically redesigned 2015 XC90 that formed the basis for most everything we’ve seen from Volvo since, so while the S60’s take on the Swedish automaker’s brand-wide interior design theme is nothing new to me or others familiar with the all things Volvo, the lavish luxury infused into each new 2019 model will likely produce eye-bulging levels of shock and awe amongst those trading up from their second-generation S60s.

Expanding further on this line of thought, I previously spent three wonderful weeks in the V60 sport wagon, upgraded to top-line Inscription trim, which while slightly more expensive than the R-Design, in either V60 or S60 guise, is hardly more replete with features. Think of the Inscription as a more elegant take on luxury and the R-Design offering up a sportier edge, while the base Momentum is plenty impressive as well. Volvo should soon be offering the S60 in T8 AWD Polestar trims too, this model boasting the brand’s hybridized plug-in powertrain that ups performance to 400 horsepower and 400 lb-ft of torque via the same turbocharged and supercharged 2.0-litre four-cylinder as offered with T6 powered models.

That thought segues into currently available powertrains, with both T5 FWD and T6 AWD combinations under the S60’s hood and at its wheels. The T5 FWD is solely available in Momentum trim, featuring the same 2.0-litre four without the supercharger for a healthy 250 horsepower and 258 lb-ft of torque driving the front wheels, while the T6 AWD is optional with Momentum trim and standard on the R-Design and Inscription, and thanks to the aforementioned supercharger joining the turbo, it makes a much more satisfying 316 horsepower and 295 lb-ft of torque while powering all four wheels.

As is normally the case in this class, both engines come standard with auto engine start/stop that reduces emissions while improving fuel economy by shutting down the engine when it would otherwise be idling, this helping the base T5 FWD to achieve a claimed 9.9 L/100km city, 6.6 highway and 8.4 combined rating, whereas the as-tested T6 AWD is good for an estimated 11.1 city, 7.3 highway and 9.4 combined.

Possibly more important to you is how the S60 R-Design drives, and to that end it’s even more dynamic than the V60 Inscription I enjoyed over the holiday season. It’s plenty quick off the line, with all four of its optional 235/40R19 Pirellis immediately locking onto asphalt and its formidable little powerplant whipping through its conjoined eight forward gears with effortless ease, both quickly when set to its sportiest Dynamic drive mode, and smoothly no matter which selection is chosen, Comfort and Eco also on the menu, while the R-Design model’s standard paddle shifters thoroughly enhance the hands-on experience. The engine and exhaust makes a nice snarly combination of notes at full throttle as well, but otherwise is as hushed as the car’s ultimately refined interior, the S60 R-Design balancing performance and pleasantries on an equal scale.

Similar kudos can be attributed to the S60’s underpinnings, the R-Design’s exclusively lowered sport suspension boasting firmer dampers for tauter, flatter handling through fast-paced corners that results in stable, predictable manners even when flung carelessly into tight off-camber curves, while it doesn’t get unsettled when tossed back and forth through serpentine stretches either.

It rides on the same Scalable Product Architecture (SPA) that Volvo uses for its larger S90 luxury sedan chassis, plus most everything else in the brand’s current lineup, with aluminum double wishbones in front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring at back. Driver-selectable low, medium and high personal power steering settings combine with the aforementioned driving modes to make the most of any situation, whereas the brakes match handling and acceleration ideally as well, proving strong when called upon and always smoothly progressive, the entire car never forgetting that, while a capable sport sedan, refined luxury, supported by a compliant suspension setup and ultra-comfortable seats, is paramount in the class.

To that end the $52,400 S60 R-Design, which normally rides on 18-inch alloys, pulls plenty of as-yet unmentioned features up from the $42,400 base Momentum T5 FWD model, such as Road Sign Information (RSI), an auto-dimming rearview mirror, rain-sensing wipers, a powered panoramic glass sunroof, a Clean Zone Air Quality system and a humidity sensor, rear parking sonar, a rearview camera with dynamic guidelines, voice activation, dual USB ports, Bluetooth phone connectivity with streaming audio, Volvo On-Call with remote start and vehicle tracking, 170-watt 10-speaker audio, satellite radio, heated front seats with driver’s memory, a 120-volt household-style power outlet in the rear console, power-folding rear seat headrests, and more inside, while standard dual chromed tailpipes are joined by a unique R-Design front grille, plus auto high beams and active bending for the aforementioned LED headlamps, fog lamps with active bending, high-gloss black exterior trim including the side mirror caps, door handle puddle lamps, proximity-sensing keyless access, and the list goes on.

I loved my tester’s $900 optional Fusion Red Metallic paint, one of five optional colours as well as no-cost standard Black Stone, while all R-Design models get Charcoal black for the interior. If you end up going for Momentum trim you can choose from seven exterior colours and a variety of interior motifs, while Inscription trim provides the choice of eight colours albeit fewer cabin combinations, although the Momentum’s upgradable upholsteries are optional at no cost with the Inscription.

Those 19-inch alloy wheels mentioned before were a $1,000 upgrade, while additional options included a $1,150 graphical head-up display unit that projected useful information, like navigation directions, onto the windshield for an easy, safe overview, plus the 15-speaker, 1,100-watt Bowers & Wilkins audio system was soundsational, and well worth the $3,750 required, even if you choose it for its gorgeous aluminum speaker grilles alone.

Volvo also added a $1,250 Climate Package that features heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; plus a $1,500 Convenience Package with Volvo’s really impressive Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; and finally an $1,800 Vision Package with very helpful 360-degree surround parking camera, easy to use Park Assist Pilot semi-autonomous self parking, always welcome front parking sonar, even more appreciated auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert that could potentially save you from backing into oncoming traffic.

In case you were wondering, the $53,900 S60 Inscription includes most everything from the R-Design, other than the sportier features mentioned earlier, while in their place it adds a classy chromed waterfall grille, chromed window trim, unique 10-spoke 18-inch alloy wheels, beautiful matte Driftwood Décor interior inlays, a tailored instrument panel with stitched soft-touch detailing, perforated Nappa leather upholstery, ventilated front seats, and more.

I sourced all 2019 Volvo S60 pricing from CarCostCanada, incidentally, where you can find detailed prices on each trim level, all packages, and every standalone option for the S60 and every other Volvo, not to mention most other new vehicles sold in Canada, plus otherwise hard to get rebate information and money-saving dealer invoice pricing.

My only S60 complaint is a missing overhead sunglasses holder, plus not enough space on the centre console to place my average-sized Samsung S9 smartphone within easy visibility while driving, which was probably planned from onset by this safety-conscious automaker so as to reduce distracted driving. The most forward of two large cupholders, otherwise hidden below a lovely scrolling console lid, solved that problem, with the latter big enough to hold my ever-present water bottle securely, no matter how aggressively I took to corners.

The S60’s 391-litre (13.8 cubic-foot) trunk was also large enough for my needs and about average for the class, and while its 60/40 split-folding rear seatbacks included a centre pass-through for skis and other long cargo, I would have preferred a larger opening via a 40/20/40 divided seat configuration instead, but this is still a lot better than no pass-through at all, which is how most Japanese offerings come.

In closing, anyone considering a car in the compact luxury D-segment should take a close look at this new 2019 Volvo S60, as it’s a serious contender that delivers at an extremely high level in every way, from styling to performance, leading technology to safety, and overall comfort to accommodating spaciousness. Also important, it’s wonderfully different than anything from Germany or Japan, and for that reason the S60 may very well strike a chord with those who especially appreciate uniqueness and exclusivity, let alone a level of opulence few in this class can measure up to.

Lovers of big full-size four-door cars aught to be giving Toyota a collective slap on the back, not to mention anteing up for its completely redesigned 2019 Avalon luxury sedan. That said they should…

In Our Garage

2019 Toyota Avalon XSE

Lovers of big full-size four-door cars aught to be giving Toyota a collective slap on the back, not to mention anteing up for its completely redesigned 2019 Avalon luxury sedan.

That said they should also be lovers of off-the-charts mechanical aeration and otherwise eccentric styling cues front to back, because the new Avalon lays to rest any preconceived notions of conservatism initiated by the yawn-inducing 1995–1999 first-generation model, or for that matter the oddly proportioned yet still boring 2000–2004 version, the much improved yet nevertheless forgettable 2005–2012 third-gen car, and (IMHO) the quite elegant and therefore best-yet 2005–2012 fourth-generation model.

While I opined against the oversized grille that visually weighed down the outgoing model, this new 2019 Avalon breaks the mould that previously cast the world’s largest engine vents, now staking claim on the ultimate gaping maw award, if there ever were such an accolade. My goodness what were they thinking? This design must be targeting a different market than North America, or possibly Toyota knows something about its aging Avalon demographic that we don’t, but boy-oh-boy this is one mind-bogglingly bizarre front fascia. At least it’s not boring, our tester’s base XSE trim line (a new designation for this model) making matters more unusual by substituting the top-line Limited model’s chrome for loads of glossy black detailing most everywhere that wasn’t tastefully painted in an earthy metallic dubbed Brownstone.

The new Avalon’s previously elegant rear quarters have been radicalized too, from a design I could have easily called beautiful to one that’s been hit with the Prius stick. Ok, it’s not quite as whacky as the world’s best-selling hybrid, but it’s revolutionary to the eyes thanks to a multi-angled taillight cluster featuring a body-wide light bar at centre, this branded with “AVALON” block lettering in the middle. A tastefully small “XSE” badge lets passersby know you didn’t spend as much as Avalon Limited owners, or alternatively that you’re an Av buyer that likes your ride on the sportier side.

Ok, you’ve got to know that last comment was made with tongue firmly planted in cheek. Despite the outgoing model being a decent handler, better even than some direct competitors, one of which is professed to be a “four-door sports car” yet when the road gets bumpy has trouble maintaining contact with pavement due to an overly rigid chassis, Avalon customers wouldn’t normally be associated with those seeking performance first and foremost.

Fortunately, a byproduct inherent in the new 2019 Avalon is a much-improved chassis architecture shared with the equally improved Camry, albeit lengthened to the same proportions as the recently redesigned Lexus ES 350/300h, which is also a much better performer than its forebears. It’s a bit large and soft to be considered a sport sedan, but the Av can now credibly zig and zag alongside its comparative rival from Nissan, not to mention other full-size front-drivers like the Kia Cadenza, Buick LaCrosse, Chevrolet Impala, and Ford Taurus.

This said it’s no challenger to now premium mid-size models like the Genesis G80, a model that previously wore the Genesis nameplate under the Hyundai brand, while it’s also no match for a fully equipped Chrysler 300 or Dodge Charger, which are also the sales leaders in this class.

This brings up what may be an interesting question: With sales of large sedans falling off the proverbial cliff, and various models within this segment being accordingly axed to make way for crossover SUV replacements, or so we’re told, why has Toyota, with some of the lowest sales in this class, chosen to completely redesign the Avalon? The answer may have little to do with the Av itself, and more to do with the aforementioned Lexus ES 350 it shares production space with.

The ES is one of Lexus’ more popular cars with U.S. sales of 48,482 units last year and 1,808 sold over the same 12 months in Canada, which when added to 33,580 Avalons purchased south of the 49th and 626 bought here (the latter number representing year-over-year growth of 41.0 percent), combines for 84,496 units. While a reasonable argument can be made for keeping the ES within Lexus’ lineup, especially when considering it’s also sold elsewhere, but the Avalon hardly seems like a worthwhile venture.

To put it in perspective, Ford just cancelled its full-size Taurus that found 40,341 U.S. and 2,812 Canadian buyers last year, a car that shares underpinnings with the Lincoln Continental that will also be discontinued despite 8,758 U.S. and 438 Canadian sales (which is nowhere near least popular in either market), while General Motors just announced the cancelation of its fraternally twinned Chevy Impala and Buick LaCrosse, the former growing its numbers by a shocking 26.8 percent to 3,903 units in Canada, thus beating the aforementioned Chrysler 300 to second place behind the Dodge Charger (LaCrosse sales were down 27.9 percent). The Impala was already in second in the U.S. with 56,557 deliveries in calendar year 2018, making it a much bigger seller than the Avalon, yet it’ll soon go the way of the dodo while Toyota’s large car entry soldiers on. Even the afterthought Buick sells stronger than the Avalon in Canada, managing 664 units last year, although its 15,527 U.S. total will mean that few will miss it south of the border.

Other large mid-size models will soon be sent to the chopping block too, including Chevy’s Malibu (with 6,822 unit sales in 2018), Ford’s Fusion (with 6,350 units) and Lincoln’s MKZ (833 units) (somehow Buick’s Regal, that sold just 799 examples last year, was saved), whereas near full-size mainstream models that (like the Avalon) find fewer buyers, such as the Maxima that saw a sales decline of 38.6-percent for 1,357 units last year, or the Kia Cadenza that lost 33.1 percent for a near nonexistent 83 deliveries throughout all of 2018, are continuing on. It seems nonsensical to those on the outside of such decision-making boardrooms, but each automaker has its reasoning and, to make a short story long, the renewed Avalon will continue to exist in a market segment that’s saying goodbye to the Impala, LaCrosse and Taurus.

As it is the redesigned Avalon offers a lot to traditional mid-size sedan buyers that want to step up into a larger, more luxuriously appointed car. Upwardly mobile Camry buyers seem like the obvious target market, the larger Toyota measuring 100 millimetres (4.0 inches) more from nose to tail, with a 50-mm (2.0-in) longer wheelbase, while it’s also 10 mm (0.4 in) wider than the more affordable sedan, albeit fractionally lower by the same 10 mm (0.4 in) measure.

This said the new 2019 Avalon is larger than the already sizeable outgoing version, its overall length having grown by 20 millimetres (0.8 inches) to 4,980 mm (196.0 in) and wheelbase by 50 mm (2.0 in) to 2,870 mm (113.0 in), while it’s now 15 mm (0.6 inches) wider at 1,850 mm (72.8 in), but following a trend is now 20 mm (0.8 inches) lower overall at just 1,440 mm (56.5 in), resulting in a leaner more athletic look.

The new Av backs up its sportier styling with more oomph under the hood, its massaged 3.5-litre V6 now outputting 10 more horsepower and 17 additional lb-ft of torque for 278 of the former and 265 of the latter, while in XSE trim this newfound performance is complemented by an “Engine Sound Generator” enhanced exhaust note that gets artificially amped up when Sport mode is switched on. What’s more, the entirely new eight-speed automatic transmission (not a CVT like one of the Avalon’s supposedly sportier competitors) that replaces the old six-speed unit even comes standard with (wait for it) paddle shifters. Yes, Toyota truly is trying to upset the mainstream volume-brand luxury car applecart, but it gets better still.

Underpinning the new Avalon is an extended version of the stiffer, more agile chassis that improved the most recent Camry, and likewise makes the new Lexus ES 350/300h more enjoyable to live with, the XSE’s front struts and rear multi-link setup even sport tuned and matched up to one-inch larger 19-inch alloy wheels on 235/40 all-seasons, my tester’s produced by Continental.

The Avalon smartly picks up where the Camry leaves off, the latter retailing for $41,090 plus freight and fees in top-tier XLE V6 trim and the base Avalon XSE starting at $42,790 (see all 2019 Avalon trims, packages and option pricing, plus rebate info and dealer invoice pricing that could save you thousands at CarCostCanada), but don’t expect to get all of the fully loaded Camry’s features in base Avalon form. I won’t detail out my disappointments in this abbreviated garage preview, but will instead go over a few highlights starting with a standard gauge cluster featuring a 7.0-inch digital multi-information display wedged between two analogue dials, which intelligently doubles up route guidance instructions in this easier to view location when the navigation system is in play, amongst numerous other functions.

Atop the redesigned centre stack is a large 9.0-inch touchscreen featuring Toyota’s Entune infotainment interface as standard equipment that, like Apple CarPlay and Android Auto, lets you connect to functions, music and info such as traffic conditions, fuel stations, weather forecasts, stocks and more via a variety of apps such as Scout GPS Link, Yelp, Slacker, NPR One and more through your smartphone.

iPhone users will appreciate that Apple CarPlay also comes standard (but there’s no Android Auto), as does a wireless smartphone charger, SMS/text- and email-to-speech functions, advanced voice recognition, a 14-speaker 1,200-watt JBL surround sound audio system with satellite radio, Bluetooth streaming audio, four USB charging ports, and more, while Entune Safety Connect provides automatic collision notification, stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance.

Some other noteworthy standard features include LED headlamps, LED taillights, proximity-sensing keyless access, pushbutton ignition, an eight-way powered driver’s seat, six-way powered front passenger’s seat, heatable front seats, an auto-dimming rearview mirror, a universal garage door opener, and dual-zone automatic climate control, while standard advanced driver assistance and safety systems include automatic high beams, adaptive cruise control, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, blind spot monitoring and rear cross-traffic alert, and more.

As noted, I won’t mention any negatives in this garage preview, and of course I won’t be going into any detail about the new Avalon XSE’s driving characteristics, interior refinements, creature comforts, etcetera, so make sure to come back to find out why I had reason to grumble when climbing into my test model each and every morning during my cold January test week…

News & Reviews- Tag: 4-door