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Small luxury sedans and hatchbacks aren’t selling as well as they once did, but some brands are succeeding where others are either floundering or have completely given up. Take Lexus for example, or…

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Top 5 Subcompact Luxury cars: Mini Cooper still crushing the competition

2016 Lexus CT 200h — Lexus’ CT 200h was discontinued from the compact luxury B-segment four years ago, the brand now targeting entry-level premium buyers with its UX subcompact luxury SUV.

Small luxury sedans and hatchbacks aren’t selling as well as they once did, but some brands are succeeding where others are either floundering or have completely given up.

Take Lexus for example, or for that matter Volvo. The former was selling its Prius-based CT 200h hybrid compact hatchback into North American markets as recently as 2017 (check out our road test), but after seven years of production, plus a couple of down years with nothing in an entry-level segment at all, it was effectively replaced with the UX subcompact crossover SUV. As for Volvo, we need to go all the back to 2013 for the final 300-plus (new) C30s that found Canadian buyers, and then had to wait five additional years for its XC40 subcompact SUV replacement. Likewise, a new C40 electric crossover is expected from the Chinese-owned Swedish brand later this year or early 2022.

2010 Volvo C30 — Volvo’s C30 provided a lot of upscale luxury to the small car sector when last available eight years ago.

See the trend? It wasn’t like the compact B-segment (subcompact luxury) was ever a big deal here in Canada, at least not like it’s been in Europe where Audi’s A1 has been pulling in premium buyers for almost a dozen years, plus its similarly sized A2 before that, and larger A3 even longer, as have BMW’s 1 and 2 Series, not to mention Mercedes’ A-Class, but amongst the few small luxury-branded cars we’ve enjoyed, some are leaving for good, never likely to return.

Still, premium brands need gateway products to entice new customers into the fold, and while small sedans and hatchbacks still attract such buyers to well-established German automakers, luxury buyers are more likely to opt for a subcompact crossover SUV instead. So therefore, while the entry luxury car category won’t likely grow much larger in the coming years, it still has a faithful following that’s passionate about their stylish, low-slung little rides, so let’s see which models are pulling in the most Canadian customers.

Mini Cooper dominates the small luxury car sector

2022 Mini Cooper S 5 Door — Mini (Cooper S 5 Door shown), might not be considered a luxury brand by everyone’s standards, but based on interior materials quality, available features, performance and the pricing of most models, it fully measures up.

When the words “luxury” and “car” get combined, most probably don’t immediately conjure up images of the cute little Mini hatchback. After all, it was initially Britain’s answer to Germany’s peoples’ car (and the “Suez Crisis” fuel shortage) way back in 1959, a micro hatchback that was as inexpensive to buy as it was efficient to operate. BMW purchased the Mini nameplate as part of its Rover group takeover from British Aerospace and Honda (20-percent) in 1994, and since 2001 has sold a variety of body styles and models, including a compact luxury SUV, dubbed Countryman.

Clubman aside, Mini’s car model line gets a refresh for 2022, with notable changes made to the front fascia and important updates inside (see our full 2022 Mini Cooper overview here). Body styles include the 3 Door, 5 Door, Clubman, and Convertible, while its trims range from the base Cooper with 134 horsepower and 162 lb-ft of torque, to the fully-loaded John Cooper Works (JCW) Convertible with 228 horsepower and 235 lb-ft of torque (the 231-horsepower John Cooper Works GP is no longer available), the latter a super-mini drop-top that’s one of the most enjoyable performance cars in the entire class.

2022 Mini John Cooper Works family — The 2022 John Cooper Works Convertible bypasses $60k with all options added.

And just in case you don’t understand the logic behind including a brand with pricing that begins where a fully-loaded Kia Rio ends, at $23,490 for a base Cooper 3-Door, consider that most Mini owners don’t purchase stripped-down examples. To that end, a JCW Convertible will set you back more than $60k after all of its extras are tallied up. So, if 60-grand for a subcompact hatchback doesn’t qualify Mini’s Cooper for luxury car status, not to mention sharing underpinnings with some of BMW’s smaller models, it’s difficult to surmise what will.

Mini’s car lineup is powered by three-cylinder and four-cylinder turbocharged engines displacing 1.5 and 2.0 litres respectively. As noted, the 1.5 makes 134 horsepower and 162 lb-ft of torque, and when installed in the base Cooper 3-Door, hits 100 km/h from standstill in 8.1 seconds with either the six-speed manual or seven-speed dual-clutch automatic transmission, and manages 8.8 L/100km city, 6.4 highway and 7.7 combined with the former if driven more modestly, or 8.4, 6.5 and 7.5 with the latter. Obviously, performance and fuel economy won’t be quite as good in either the 5 Door, Clubman, or Convertible due to weight gains, a reality that affects the other engines in the lineup too.

On that note, the 2.0-litre turbo-four puts out 189 horsepower and 207 lb-ft of torque in the second-tier Cooper S, and once again comes with both six- and seven-speed transmissions, while the quickest and thriftiest Cooper S 3-Door manages a standing start to 100 km/h in just 7.2 seconds with either gearbox, plus fuel economy ratings of 10.2 L/100km in the city, 7.1 on the highway and 8.8 combined with the manual, or a respective 8.9, 6.6 and 7.9 with the auto.

The best fuel economy of all, however, comes from Mini’s Cooper SE, which uses a 181 horsepower electric motor (with 199 lb-ft of torque) and 32.6-kWh lithium-ion battery to drive the front wheels, resulting in “fuel economy” of about 16.9 to 14.9 kWh/ 100 km (according to NEDC). Its 177-km range, makes it only suitable for urban use, however, which means you’ll need to leave it at home for longer road trips… a shame.

The 2022 Mini Cooper SE is driven by its front wheels via a 181-hp electric motor and 32.6-kWh lithium-ion battery.

The Mini Cooper 3 Door and Convertible only have four seatbelts, which is probably all you’d ever want to try and fit in anyway (especially in the latter), while 5 Door and Clubman models feature seating for five, the latter housing five adults (kind of) being that it’s not only 454 mm (17.9 in) lengthier than the 3 Door and 293 mm (11.5 in) longer than the 5 Door, with a wheelbase that spans an extra 175 mm (6.9 in) and 103 mm (4.0 in) respectively, but also 74 mm (2.9 in) wider, which of course matters even more when stuffing three abreast. At 1,801 mm (70.9 in), the Clubman is also wider than anything in this class save Audi’s A3, while its wheelbase is identical to Acura’s ILX and BMW’s 2 Series Gran Coupe, plus longer than the A3’s and BMW’s diminutive i3, the latter of which is still longer than both 3 and 5 Door Minis.

As you might have imagined, dedicated cargo capacity is most generous in the Clubman too, growing from just 160 litres (6.0 cubic feet) in the Convertible, 211 litres (7.0 cu ft) in the 3 Door, and 278 litres (10 cu ft) in the 5 Door, to 495 litres (17.5 cu ft) in the Clubman, which, in fact, is the same as the Countryman SUV.

2022 Mini John Cooper Works — Minis have long been a wonderfully fun to drive, the JCW slotting in right at the top of the amusement category.

As far as sales go, Mini delivered 2,739 examples of its four-model car lineup to Canadians in 2020 (not including the Countryman crossover), and also saw another 2,111 low-slung units leave its dealerships over the first nine months of this year, which makes it look like the brand will surpass last year’s rather poor showing when 2021 comes to an end, but it probably won’t realize as many car sales as in decades past. Prior to 2020, Mini’s worst calendar year on record for car deliveries was 2004 when it only sold 2,800 Cooper hatchbacks, but most other years the brand’s cars ranged between 3,500 and 5,500 Canadian sales.

So far, there’s no serious challenger to Mini’s collective Cooper car line when it comes to sales success in this class, but as mentioned earlier in this report, the real growth in the entry-level luxury sector is happening in the subcompact luxury crossover SUV category, in which Mini’s Countryman sits ninth out of 12 competitors (see the “Top 5 Subcompact Luxury Crossover SUVs: Audi’s Q3 still in the lead… for now” story). Mini will likely need to achieve much greater success in that burgeoning category in order to keep funding the niche models in its car lineup, so as not to continue eroding what is currently a diverse offering.

2022 Mini Clubman JCW — The Clubman, which uses dutch-oven doors to access its larger cargo area, remains unchanged from 2021.

Notably, Mini both expanded and contracted this car line dramatically from 2012 through 2017, with the introductions and then cancellations of the 2012–2015 Cooper Coupe and Cooper Roadster models. The 2013–2016 Cooper Paceman (a three-door crossover coupe based on the Countryman) was its attempt to widen its small SUV offering, a la BMW X2, but slow take-rates for all of these creative offerings have now turned them into modern-day collectables. To be clear, like all Minis these were brilliantly fun niche models that we were admittedly excited about initially, and while all three might now be seen as mistakes that negatively impacted the brand’s bottom line, having eaten up significant R&D money that could’ve gone elsewhere, it’s hard to criticize the brand for thinking outside of the box, or rather two-box design layout, and trying something completely different.

Still, it’s hard to keep a brand that’s as enjoyable to drive as Mini down (even its perennially low Consumer Reports reliability rating can’t do that), and while parent company BMW’s 2 Series is on a roll that could possibly see it pass by the Cooper for overall sales leadership in Canada (read about that below), diehard Mini enthusiasts (and there are many) continue to love what makes these little sprites segment best-sellers.

Mercedes’ A-Class leads sales of traditionally desirable subcompact luxury cars

2022 Mercedes-AMG A 35 Sedan — Mercedes’ A-Class is the best-selling model in the entry-level compact B-segment from a traditionally desirable premium brand.

Mercedes-Benz is arguably the most premium of luxury brands overall, this side of Rolls-Royce, Bentley, the Stuttgart-based automaker’s own Maybach marque, and a bunch of supercar makes like Aston Martin, Lamborghini, McLaren, and of course Ferrari, so therefore, acquiring a sleek sport sedan or hot hatch bearing the famed three-pointed star will be seen by many as quite the accomplishment. This said, the most affordable way to do so comes by way of the A-Class, made available to Canadian new car buyers as of the 2019 model year.

The A-Class, available in both A 220 4Matic four-door sedan (see our review of the A 220 4Matic here) and A 250 4Matic five-door hatchback (see our review of the A 250 4Matic Hatch here) trims and body styles, plus sportier AMG A 35 versions of each, quickly earned the top-spot in the compact B-segment amongst traditionally desirable brands, thanks to managing 2,355 deliveries amidst a difficult 2020, which saw sales of most models in this category slide south, although 2021 already looks stronger for the entry-level Mercedes model thanks to 1,517 units sold throughout the first three quarters of the year, even though this positive growth now leaves it in the negative when compared to BMW’s increasingly popular 2 Series, which was made available with four doors as of model year 2020 (more on that in a minute).

Unlike the U.S. market, Canada gets Mercedes’ A-Class Hatch in both A 250 and A35 (shown) varieties.
2022 Mercedes-AMG A 35 Hatch

To be totally fair, CLA-Class numbers should really be included in Mercedes’ overall segment sales, because it’s really the same car as the A-Class under its sleeker, more coupe-like skin, while most three-pointed star competitors, such as the just-covered Mini Cooper and BMW’s 2 Series, lump all of their subcompact body styles under one model name. This said, combining all the 2020 A-Class deliveries with the 1,085 CLAs sold in the same year results in a total of 3,440 B-segment sales for Mercedes, along the number-one position overall. Then again, if we’re looking at total automaker sales, BMW AG’s namesake brand and Mini combined for 3,881 deliveries in 2020 (including 168 i3 EVs), which puts the Bavarian marque on top. Likewise, the German and British brands’ combined Q3 sales of 4,033 units give it an even stronger lead so far in 2021, so Mercedes has some catching up to do.

This shouldn’t be a problem, thanks to a diverse A-Class engine lineup. The base A 220 sedan comes with a 2.0-litre turbocharged four-cylinder good for 188 horsepower and 221 lb-ft of torque, while the same engine in the A 250 hatch makes 221 horsepower and 258 lb-ft of torque. Move up to the A 35 in either model, and the little 2.0-litre powerplant puts out an impressive 302 horsepower and 295 lb-ft of torque, making them two of the most exciting cars in their class to drive. What’s more, all A-Class models are some of the easiest to keep in their respective lanes, no matter the weather condition, due to standard 4Matic all-wheel drive.

Paddle-shifters enhance control of a standard 7G-DCT seven-speed dual-clutch automatic transmission, which also includes a standard ECO Start/Stop system to save on fuel, resulting in a 9.6 L/100km city, 6.9 highway and 8.4 combined rating for the A 220 sedan; a 9.4 city, 6.8 highway and 8.2 combined rating for the A 250 hatch; or a respective 10.7, 8.2 and 9.5 for both AMG A 35 models.

2022 Mercedes-Benz A 250 Hatch — The A-Class’ MBUX system combines a configurable high-definition driver’s display on the left and infotainment touchscreen on the right.

The A-Class’ near-longest 2,729 mm (107.4 in) wheelbase means both front and rear seating is comfortable for this small car category, while its fractionally narrower than average 1,796 mm (70.5 in) width (not including mirrors) shouldn’t make much of a difference from side-to-side.

At 243 litres (8.6 cu-ft), the sedan’s trunk is the smallest in the class, however, other than the two aforementioned Mini 3 Door models, but the hatchback’s cargo compartment is larger than average at 370 litres (13.0 cu ft), plus both provide more space when the rear seat is folded forward, made even more convenient with a 40/20/40-divided split.

Due to very few negatives, most A-Class customers are very satisfied with their purchases, as evidenced by the model’s top ranking in the “Compact Luxury Car” category in AutoPacific’s 2021 Vehicle Satisfaction Awards, while J.D. Power named it runner-up in the “Small Premium Car” segment of its latest 2021 U.S. Automotive Performance, Execution and Layout (APEAL) Study (the sportier CLA-Class earned the top position). Last but hardly least, Vincentric placed it on top of the “Luxury Compact” class of its Best Fleet Value in Canada Awards, something it also achieved in the U.S.

Interestingly, none of the cars in this top five list even rated in the “Entry-Luxury-Car” category’s top three for Canadian Black Book’s latest 2020 Best Retained Value Awards, but this is (at least partially) because CBB includes pricier C-segment models, such as Mercedes’ own C-Class that claimed the highest accolades, as entry-level models. Likewise, Lexus’ mid-size ES, which was one of the runners-up, is considered entry-level by CBB too.

Ironically, being that residual values are all about pre-owned cars, with CBB’s awards going to three-year old vehicles, the ES was tied with Lexus’ now discontinued CT 200h. Obviously, Lexus models hold their value very well amongst small luxury cars, but then again, Mercedes does too, so it’s possible we’ll see the A-Class replace the CT for top-three residual value leadership when it’s been on the market long enough to qualify.

Notably, Mercedes is currently offering up to $1,000 in additional incentives, while CarCostCanada members are saving an average of $3,350 on the purchase of a new A-Class.

Expect major upsurge in Audi A3 sales when redesigned model arrives for 2022

2022 Audi A3 Sedan — Audi’s A3 Sedan is all new for 2022.

Audi deserves credit for being the first German luxury carmaker to offer a four-door sedan in this compact B-Segment, with the advent of the redesigned 2015 A3 that was also available in higher performance S3 tune, plus as an A3 Cabriolet (Acura’s EL was the first entry-luxury sedan when it arrived in 1997, while the A3 was a five-door hatch from model years 2006 to 2014). An even more potent RS 3 sedan made this class of subcompacts shine in 2018, and the rest, as they say, is history.

Moving into the 2022 model year after technically not providing a 2021 car, the Cabriolet has been discontinued and all-new redesigned A3, S3 and RS 3 sedans are on the way. These should help boost the Ingolstadt-based brand’s future prospects in this waning segment, thanks to sharper styling, a modernized interior, and upgraded performance.

Now in its fourth generation, the new A3 rides on the same MQB platform used for the eighth-generation 2022 Volkswagen Golf (which kind of qualifies for entry-level luxury status on its own, at least in GTI and R trims), making it slightly longer, a bit wider and fractionally taller than the outgoing model, but the sedan’s 2,636 mm (103.8 in) wheelbase doesn’t change, so the extra 40 mm (1.6 in) of length has mostly gone to cargo capacity that’s up 64 litres (2.2 cu ft) to 348 litres (12.3 cu ft), from just 284 litres (10.0 cu ft) in previous years.

Just like its predecessor, the Canadian-spec A4 and S4 will receive one S Tronic seven-speed dual-clutch automated gearbox shared between them, plus two different versions of the same 2.0-litre turbocharged four-cylinder engine, although staying true with the times means that a 48-volt mild hybrid system has been added to the mix. While fuel economy will no doubt improve, aided further by coasting capability the shuts the internal combustion portion of the drivetrain off when not needed to maintain speed (i.e. going downhill), the hybrid system will also boost base performance from 184 horsepower to 201, although torque actually inches downward from 222 lb-ft to 221. This should result in a quicker zero to 100 km/h sprint time than the current car, which is rated at 6.2 seconds, but so far Audi hasn’t announced such numbers for the new model.

The 2022 S3, on the other hand, can dash from standstill to 100 km/h in 4.8 seconds, shaving a tenth from the old car’s sprint time thanks to a move up from 288 horsepower to 306, whereas its electronically-limited top track speed of 250 km/h is identical to the outgoing model.

Lastly, a new RS 3 is on the way, with a reported 401 horsepower and 369 lb-ft of torque from a turbocharged 2.5-litre five-cylinder engine. It catapults from a standing start to 100 km/h in just 3.8 seconds before topping out at 290 km/h (180 mph), while the new car’s handling will be improved with a torque-vectoring rear axle dubbed Torque Splitter, which was designed to reduce understeer while maintaining the Quattro AWD system’s legendary high-speed grip.

Identically to the outgoing A3, 2022 Canadian-spec trim levels include Komfort, Progressiv and Technik, but the new car now comes standard with Quattro AWD, which has caused base pricing to increase substantially from $34,500 in 2020, to $38,900 (plus freight and fees) this coming year. The S3, which already included Quattro as standard, will now start $47,900. This is actually a decrease of $500 due to base Komfort trim now becoming available (Progressiv was the S3’s previous base trim). Of note, Audi is currently offering up to $1,000 in additional incentives when purchasing a new 2022 A3.

Improvements inside the 2022 A3 include a 10.3-inch version of Audi’s superb Virtual Cockpit digital gauge cluster as standard equipment, plus a new 10.1-inch fixed infotainment display at centre, or a 12.3-inch upgrade, instead of the old pop-up unit that, while kind of awesome in its own way, is about as useful as pop-up headlights now that most jurisdictions require us to run with our front lamps on during the day. Therefore, as much as we might miss the main monitor powering up out of the dash during startup, or better yet, disappearing altogether on a night drive, the new larger display is more in keeping with today’s technology-first world, while it also integrates much more advanced high-definition capability along with updated graphics.

AS far as awards go, the outgoing A3 earned runner-up in the “Small Premium Car” category of J.D. Power’s 2021 U.S. Vehicle Dependability Study (VDS), which was won by BMW’s 2 Series.

Gran Coupe has given BMW’s 2 Series line the shot in the arm it’s always needed

2021 BMW 235i xDrive Gran Coupe — The four-door 2 Series Gran Coupe (235i xDrive trim shown) is responsible for the model’s strong surge in sales.

BMW’s 2 Series made the greatest B-segment gains in sales over the past year, mostly due to the aforementioned Gran Coupe. While year-over-year 2 Series deliveries only grew by 13 percent in 2020, up from 1,202 to 1,358 units, sales have already increased by more than 33 percent over the first nine months of 2021, now totaling 1,811 units for a current ranking of third in class. Of course, we need to factor Audi’s lack of 2021 A3, S3 and RS 3 models into any future prognostications, which, as noted earlier, caused their deliveries to almost completely disappear, thus we’ll need to see how well the new A3, and the completely redesigned 2 Series Coupe, fare in the coming year.

Yes, while the four-door variant of this model only gets minor package and standalone options changes for 2022, the two-door coupe has undergone a ground-up redesign, and most should like what they see. For starters, BMW chose a more conventional twin-kidney frontal grille compared to its larger 4 Series counterpart, which can best be described (in the kindest way possible) as controversial.

2022 BMW M240i xDrive Coupe — BMW has an all-new 2 Series Coupe for 2022 (M240i xDrive shown).

The “G42”, as it’s known internally, will once again feature rear- and all-wheel drive layouts in the U.S. and other markets, albeit so far only the latter has been announced for Canada. Additionally, no 255-horsepower 230i variant is expected in the land of the almost free either, but instead we’ll only get the 382-horsepower inline-six engine mated to a standard paddle shifter-controlled eight-speed automatic transmission—yes, no six-speed manual is available in either market, at least until we see a new M2 (which, fingers crossed, will hopefully have a DIY gearbox). That’s 47 additional horsepower than the outgoing M240i, incidentally, so despite its torque figure dropping down to 369 lb-ft, it still manages a quicker zero to 100 km/h sprint time of 4.1 seconds, while its top track speed remains limited to 250 km/h (155 mph).

2022 BMW 220i Coupe — The more affordable rear-wheel drive 2 Series Coupe may not be coming to Canada.

An available adaptive M suspension will make the most of a 51-mm (2-in) longer wheelbase, its track also growing by 54 mm (2.1 in) up front and 31 mm (1.2 in) at the back, with near 50:50 weight distribution for almost ideal balance, so handling should be just as crisp. Overall, the 19-kg (42-lb) heavier, 1,755-kg (3,869-lb) 2 Series coupe grows 88 mm (3.4 in) longer and 66 mm (2.6 in) wider than its predecessor, although its 2.5-mm (1.0-in) height reduction makes for slipperier styling.

The longer wheelbase should aid cabin comfort, particularly in the rear, while those up front will benefit from deeper bolsters when upgrading the seats. Some standard niceties include three-zone automatic climate control, showing BMW really does have plans to market this 2 Series to folks with more than one friend, while an upgraded iDrive infotainment system boasts up to 10.3 inches of screen space, with new functions including an upgraded voice control system that can distinguish between driver and passenger commands, plus Connected Parking that notifies the driver of a given destination’s parking issues.

Wireless Apple CarPlay and Android Auto smartphone integration is also standard, with the latter providing full Google Maps integration, but iPhone users shouldn’t feel left out, because they can use NFC connectivity for up to five devices. Additionally, a mobile app makes the new 2’s LTE wi-fi function available from further away, providing the ability to check the car’s location or status, lock or unlock its doors as needed, and even access its external cameras for security’s sake.

The 2 Coupe’s new standard audio system provides 10 speakers and 205 watts of power, but audiophiles will want to upgrade to the Harman Kardon Surround Sound system thanks to its 14-speaker, 464-watt output. Additionally, a colour head-up display system has been added to the options list, projecting current speed, speed limit, and even passing restrictions onto the windshield ahead of the driver.

The new 2022 M240i xDrive is expected to show up at Canadian dealers in November, with pricing starting at $56,950, but as noted earlier there hasn’t been any announcement about the rear-wheel drive 230i. In fact, only the all-wheel version is currently offered on BMW Canada’s retail website, and CarCostCanada’s 2022 BMW 2 Series Canada Prices page isn’t showing a RWD version for 2022 either. This may mean the much-loved and considerably more affordable rear-wheel drive 2 Series coupe won’t be coming north of the 49th.

Likewise, only the M235i xDrive version of the four-door Gran Coupe can currently be seen at CarCostCanada, while the 2022 version of this car isn’t showing up at BMW’s website at all. Instead, the automaker’s new car configurator just allows the 2021 model to be built, with two engine options, the other being the lesser 228i Gran Coupe, which at $38,990 remains the most affordable car in BMW’s Canadian lineup for the time being. If BMW has chosen not to bring its least expensive sedan to Canada, and instead price the most affordable 2 Series at $51,400, expect to see 2 Series sales drop off dramatically moving into the new year.

At least the 2021 2 Series represents good initial value, while all 2 Series trims do well when it comes time to trade in. As noted earlier, it earned the top spot in the “Premium Compact Car” category of J.D. Power’s 2021 Canada ALG Residual Value Awards, and making it an even better bet, the 2 Series took best-in-class honours in the same third-part analytical firm’s 2021 U.S. Initial Quality Study (IQS), within its “Small Premium Car” segment. Additionally, it earned a best-in-class score in the same category of the coveted 2021 U.S. Vehicle Dependability Study (VDS) too. That’s a lot of metal in the trophy cabinet, and reason enough to consider a new 2 Series if your budget allows, or a 2021 model while new ones remain available.

Of importance, BMW is currently offering up to $1,000 in additional incentives when purchasing a new 2022 2 Series, while CarCostCanada members are saving an average of $2,000 thanks to dealer invoice pricing and other membership privileges.

Mercedes takes fifth in sales with its sporty CLA four-door coupe

2022 Mercedes-AMG CLA — Mercedes’ CLA-Class is a basically stretched and widened A-Class, its four-door body more couple-like in its rear quarters.

The previously mentioned Mercedes CLA-Class earned a solid fifth place in the compact B-segment, with 1,085 deliveries last year and 1,031 more over three quarters of 2021. Longer, wider and lower than the A-Class sedan, the CLA makes up for its size increase by being powered by the 221-horsepower version of the 2.0-litre four-cylinder turbocharged engine, which is also used in the A 250 Hatch. It boasts an identical 258 lb-ft of torque too, but its 75 kg (165lbs) of extra mass means that it’s slightly slower off the line than the hatchback, but its wider track should make up time in the corners.

The gap in off-the-line acceleration narrows to an unnoticeable 0.1 seconds in AMG CLA 35 trim, however, this model using the same 302 horsepower 2.0-litre turbo four as found in both AMG-tuned A-Class models, but the even more formidable AMG CLA 45 leaves all of its lesser siblings far behind with a sprint from zero to 100 km/h of only 4.1 seconds, thanks to 382 horsepower and 354 lb-ft of torque from a heavily massaged version of the same 2.0-litre engine. The CLA 45 gets another cog in its dual-clutch gearbox too, totaling eight, aiding its higher top speed of 270 km/h (168 mph), while 4Matic all-wheel drive is once again standard.

Otherwise, the CLA-Class is very similar in look and feel to the A-Class, particularly inside where it’s dash design and MBUX digital driving display and infotainment interface combination is identical. The current model is moving into the third year of its second generation (see the “Mercedes improves 2020 CLA in every way” news story for more details).

For 2022, the CLA 250 4Matic starts at $43,600, while the AMG CLA 35 4Matic can be had from $52,100, and AMG CLA 45 4Matic from $62,900. Mercedes is currently offering up to $1,000 in additional incentives on 2022 CLA models, while CarCostCanada members are saving an average of $3,000.

How the rest of the subcompact luxury car field stacks up

Acura’s ILX remains a very competent offering in this class, despite its age (see a recent review of the ILX here). It received the brand’s new “Diamond Pentagon” grille as part of a refresh for 2019, and received a boost in sales that year because of it. Deliveries dropped by 58.6 percent in calendar year 2020, with just 774 new buyers compared to 1,871 the year before, but 2021 has seen some strength with 729 down the road as of September 30th, and now with a new 2023 Integra expected to debut soon, Acura’s future in this class is brightening, as is the future of the entire segment that’s soon bolstering its ranks with another new entry. Moving into 2022 it will be last in the class, however, being that BMW’s i3 EV is being discontinued.

2022 Acura ILX A-Spec — Acura gave its ILX a major refresh for 2019, and it still looks striking today.

On the positive, the ILX achieved runner-up status in the “Small Premium Car” category of J.D. Power’s 2021 U.S. Initial Quality Study (IQS), which means the new 2022 ILX, which moves into the new model year without any notable changes, should be just as well built. It continues forward with one, single, high-revving, naturally aspirated 201-horsepower 2.4-litre four-cylinder engine, a quick-shifting eight-speed dual-clutch automatic transmission with standard paddle-shifters, front-wheel drive, standard Jewel-Eye LED headlamps, a twin-display infotainment system inside, and a full assortment of AcuraWatch safety and convenience features including Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning, Lane Keeping Assist, and Road Departure Mitigation, much like the rest of the cars in this class.

ILX prices start at $31,400 in base trim for 2022, and move up to $33,900 for the Premium model, plus $35,400 for the Premium A-Spec, and finally $36,800 for the top-line Tech A-Spec. All ILX trims represent very good value in this segment, especially considering the model’s size and performance, while 2021 models are an even better deal, not only because they’re priced slightly lower, but also due to Acura currently offering up to $1,000 in additional incentives, while CarCostCanada members are averaging big savings of $6,375.

2021 BMW i3 — BMW’s i3 won’t be produced after 2021, but it remains a great alternative amongst urban EVs.

Finally, a special mention should be given to BMW’s all-electric, or optionally range-extender-enhanced (REx) i3, which despite being an elder statesman in this class, and on its way to pasture, provides one of the most inviting interiors in any class, plus supercar-like carbon-fibre composite construction, all for a 2021 base price of $44,950, or $53,600 with the REx. BMW is also offering up to $1,000 in additional incentives, while CarCostCanada members are saving an average of $2,000 from that list price, plus government rebates are available due to its battery plug-in powertrain. As noted previously in this article, the little Bimmer only sold 168 units last year, while just 111 examples have found home in 2021 so far.

There probably won’t be many if any new compact B-segment cars added to this category in the near future, unless Tesla or one of its EV rivals decides to offer an even smaller four-door sedan than the Model 3, or if Mazda’s 3 sedan and hatch move even further upmarket than their near-luxury top-tier GT has already gone, with higher pricing to match, but we may see alternative body styles of current models remerge, such as an A3 Sportback to counter Mercedes’ A-Class Hatch (see our review of the A 250 4Matic here), being that such layouts very popular in Quebec where European tastes remain dominant. Audi may also want to consider its A1 Sportback, especially if fuel costs keep rising and target entry customers’ expendable incomes are impacted by market instability, while BMW might be wise to consider its five-door 1 Series for the same reasons.

Be sure to check out the gallery (above) for photos of each and every subcompact luxury car mentioned in this Top 5 overview, plus use all the linked model names throughout the article to find out more about each car. Also, be sure to find out how CarCostCanada can save you thousands off your next new vehicle purchase, and remember to download their free app from the Google Play Store or Apple Store.

Story credits: Trevor Hofmann

Photo credits: Manufacturer supplied photos

I want you to feel good about being Canadian for a moment. No, it’s not for anything our various governments are doing, not that I’ll allow this review to get political. It’s not out of some false…

New Car Reviews

2021 Mercedes-AMG A 35 4Matic Sedan and Hatch Road Test

2021 Mercedes-AMG A-35 Hatch — The AMG A 35 Sedan and Hatch (shown) look identical from the front.

I want you to feel good about being Canadian for a moment. No, it’s not for anything our various governments are doing, not that I’ll allow this review to get political. It’s not out of some false sense of superiority over our American neighbours either, but more so because of something Mercedes-Benz Canada is doing with its entry-level A-Class.

First off, M-B made the Hatch body style available in Canada from the get-go, a model I previously reviewed in A 250 trim and am once again doing now in AMG-tuned A 35 guise, while neither has been offered to our friends in the U.S. of A. It’s the slightly smaller, fractionally lighter and therefore arguably sportier version of this Mercedes subcompact luxury twosome (threesome if you include the CLA), not to mention the measurably more practical variant as well, so it fits nicely into our pragmatic market.

2021 Mercedes-AMG A-35 Sedan — Whether or not you choose sedan or hatchback, will come down to personal style and practicality.

Mercedes’ offers the classy little A-Class Sedan in our small luxury car sector too, available in as-reviewed A 220 trim as well as a four-door A 35 variant. For 2022, however, insult gets added to American injury, in that MBUSA will be discontinuing its A 35 Sedan (as well as the AMG CLA 35) from the U.S. lineup altogether (plus plenty of other AMG models), leaving only the A 220 (and CLA 250) to those wanting a subcompact three-pointed-star car.

So therefore, let yourself feel good, Canadian sport compact fans! Mercedes has your back in more ways than one, and believe me, either one of these AMG-tuned A 35 4Matic models is worthy of your attention. I spent one thoroughly enjoyable week with each, starting with the A 35 Hatch and finishing off with an A 35 Sedan. The size difference referred to earlier is noticeable, incidentally, especially while parking, due to 112 mm (4.4 in) less length from nose to tail, while the hatchback’s 17 fewer kilograms (38 less lbs) makes it a smidge quicker off the line and a tiny bit more flickable through the curves.

In total, the A 35 Hatch measures 4,445 mm (175.0 in) compared to the Sedan’s 4,557 mm (179.4 in), while both share a 2,728-mm (107.4-in) wheelbase. This makes the A 35 Sedan third longest in the compact B segment, behind the CLA 35/45 that’s 137 mm (5.4 in) shorter. It also has the second longest wheelbase in the class, but at just 1,791 mm (70.5 in) wide (not including its mirrors), only two competitors are narrower, including the soon-to-be discontinued BMW i3 BEV, and the comparatively tiny Mini Cooper 3-Door hatchback, although the latter model hardly qualifies for luxury brand status in its entry-level trim. To finish off the basic measurements, both A 35 Sedan and Hatch are 1,432 mm (56.4 in) tall.

That last figure makes the A 35 a bit taller than the category average, which aids head space, while the cars’ previously noted wheelbase provides good legroom all-round, but those seeking practicality will want the Hatch, as its 368-litre (13.0 cu-ft) cargo area is 125 litres (4.4 cu-ft) greater than the Sedan’s 243-litre (8.6 cu-ft) trunk. That’s also the smallest boot in the subcompact luxury car class, and when compared to the trunk in BMW’s 2 Series Gran Coupe, which can handle up to 430 litres (15.2 cu-ft) of gear, it’s underwhelming to say the least. Then again, if you only need to cram in a single golf bag it’ll probably do, although when factoring in that a person purchasing an A 35 Hatch won’t be seen clumsily stuffing their trolley cart into the A 35 Sedan’s leather- and psuede-lined rear passenger compartment, the truncated A-Class might be the more elegant of the two.

On that note, each and every car in the A’s luxury B-segment comes standard with an impressively finished interior, particularly when talking materials quality plus overall fit and finish, although top-tier As, which include these two AMG variants, provide a level of eye-popping wow-factor that nothing in this premium category can match. Of course, Mercedes’ massive driver display cum centre touchscreen is a serious attention getter, not only for its sizeable near digital overload, but more so for the colourful, artful graphics infused within. It’s a joy to look at and ultra-easy to use, plus comes packed full of pretty well every feature you could ever want.

Equally dazzling are the numerous buttons, knobs, toggles and switches found throughout the cabin, most made from satin-finish aluminum or something that looks and feels similar, while the jet engine-inspired vents across the instrument panel are downright gorgeous. As for softer surfaces, Mercedes finishes the majority of touchpoints with high-quality pliable synthetics, as well as padded leather or suede-like micro-fibre, with harder composites only used for panels below the waist, which is also the case for most others in this class.

The engine start/stop button is found next to three of the just-noted HVAC vents, with a quick press reminding there’s even more to get excited about ahead of the firewall. Applying right foot to throttle initializes a sensational assortment of mechanical sounds, or at least more than I was expecting from a 2.0-litre turbocharged four-cylinder. A total of 302 horsepower comes via fast-revving action, while most of its 295 lb-ft of torque seems available from near standstill. Launching from a stoplight feels instantaneous, with 100 km/h only requiring 4.7 seconds, unless you’re in the Sedan that needs 0.1 seconds more for a 4.8-second zero to 100 km/h run.

For sure, a tenth of a second is splitting hairs. There’s no way you’ll be able to feel such a difference from the seat of your pants. Both cars’ standard 4Matic all-wheel drive optimize the grip of each 225/50R18 Continental ProContact performance tire, these even tenacious in wet weather, while the steering wheel paddles make the most of the AMG-tuned seven-speed dual-clutch automated transmission, which provides swift yet smooth shifts of all gears. Likewise, braking performance is brilliantly strong, with both A 35s slowing from 100 km/h to a halt in merely 33 metres (109 ft).

Cornering prowess is equally impressive. Its components aren’t any different than most peers, including an electronic variable-assist rack and pinion steering setup, a front Macpherson strut and rear multi-link suspension design, plus the AWD system and 18-inch rubber noted earlier, but the resultant handling can only be matched by a small assortment of competitors. Throw the A 35 into a tight, fast-paced curve and it reacts with a level of precision that’s almost unrivaled, staying fully planted and horizontal to the road surface below, fully poised to take on the next corner. It remains just as stable when hard on the brakes, even mid-corner.

I’d guess the Hatch is slightly more tossable through the series of high-speed two-laners I used for testing purposes, thanks to the trimmer curb weight noted earlier, but I’d be hard pressed to tell the difference, even if I were lucky enough to drive them both back-to-back on the same backcountry road. So, unless you’re planning to create an autocross star after Mercedes’ warranty runs out, either should do. I’m just glad Canadians get the choice of both, let alone an A 35 at all.

Speaking of choice, those who would rather pay less for a more compliant ride and better fuel economy can opt for Mercedes’ most affordable A 220 4Matic Sedan or the once-again sportier A 250 4Matic Hatch. These provide more forgiving suspension tuning, with personalities that are generally more comfort-biased. The A 220 puts out a reasonable 188 horsepower and 221 lb-ft of torque, whereas the A 250 makes 221 horsepower and 258 lb-ft of torque, the latter being identical numbers to the CLA 250 4Matic, incidentally.

Likewise, most of lesser As’ cabin luxuries are similarly soft (minus the ultra-psuede) and equally well made to the AMG versions of each, while the aforementioned 10.25-inch-times-two MBUX driver display/infotainment system can be had in their upper trims (lesser variants use 7.0-inch displays stuffed into the same enclosure).

By the way, estimated fuel economy ratings are 9.6 L/100km in the city, 6.9 on the highway and 8.4 combined for the A 220 Sedan; 9.4 city, 6.8 highway and 8.2 combined for the A 250 Hatch; 10.7 city, 8.2 highway and 9.5 combined for the A 35 Sedan; and finally, 10.6, 8.2 and 9.5 respectively for the A 35 Hatch. And yes, those relatively low numbers combine for a fair compromise considering the A 35’s output. Then again, at more than $1.50 per litre where I live, and considerably more if you plan on filling your A 35 up with recommended premium fuel, the A 220 is the budget option that would keep on giving well after the initial purchase.

That brings up price, which is $49,800 plus freight and fees for either AMG A 35 Sedan or A 35 Hatch, which means there’s an $11,600 price spread from base A-Class to AMG when comparing the sedans, and a $9,600 jump upwards from the entry-level A 250 to the hyper-tuned version of the hatchback. Of course, the upgrades represent much more than just performance, being that many otherwise optional features come standard with the two AMG models, plus some of the previously mentioned finishings can only be found in the A 35s.

In summary, it’s probably best to snap one of these AMG models up while you can. Considering nothing similar will be available in the U.S. for 2022, and ditto for most other AMG models throughout Mercedes’ range, they could become popular grey-market cars for enthusiasts south of the 49th. Additionally, it may not be too long until M-B’s Canadian division follows the MBUSA’s lead. Certainly, Canada is a very different market from the U.S., with especially unique small car preferences, but once again the performance car carnage Mercedes is enacting down south is impacting most AMG variants, so this isn’t a compact-versus-mid-size issue. For now, we seem safe going into 2022, but I wouldn’t hesitate if you’ve got any AMG model in your sights.

Review and photos by Trevor Hofmann

The compact luxury crossover SUV segment is one of the most competitive in the premium automotive sector, with a total of 22 entrants, not including all the unique body-style variants like Mercedes’…

New Car Reviews

2021 Mercedes-Benz GLC 300 4Matic Road Test

The 2021 Mercedes-Benz GLC 300 4Matic combines a sporty aesthetic with loads of luxury. — Mercedes’ GLC compact luxury crossover SUV certainly has style on its side.

The compact luxury crossover SUV segment is one of the most competitive in the premium automotive sector, with a total of 22 entrants, not including all the unique body-style variants like Mercedes’ own GLC Coupe, or the new electrified versions of normally gasoline-powered models.

Looking back at the variety of compact luxury SUVs I’ve personally spent a week with, I find it difficult to choose one as best overall, because each does at least something especially well. Of course, I have my favourites, and actually loathe one of the top sellers due to its wholly frustrating infotainment interface and confusing gear selector. As you may have already guessed, Mercedes’ GLC is not on the naughty list, but in fact right near the top.

Mercedes has competed in the compact luxury SUV market for almost 15 years

The 2021 Mercedes-Benz GLC 300 4Matic looks sporty from both angles. — Despite its sleek appearance, the GLC offers loads of passenger and cargo space thanks to an upright rear roofline.

For a bit of background, this first-generation GLC-Class took over from the GLK in 2015, and therefore is one of the more experienced offerings in its segment. Like its predecessor, which arrived early on the compact luxury scene in 2009 for the 2010 model year, it shares underpinnings with the C-Class, although now it does so via Mercedes’ flexible MRA platform architecture that supports everything from these current compacts to the mighty AMG GT 4-Door Coupe, plus the outgoing 2013 to 2020 S-Class.

Mercedes doesn’t make generational changes as quickly as some other brands, with the 2022 C-Class only just replacing a model that was already eight years old, but this in mind, the now six-years-young GLC will probably be updated with a new design soon, at which point it will likely receive a version of Mercedes’ wholly revised C-Class-style infotainment system, while, following the updated C- and S-Class models, the new second-generation MRA 2 platform will underpin it all.

Mercedes makes it easy to get acclimatized between models

The closer you get, the better the new 2021 Mercedes-Benz GLC 300 4Matic looks. — The new GLC truly shines in the details.

Hard to believe it’s taken me this long to get inside a GLC, considering how important the model is to the Mercedes brand, and how many other three-pointed star testers I’ve driven since it was introduced. All said, it didn’t take much time to get acclimatized, being that it provides the same simple, easy-to-use column-mounted gear selector as every other M-B model I’ve tested in recent years, as well as a similar version of Mercedes’ digital driving display and centre touchscreen combo as used in the outgoing C-Class (the GLC will get a similar instrument panel to the new C-Class in 2023), the latter complemented by an intuitively designed set of lower console controls.

2021 Mercedes-Benz GLC 300 4Matic — Upgraded 20-inch AMG alloys on 255/45 Goodyear Eagle Sport rubber give the GLC an especially sporty look, plus excellent all-weather traction.

To be clear, it’s not the dual-display MBUX system used for most other Mercedes models, but instead the GLC features a separate set of displays. This means its digital gauge cluster was shrouded by a classic hood that ideally shields it from sunrays, while the screen’s colourful, graphically stimulating design can be easily modified for personal preference. Default is Classic, which is a simple yet elegant two-dial combination of tachometer and speedometer featuring a cool aqua-blue background, while Sport adds a racier edge and fierier red and yellow colours to the same layout. More minimalized Progressive is for those moments when you just want to cruise in auto-glide while listening to “Chill” on XM satellite radio.

Of course, you can use the thumb-actuated touchpad on the left-side steering wheel spoke (there’s one on the right as well, for infotainment functions), together with surrounding buttons, to scroll through a centre-screen pop-up menu that fills its right-side circular “dial” with various graphical features (see all the photos in the gallery), such as service, trip, navigation, audio and media functions.

Older layout still works as well as newer MBUX system

Take a look inside the new 2021 Mercedes-Benz GLC 300 4Matic. — No rival does interiors better than Mercedes, with the GLC especially attractive inside, plus impeccably finished.

It makes the most of a host of features otherwise found in the infotainment touchscreen to the right, which is an equally colourful, artistically stimulating collage of complementary functions laid out with a simple, straightforward, user-friendliness that few competitors come close to matching. It sits tablet-style, albeit horizontally instead of vertically, and while hardly the largest in its class (that trophy would likely go to the Tesla Model Y), it was big enough for my needs and replete with layers upon layers of usefulness.

Like the driving display, its resolution is imperceptibly fine, almost seeming like I could stick my finger right through it in 3D effect, rather than just touching each prompt. It responds to tap, swipe and pinch inputs rapidly, depending on the feature, and functions as it should. I especially found that its navigation guidance system reacted quickly and performed accurately, which for the latter point, believe it or not, isn’t always the case.

Analogue switchgear looks fabulous and aids ease-of-use

Check out this driver's view of the 2021 Mercedes-Benz GLC 300 4Matic. — The GLC was never updated with the dual-screen driver’s display/infotainment system found on other models, but its more traditional layout works just as well.

Just below, atop a gorgeous slab of open-pore hardwood, sits a glossy black frame surrounding a neat and narrow row of knurled metallic toggle switches, of which the largest in the centre is used to get you back to square one on the infotainment system above, or rather the menu page. This is a really handy feature that I went to often, as were the smaller surrounding toggles that gave quick access to regularly used heating and ventilation functions. Again, analogue switches for features used all the time are always appreciated in this day of over-the-top digitization.

Speaking of analogue switchgear, an additional row of buttons sits just below the mostly HVAC interface just mentioned, designed for directly engaging the phone, navigation/mapping, and radio/media sections of the infotainment system, on the left, plus the car systems and favourites pages to the right, with the rightmost button being the hazard lights. Again, handy go-to buttons to make living with the GLC simpler.

Take a look at the 2021 Mercedes-Benz GLC 300 4Matic digital driver's display. — The GLC’s driver’s display is fully digital, and very configurable.

Mercedes includes a lidded wireless phone charger below this, along with a USB-C charging port, ahead of the infotainment system’s haptic-feedback touchpad and surrounding switchgear for actuating various functions of the latter, as well as driving features, like Eco, Comfort, Sport and Sport Plus modes. Again, the German brand uses high-quality knurled metal to dress up some key controls, including that drive mode selector and the audio system’s handy scrolling volume switch, while the deep, rich wood noted earlier makes everything look sensational.

Best-in-class interior design and finishing

Take an even closer look at the 2021 Mercedes-Benz GLC 300 4Matic's driving display. — You can replace the right-side tachometer with a route guidance map or one of the system’s many other functions.

If it wasn’t already abundantly clear, should probably take this moment to mention just how well Mercedes does interiors in this class. Most materials are top-level, soft-touch composites or real wood/metal, particularly those above the waste-line, where our eyes and hands are more likely to reside, but Mercedes went the extra mile by covering the entire lower dash facing in premium, pliable, padded leather/leatherette, including the glovebox lid, which is not always the case in this class, while the doors are finished similarly all the way down to their bottommost panels.

This is the last of the "old-school" Mercedes' infotainment touchscreens. — The fixed tablet-style infotainment touchscreen is packed full with features and sensational graphics.

The seat-surface leather is soft and supple, plus perforated for those up front to enjoy three-way forced ventilation on a warm day. Of course, there are three-way heaters to warm the cushions in winter, plus a heated steering wheel rim that warms all the way around.

All roof pillars are wrapped in high-grade woven fabric, which is par for the course in this category, with the same material used for the roof liner that surrounds a massive dual-pane panoramic glass sunroof with the benefit of a powered opaque cloth sunshade and capability of powering half open if you’d rather breathe in fresh air.

Smooth performance is the name of the game

Close-up of the 2021 Mercedes-Benz GLC 300 4Matic's parking camera. — The GLC’s overhead parking camera is superb!

Top on the list of GLC attributes is a very comfortable and smooth ride. In fact, this small SUV feels significantly larger than most competitors, at least when it comes to ride quality and its general sense of solidity. It’s a Mercedes, so it promises performance too, with those two Sport modes mentioned earlier, plus its manual mode and steering wheel-mounted paddles, truly helping to get the most out of its 2.0-litre turbocharged four-cylinder engine, which is good for 255 horsepower and 273 lb-ft of torque, plus its quick-shifting nine-speed automatic transmission, and 4Matic all-wheel drive.

The console's open-pore hardwood is stunning. — The GLC’s infotainment system offers the benefit of a regular touchscreen as well as a console-mounted touchpad with surrounding quick-access buttons.

The GLC 300’s handling is excellent too, and I’d say comparable to the most recent BMW X3 I drove (a 2021 X3 xDrive3.0i). I pressed for details, I’d give the BMW a slight edge for handling and the Merc a similar nod for ride quality, but without testing them side-by-side on the same roads in identical conditions, it’s probably not fair to split hairs. They’re both excellent in both respects, so it will come down to personal preferences.

Of course, both Mercedes and BMW, plus other compact luxury SUV competitors, provide upgraded models with much more performance, the GLC also available in 385 horsepower AMG 43 and ultra-potent 503 horsepower AMG 63 S trims.

Fuel economy is a GLC 300 4Matic highlight

The GLC's seats include adjustable thigh support. — The GLC provides extremely comfortable front seats, plus a lot of space all-round.

If your priority is fuel economy, however, the GLC 300 4Matic is a better choice. The amount of money going into the tank always depends on how a person drives, of course, and to this end I must say the more pump prices have increased the lighter I’ve been on the throttle. Therefore, when not testing its performance capabilities, I kept the GLC 300 in Eco or Comfort mode more often than not, which allowed for good power when required, along with decent fuel economy.

Look up and you'll see a large dual-pane panoramic sunroof. — This open, airy dual-pane panoramic powered sunroof provides plenty of light when called upon, or can use a powered sunshade to shut out the light when needed.

I’m not going to pretend the GLC 300 was best-in-class, but it wasn’t far from it at 10.6 L/100km in the city, 8.4 on the highway and 9.6 combined. The thriftiest in the class is Buick’s Envision with a combined rating of 8.7 L/100km, but it’s must less powerful, whereas Audi’s Q5 and BMW’s X3 provide slightly less and considerably less power respectively, albeit for combined ratings of 9.3 L/100km. Alfa’s base Stelvio tied the GLC at 9.6, while the Cadillac XT4, Genesis’ much more powerful GV70, Infiniti’s QX50, and Lexus’ NX 300 were fractionally thirstier at 9.7.

The worst offenders on the competitive list are Land Rover’s Discovery Sport and Porsche’s base Macan at 11.3 L/100km combined apiece, so avoid these two if you want to save at the pump. Another point worth remembering, many manufacturers in this class provide hybrid powertrains, dramatically reducing fuel consumption while still providing competitive performance, while full electrics compete in this segment too, including the Tesla Model Y.

Comfort is king in the GLC

Check out the back seats in the 2021 Mercedes-Benz GLC 300 4Matic. — Rear seat comfort and roominess is a GLC strong-point too.

For those larger in stature, I put a 6-foot-2 friend (who’s also a bit wide in girth) in the driver’s seat, which he found totally comfortable, not only for its ample headroom, but also for its width and legroom. So therefore, if you’ve found compact vehicles a bit too cramped in the past, the GLC may not be a problem for you.

Improving comfort further, the driver’s seat gets four-way powered lumbar support, and one of my favourite features, an extendable lower cushion. This latter feature is done via the power controls on the driver’s door panel. There are power controls for moving the headrest up and down as well, plus all the usual adjustments.

The rear seats aren’t powered, of course, but they’re roomy and comfortable, with excellent lower back support. Each outboard position also provides two-way cushion warmers, and a set of air vents on the backside of the front console, just above a little drawer that opens up to show a 12-volt charger and dual USB-C ports.

Cargo space is generous and luxuriously lined

Check out the 2021 Mercedes-Benz GLC 300 4Matic's cargo space. — There no shortage of cargo space in the GLC, while the retractable cargo cover works well and is easy to remove.

Move around to the backside of the GLC and a powered liftgate opens up to a large and accommodating cargo area, complete with nice stainless steel protection plates and premium carpeting most everywhere else. A really nice, easily removed, lightweight yet well-made retractable cargo cover hovers above it all, while chromed tiedown latches are fixed to each corner, keeping your belongings in place if you choose to add a cargo net or bungie cords. Lifting the load floor reveals everything you’ll need to change a tire, including the compact spare, along with a little more space for hiding valuables.

Even better (unless you’ve got a flat), the GLC comes with 40/20/40-split rear seatbacks, meaning that two rear passengers can enjoy the more comfortable, three-way heated window seats, while longer items such as skis are stowed down the middle. Mercedes includes a set of unpowered releases to lower each side on their respective cargo walls, which is handy while loading larger items with hands full.

GLC 300 value proposition

It's hard not to love the GLC's 40/20/40 split-folding rear seatbacks. — The GLC’s rear row of seats can be folded down in the optimal 40/20/40 configuration, meaning you can put two rear passengers in the more comfortable window seats with your gear stowed in between.

Often, upon returning a given test vehicle and summing up last thoughts in my notes, I ask the question, “Would I buy this vehicle.” Having thoroughly enjoyed my time in the GLC 300, I couldn’t help but feel positive about it, but as was the case my next mechanical fling was with a new 2022 Genesis G70, a newcomer to the compact luxury SUV class, and filled with a few features not included in my test model, such as three-way front seat coolers. Sure, these are probably available in a package with the GLC, but they’re standard on the all-new Korean ride. It offers similar levels of luxury too, plus more power, near identical fuel economy, and a lower price range. Sure, it’s missing the three-pointed star, which is no inconsequential omission amongst premium buyers, but it once again reminded me just how competitive the luxury market is, especially in the burgeoning small crossover sector.

The GLC 300's turbocharged engine is plenty powerful. — The GLC 300 manages to find an ideal balance of performance, comfort, and fuel economy.

Some as yet unmentioned options to consider in the GLC’s specific compact luxury SUV category include the Acura RDX, Jaguar F-Pace, Land Rover Range Rover Velar, Lincoln Corsair, Porsche Macan, Tesla Model Y, Volvo XC60, and soon the Maserati Grecale. Some promise more luxury and others deal out greater performance, while a few on the list might be considered entry-level luxury and therefore cut corners to deliver on price, but none of the above has the long-term credibility in this class, let alone most other market segments, as Mercedes-Benz, and few manage to balance their overall premium experience as well as the GLC when it comes to exterior styling, interior design, materials and build execution, features, performance, and fuel economy.

Review and photos by Trevor Hofmann

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and…

New Car Reviews

2020 Mercedes-Benz G 550 Road Test

Icons can be a blessing and a curse, as so many auto manufacturers have learned. From Volkswagen’s rear engine, rear-drive Beetle that was reincarnated as the front-engine, front-drive New Beetle and saw reasonable short-term success from mostly gender-specific non-enthusiasts, and British Leyland’s Mini that eventually became BMW’s entry-level Mini brand, even incorporating a subcompact SUV and accepted by regular consumers and diehard petrolheads alike, to Ford’s Mustang that, after going through some dark years is once again the quintessential muscle car, and Porsche’s 911 that has quite possibly been the best managed icon of all, gracefully transitioning through the decades with its only blight being the somewhat awkward looking 1998–2005 996 variant.

That last example shows how important it is not to mess with the secret sauce that makes an icon iconic. In Porsche’s case it came down to replacing the 911’s 34 years of circular headlamps with Boxster/RSK-inspired teardrops, which, along with the demise of the air-cooled flat-six and a totally revamped interior, caused near “New Coke” levels of outrage.

Land Rover’s Defender 90 and 110 fall into iconic territory as well, which is why many have criticized the British brand’s entirely new Defender, that shares no similarities with its predecessor. Like Ford’s Bronco, the Defender has been gone from the market for long enough that enthusiasts may not only allow it to live, but might possibly become its defenders (sorry for the pun). This said, Mercedes doesn’t have to worry about such issues with respect to its new second-generation G-Class, because no one will mistake this SUV for anything but the real deal.

Like anything, whether you love it or loath it is personal. I happen to love it. I’m more of a classic Geländewagen fan, mind you, but only because it can be had with a fuel-saving, torque-rich diesel, it wouldn’t be worth crying over if scratched when out in the woods, and it falls within the realm of possibilities with respect to my personal budget, but 4×4 capability aside, the recently updated G 550 I’m reviewing here has very little in common with the original civilian 460 or military-spec 461 that arrived in 1979, or for that matter those made in the ‘80s that added a four-door option along with an automatic transmission, plus more comfortable Mercedes sedan seats, air conditioning, power windows, luxury trimmings, and much, much more. In fact, this new W463 is monumentally improved over first-generation examples I tested just a few years back, even if those less familiar with this SUV won’t notice its many visual updates.

The new second-gen G-Class launched in 2018 as a 2019 model, in both G 550 and sportier AMG G 63 trims. The more trail-spec’d 2017-2018 G 550 4×4 Squared and the even more performance-oriented 2016-2018 AMG G 65 have yet to appear in this new generation, nor has the outrageous six-wheel variant, so we’ll just have to wait and see if Mercedes wants to take this latest version to similarly extreme levels. Updates include many new body panels, completely fresh lighting designs (that most notably don’t deviate too far from the original), and trim changes all around. The SUV’s boxy, utilitarian shape remains intact, which means its numerous fans remain faithful.

Unlike the exterior design that only appears different to the trained eye, the renewed G-Class is dramatically redesigned inside. It now incorporates the level of refinement and jewel-like finishings found in Mercedes’ other offerings, not to mention renewed electronic interfaces that completely change the cockpit’s look and usability. On that last note, Mercedes installed its latest MBUX digital instrument cluster/infotainment touchscreen design that houses twin 12.3-inch displays behind one long, cool, sheet of transparent glass-like surfacing.

The left display isn’t touch-capacitive, but amongst other switchgear it’s controlled by a micro-pad on the left steering wheel spoke, just like the infotainment system’s otherwise touch-sensitive screen can be actuated via the usual fingertip-activated palm rest/scrolling wheel combination as well as an identical Blackberry Trackpad-like controller on the right-side steering wheel spoke. It all works brilliantly, making this one of my favourite multi-information/infotainment system setups, which incidentally comes filled with all the functions expected in this class.

Most other buttons and switches are made from satin-finish or knurled aluminum for a truly upscale environment, which as noted earlier is nothing new for Mercedes, but some of these details majorly upgrade the G 550. Knurled metal can be found elsewhere in the cabin, as can plenty of additional satin-finish aluminum, the beautifully drilled Burmester surround sound speaker grilles amongst the nicest I’ve seen, while gorgeous open-pore hardwood envelopes the primary instrument/infotainment binnacle as well as the lower console surface and door armrest trim.

Some harder plastics exist, but I wouldn’t sound an alarm for centre console side panels that don’t quite measure up to pricey expectations, especially when the door panel and seat upholstery leatherwork is so rich, supple and finely detailed. My tester wore a lovely chocolate brown hue that worked well against its electrifying blue exterior paint, the combination doing a great job of pulling off bold and daring while coming across almost conservative, if that’s even possible.

The driver’s seat has excellent side bolsters and most of the adjustments I’d want if purchasing as an everyday commuter, only missing an extendable thigh support. This said the static lower cushion cupped nicely below my knees, which while potentially problematic for shorter drivers was nice and comfortable for me. Mercedes makes no such mistakes with its lumbar support, however, which is four-way powered and therefore should be a perfect fit for most body types. The G’s tilt and telescopic steering column provided more than enough fore and aft adjustability too, leaving me with a great driving position in spite of my shorter-torso, longer-legged body.

Mercedes has importantly added much more rear legroom behind the G’s front seats, so that even tall rear passengers can stretch out comfortably. In addition, the upgraded back seats are almost as supportive as those up front, with those sitting next to the window ultra-easy on the backside. The centre position is best left for smaller folks, with anyone placed there crowding all three rear passengers. Such is the reality with an SUV designed for negotiating tightly treed trails, or narrow rocky crevices, depending on where you’re tackling the wild. Let’s not forget, especially this time of year, that the G-Class was designed for military and rescue purposes first and foremost, and even put into service by our Canadian armed forces.

Before anyone starts complaining about taxpayer dollars funding six-figure SUVs for our military elite, CAF-spec’d models are utilitarian at best, and don’t cost anywhere near a 2020 G 550’s base price of $147,900 plus freight and fees. On this note, CarCostCanada is currently reporting factory leasing and financing rates from zero-percent, which can certainly go a long way to making a new G-Class affordable. The zero-interest rate deal appears to apply to the $195,900 G 63 AMG too, which is a lot of paper for Mercedes to carry.

This is a good time to point out that CarCostCanada also provides Canadian consumers with information about manufacturer rebates, when available, as well as dealer invoice pricing that can give you a significant edge when negotiating on any new vehicle. Find out more about how the CarCostCanada system works so you can take advantage of the savings that could put thousands back into your pocket, and while you’re at it, download their free smartphone app from the Google Play Store or Apple Store.

There’s no need to spend all those savings on aftermarket 4×4 gear if you’re at the wheel of a G 550, as this ute is about as capable off-road as anything on the market. I’ve had plenty of fun guiding this tank of an SUV into and out of otherwise unsavoury situations over the decades, including swampy marshes, even swampier mud holes, fast-running creeks, loose rocky embankments, solid rock abutments, and more, and can attest to its unwavering abilities. This said I wasn’t willing to risk damaging my G 550 tester’s stylish set of 14-spoke alloy wheels on hardly off-road spec 275/50 Pirelli Scorpion Zero tires, at least anywhere near my usual 4×4 playgrounds. This one was set up for the street, where most G-Class owners will spend the majority of their driving time.

Even with these lower-profile performance tires, the G 550 rides sublimely. Really, those who think truck-based SUVs are less refined than their car-based unibody alternatives need to spend some time in a new G-Class, because its tight body structure, rigid frame and ample suspension travel result in one very comfortable riding utility. I found it ideal for city traffic, its suspension reducing deep ruts, bridge expansion joints and other pavement imperfections to minor intrusions while its towering height allowed for superb visibility all-round.

The G 550 was equally adept on the open highway, and while I never tested its 7,000-pound trailer rating I have no doubt it’s up to the task, especially considering its 2,650-kilo (5,845-lb) curb weight. That heft adds to its ride quality while keeping it planted nicely in its lane at high-speed, not even allowing sharp wind gusts to push its slab-sided body around. It performs well through curves too, those aforementioned Pirellis providing a nice, wide contact patch for what would’ve been surprisingly adept manoeuvrability if I hadn’t already experienced just how capable the G-Class can be on the road. I’d previously experienced an AMG-tuned G 63 on California’s circuitous coastal highway system, not to mention the fabulous Laguna Seca racetrack, so believe me when I tell you that this SUV is much more fun to drive on pavement than its brick-like profile makes one assume, although arriving at the famed downward spiralling Corkscrew turn from such great heights is akin to plunging down the initial drop on Vancouver’s Playland ‘Coaster (or, I can imagine, while riding the even larger classic wooden Wilde Beast at Canada’s Wonderland—or the Toronto-based theme park’s 16 other roller coasters). The G 550 won’t deliver the same handling agility as the AMG version, but it’s more than capable through the corners, while its braking is impressive as well.

Stopping power is critical in such a heavy SUV, particularly one that can get up to speed so quickly. While the 416-horsepower G 550 can’t sprint from zero to 100 km/h in the 577-hp G 63’s 4.5-second time frame, it is capable of a relatively quick 5.9 seconds, all thanks to a 4.0-litre twin-turbocharged V8 capable of 450 lb-ft of torque and a quick-shifting eight-speed automatic sending power down to all four wheels, not to mention a really reactive Sport mode.

This is where it might even be too jarring for some peoples’ tastes, the G 550’s snap off the line so responsive that the backside of my head met up with the comfortably padded headrest more abruptly than expected, albeit only when slamming right foot to throttle in Sport mode. I tried adjusting this more aggressive driving style by delicately feathering the go-pedal during quick takeoffs, but alternatively found it was easier to maintain a smoother response while still being fast after selecting the SUV’s Eco setting, and trust me it was still plenty quick in this more environmentally sensitive setup.

Going green in mind, there’s really no way to get past the G 550’s previously mentioned mass and just-noted power, resulting in a Transport Canada fuel economy rating of 18.0 L/100km in the city, 14.1 on the highway, and 16.3 combined. This is no worse than many other full-size, V8-powered SUVs, nor is its thirst for pricier premium fuel, but there’s a reason military-spec models still come with turbo-diesel powertrains.

Just a side note for diesel-lovers like me, earlier examples came with Rudolf’s highly efficient, torque-rich creation, and while kind of expensive for decades-old 4x4s, they’re reasonable considering their cult-like collector status, ultimately dependable service and off-road capability. This is where I would personally look for a future G wagon, because it’s possible to get into an early ‘80s two-door 230 GE or 280 GE in the mid-$20k range. I’d prefer one of the 5-door LWB station wagons, but take heed even older version will likely sell for more than $30k, with really nice ones sporting the larger 300 GD engine going for more than $40k. Do some searching and you’ll quickly find more advanced V8-powered G’s from the early 2000s for similar prices, even some AMGs, but you’ll need a thick wallet to keep these fancy beasts on the road, as their reliability is not as bulletproof as the earlier diesels, and they require sophisticated diagnostic equipment to source problems.

Now that I’m talking practical issues, all G-Class models come up a bit short on cargo space when compared to full-size American alternatives like Cadillac’s Escalade, Lincoln’s Navigator or their less luxurious volume-branded counterparts. G’s fare better when put up against similarly equipped premium Europeans, however, with the 1,079-litre (38.1 cu-ft) luggage area behind my tester’s rear seats a significant 178 litres (6.3 cu ft) more accommodating than the full-size Range Rover’s dedicated gear-toting maximum, and both SUV’s top load-carrying capacity identical at 1,942 litres (68.6 cu ft). I certainly could live with that.

In the end there’s not much I can complain about with Mercedes’ new G-Class update. Sure, I was initially a bit miffed at the smallish powered glass sunroof overhead, at least in these days of expansive panoramic light emitters, but in truth I could care less if there were no sunroof at all, and a larger one would likely weaken the SUV’s body structure and potentially crack under pressure. I would’ve appreciated a wireless phone charger, mind you, and would install one if these were my long-term ride.

I’m also hoping to enjoy future forays into the wild green (and brown) yonder in a modernized gen-2 G 550 4×4², previous examples of which incorporated portal axles like Mercedes’ outrageously capable Unimogs, but in most every other respect I’m over the moon about this impeccably crafted luxury ute, and I’m especially grateful that Mercedes stayed true to its iconic 4×4 roots. This, to me, is the ultimate off-roader, and I’d purchase one today if money were no object.

Story and photos: Trevor Hofmann

If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be. Certainly there were exceptions,…

New Car Reviews

2020 Mercedes-AMG C 43 4Matic Wagon Road Test

If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be.

Certainly there were exceptions, like Chevy’s Nomad, the early ‘70s Olds Vista Cruiser my family borrowed to travel from Vancouver to California one summer, some of Volvo’s Turbo Wagons, and Mercedes’ 1979 (W123-body) 500 TE AMG that’s possibly coolest of all, but believe it or not minivans had more street cred than wagons when they arrived in the ‘80s, and when those ultimately useful monobox conveyances stopped stroking our collective ego it was up to crossover SUVs to balance the emotion-driven wants and practical needs of our busy suburban lifestyles. The thing is, to many serious car enthusiasts, the wagon never went out of style.

Mercedes understands this better than any manufacturer, proven by satisfying its longstanding wagon faithful with two segment sizes and multiple trim levels that include the compact C-Class Wagon and the mid-size E-Class Wagon, plus various trims including the C 300 4Matic Wagon, the AMG C 43 4Matic Wagon being reviewed here, the E 450 4Matic Wagon, the AMG E 53 4Matic+ Wagon, and lastly the AMG E 63 S 4Matic+ Wagon.

The last one on that list is in a class of one from price to performance, its $124,200 buying a 3.3-second sprint from standstill to 100 km/h via a 603 horsepower 4.0-litre biturbo V8 as well as a whole lot of luxury, while the somewhat more sedate AMG-tuned E variant provides a similar level of luxury for its much more affordable $87,800 base price yet utilizes a turbocharged and electrically compressed 3.0-litre inline-six making 429 horsepower to push it from zero to 100 km/h in a scant 4.5 seconds.

At $60,900 the AMG C 43 4Matic Wagon is the value five-door amongst Mercedes’ go-fast AMG estate line, but despite its much more affordable price point it still delivers the goods. Its 385-horsepower 3.0-litre biturbo V6, complete with rapid-multispark ignition and high-pressure direct injection, propels it from naught to 100 km/h in a very respectable 4.8 seconds, much thanks to a near equal 384 lb-ft of torque, and the sounds its engine and exhaust make doing so are almost as entertaining as the drive itself.

To be clear, there’s nothing remotely like the C 43 Wagon on the Canadian market. BMW, which has long offered its 3 and 5 Series Touring wagons, no longer sells any in Canada (at least not since last year that saw the sedan get redesigned and the wagons carryover unchanged—they’re gone for 2020), while Audi only provides its tall crossover wagon lineup consisting of the A4 and A6 Allroad, and with 248 and 335 horsepower apiece they don’t perform anywhere near as well as Mercedes’ AMGs. What about Volvo? The Chinese-owned Swedish carmaker should be commended for providing the regular-height V60 sport wagon and their raised V60 Cross Country wagon with performance from diesel, turbocharged gasoline, turbo and supercharged gasoline, plus turbo, supercharger and hybrid electric gasoline power units and horsepower ratings from 190 with the diesel to a mighty 405 hp for V60 Polestar trim (the mid-size E-segment V90 and V90 Cross Country models have been discontinued in Canada for 2020), but as innovative as it is (and it’s truly impressive) Volvo’s smooth, linear 2.0-litre turbocharged, supercharged, hybrid powertrain isn’t as in-your-face exciting as the C 43 Wagon’s raucous V6, AMG SpeedShift TCT 9-speed, and 4Matic all-wheel drive combination.

The C 43 has the requisite menacing look down too. Granted it’s a lot more imposing in Black, my tester’s coat of Polar White almost saintly by comparison, but don’t let the angelic demeanor fool you. All of the matte and glossy black trim gives away its bahn-storming purpose, with highlights being its mesh front grilles, the aggressive lower front fascia with straked corner vents, the side mirror caps, the mostly glass roof and roof rails, the window trim, the deeply sculpted rear diffuser, the quad of tailpipes, and the 19-inch alloys shod with Continental ContiSportContact SSR 225/40 high performance rubber.

Eye-arresting LED headlights with three separate elements provide advanced style and a level of brilliance capable of turning dark nighttime side roads into near daylight, their vertical corner lamps particularly unique, while bright metal adorns the top half of each exterior door handle and a large strip spanning the back hatch, not to mention various badges including a subtle front centre grille-mounted “/////AMG” logo, two proudly declaring the “BITURBO 4MATIC” powertrain on each front fender, one boasting a larger and more prominent version of AMG’s logo and another for the car’s “C 43” nameplate on the left and right of the rear liftgate respectively, plus various Mercedes three-pointed stars at each end, on the wheel caps, etcetera.

Of course, proximity-sensing keyless entry gets you inside, where you’ll be greeted by a stunning set of sport seats finished in black perforated leather, red stitching and brushed aluminum four-point harness holes up top, not to mention a small AMG badge on the centre backrest, that is if your eyes aren’t first distracted by the exquisitely detailed doors that get even more brushed and satin-finish aluminum trim, plus drilled aluminum Burmester speaker grilles and red-stitched black leather everywhere else.

Red thread and padded leather continues to surface the dash top, even as far as the most forward portion just under the windshield, plus the instrument panel all the way down each side of the centre stack, the latter finished in gorgeous available gloss carbon fibre as it swoops down into the lower centre console that culminates into a large split centre armrest detailed out in more red-stitched soft leather.

Speaking of large, two oversized moonroofs give the impression of one massive panoramic sunroof without as much loss in torsional rigidity, important in such a long roofed car capable of attaining an imposed 250-km/h (155-mph) top track speed, not to mention shockingly good handling on some of my favourite semi-deserted non-track backroads, a process that, while thrilling to the nth degree, is almost downplayed by the luxuriously appointed C 43’s overall quietness. The roof pillars, finished in the same high quality cloth as the roofliner, can take some credit for calming the wind and hushing the rest of the outside world, but most of the magic is in the ultra-stiff unibody itself, plus all of the seals, insulation, engine and component mounts, etcetera. Thus only slight wind and road noises enter the cabin, allowing for more of the growling engine or alternatively the audio delights of the aforementioned optional Burmester stereo.

You can control the volume of all 13 speakers from a beautiful knurled metal cylinder button on the right-side steering wheel spoke, this just one of the C 43’s full array of steering wheel switchgear, two of which are tiny Blackberry-style touchpads that let you scroll through the wholly impressive digital gauge cluster or the centre display. The entire wheel is a cut above, the partial Nappa leather-clad rim flattened at each side and the bottom for a really sporty look and feel, while a red top marker lines up the centre and suede-like Dinamica (think Alcantara) adds grip to the sides.

There’s more brushed and satin-finish aluminum in the C 43 than any competitor, but somehow Mercedes pulls it off with a level of retrospective steampunk tastefulness that shouldn’t make sense yet obviously does. The five circular HVAC vents on the instrument panel make the look work, the three at the centre underscored by a stunning row of knurled metal-topped brushed aluminum toggle-type switches, this only upstaged by another cylinder switch for drive mode selection of Comfort, Sport, Sport+ and Slippery settings, and a rotating dial for the infotainment system, both once again detailed out in knurled aluminum and the latter positioned below Mercedes’ trademark palm rest cum touchpad and quick access button infused controller.

Mercedes displays are the envy of the auto industry, especially newer models that incorporate dual connected 12.3-inch screens for the primary instruments and infotainment. The current fourth-generation (W205) C-Class (S205 for the wagon), introduced in September 2014 for the 2015 model year and therefore in its seventh year of production, hasn’t been given the brand’s latest dash design yet, but its traditional hooded analogue gauge cluster (and large multi-info display) can be substituted for 12.3 inches of digital instruments when opting for the C 43’s Technology package, at which point it comes filled with all the digital wizardry the brand is now becoming renowned for. It’s as colourful as gauge clusters get, and uniquely customizable with various background designs and loads of multi-information features. It allows for a multitude of function combinations too, and can either take over the entire display with a navigation map, for instance, or just a portion thereof, working wonderfully once figured out.

My tester’s optional centre display, which is slightly smaller at 10.25 inches (the base model gets a 7.0-inch screen), is a fixed-tablet design propped atop the centre stack in an all too common layout these days, although its innards are pure Mercedes-Benz and therefore filled with attractive, colourful graphics and easy to scroll through ahead of choosing a function as needed, plus it comes loaded up with myriad features. Unlike many such displays the C’s isn’t a touchscreen, so all tap, pinch or swipe gesture controls need to be done via the previously noted touchpad or scrolling wheel on the lower console, or the little touch-button on the steering wheel, all of which work well enough. I prefer having use of a touchscreen as well as the other controls, mind you, or at least a larger touchpad, which is also showing up in some of Mercedes’ more recent offerings.

That Technology package mentioned a moment ago costs $1,900 and also includes the active Multibeam LED headlights I spoke of before, and adaptive high beam assist, while all the gloss-black exterior trim noted earlier was actually part of a $1,000 AMG Night package.

Likewise, the fabulous AMG Nappa/Dinamica performance steering wheel that I went on about at length earlier is part of the $2,400 AMG Driver’s package that also includes the free-flow, four-pipe AMG performance exhaust system with push-button actuated computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model gets 18s), an increase in top speed to the previously noted 250 km/h (155 mph), and an AMG Track Pace app that allows performance data, such as speed, acceleration, lap and sector times to be stored in the infotainment system while driving on the racetrack.

For 2020 AMG Driver’s package also includes an AMG Drive Unit that features a set of F1-inspired controls below each steering wheel spoke for quickly adjusting performance settings (with integrated colour displays for confirming the selection). The left pod of switches can be assigned to functions like manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP, and the AMG Performance Exhaust system, while the circular switch on the right selects and displays the AMG Dynamic Select driving mode.

As you can see by checking out the photo gallery and smaller images shown on this page, those cool steering wheel controls were not on my tester, which means the car photographed was actually a 2019 model. Other than this, and some small details such as dual rear USB ports as standard equipment across the entire C-Class lineup, the C 43 Wagon you’re looking at is identical to the 2020.

That means the $5,600 Premium package found in my tester would be the same as the one in the 2020 model, with both featuring aforementioned proximity keyless access, a touchpad controller, and the 590-watt Burmester Surround Sound audio system, plus a 360-degree surround camera system, Apple CarPlay and Android Auto smartphone integration, navigation, voice control, satellite radio, real-time traffic info, wireless phone charging, an integrated garage door opener, Mercedes’ Active Parking Assist semi-autonomous self-parking, rear side window sunshades, and a powered tailgate with foot-activated gesture control.

My tester also included the $2,700 Intelligent Drive package with its Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.

I could go on and on talking about standard features and options (and the slick $250 designo red seatbelts really deserve mention), but the reality is this little C 43 is well stocked and beautifully finished, and at least as importantly it’s wicked fun to drive. Shifting into reverse to back out of my driveway caused a rearview camera with an overhead view and particularly good dynamic guidelines to pop into view, but oddly this super wagon’s automatic shifter is still on the column, making it either the most anachronistic hot hatch in existence or the smartest, being that it was always the most efficient place to house an auto shifter. It’s a completely modern electronically shifted transmission, mind you, that you pull down and up for drive and reverse as has always being the case, but pressing a button for Park is new. All manual shifts are executed via steering wheel mounted paddles, and believe me you’ll be tempted to scroll through the incredibly impressive nine-speed automatic all the time.

AMG specifically programmed Merc’s new nine-speed to prioritize performance, which means the wider range of more closely spaced ratios shift quicker yet still plenty smooth, and the aforementioned AMG Dynamic Select system’s Comfort, Sport and Sport+ modes really make a difference. What’s more, three overdrive ratios and ECO Start/Stop that automatically shuts the engine off when it would otherwise be idling to reduce fuel consumption and minimize emissions aids efficiency, the C 43 Wagon good for a claimed 12.4 L/100km in the city, 8.9 on the highway and 10.8 combined for both 2019 and 2020.

That’s amazingly good for a vehicle with this kind of performance, not to mention one with all-wheel drive. The AMG 4Matic system has a fixed 31:69 front/rear torque split designed to optimize performance off the line and through the corners, while the latter benefits from a nicely weighted electromechanical power assist rack-and-pinion steering setup with good feel, and a standard AMG Ride Control Sport Suspension featuring three-stage damping that clings to tarmac like you’d expect an AMG-tuned Mercedes would. I even felt comfortable enough to turn the traction/stability control off for a little sideways sliding, and it was perfectly predictable and wonderful fun.

If you’ve never driven something like the C 43 you’ll be shocked and awed, as anything with AMG badges is the stuff of legend. Braking is equally heart arresting thanks to a track-ready AMG Performance Braking system with perforated (not cross-drilled) 360 mm rotors and grey-painted four-piston fixed calipers up front, and solid 320 mm discs at the rear. The difference between perforated rotors and other manufacturer’s cross-drilled process begins at the moment of casting, where the AMG discs are cast with the holes in place so as to improve strength and heat resistance. The result is strong braking even when used too much at high speeds on curving, undulating mountainside roads. They’re the next best thing to carbon-ceramic brakes, but offer nicer day-to-day stopping performance that suits the C 43 Wagon’s overall mission ideally.

Yes, hooliganism aside, this family shuttle is plenty practical. It’s roomy up front with seats that are as comfortable as any in the class, while the second row provides more than enough space for most body types to stretch out. A wonderfully complex folding centre armrest adds to the comfort quotient when three’s a crowd, as it’s filled with pop-out cupholders and a shallow, felt-line bin for storing what-have-you, or alternatively the centre position can be eliminated entirely by dropping the 20-percent section of the 40/20/40-split seatback down for stowing longer cargo like skis without the need to force rear passengers into the less comfortable centre position, the usual result of less convenient 60/40-split rear seats. Those rear seatbacks fold down via two small electronic buttons too, helping to make the C 43 as easy to live with as it’s outrageously fun to drive. The end result is cargo capacity that expands from 460 litres to 1,480, which is subcompact to compact SUV levels of usability (its load capacity fits between the GLA- and new GLB-Class).

So folks, if you hadn’t previously figured out that wagons are cool again, despite being a little late to the party it’s certainly not over yet. For me, this is Mercedes’ AMG wagons offer the ultimate balance between performance and practicality, combined with some of he nicest interiors in the auto industry. That they wear one of the most prestigious badges available is merely a bonus, and that Mercedes is now providing up to $5,000 in additional incentives on 2020 models is even more motivation to take a closer look.

To find out more, make sure to visit CarCostCanada’s 2020 Mercedes-Benz C-Class Canada Prices page where you can learn about all C-Class body styles, trims, packages and standalone options, plus you can build the exact model you’re interested in. Even better, a CarCostCanada membership will provide the most important information you could need before even talking to your local Mercedes-Benz retailer, including details on available manufacturer rebates, financing and leasing deals, plus you’ll learn about dealer invoice pricing so you can know exactly how far they may be willing to discount your C 43.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

There’s been a V8 in Aston Martin’s lineup since 1969, and while the latest version wasn’t designed in-house by famed engine-builder Tadek Marek or massaged from the Ford-sourced albeit hand-assembled…

Latest News

Lighter, nimbler Aston Martin DB11 gets twin-turbo V8 power

2018 Aston Martin DB11 V8 — Aston’s relationship with Mercedes-AMG bears fruit with this fabulous 503-hp V8-powered DB11. (Photo: Aston Martin)

There’s been a V8 in Aston Martin’s lineup since 1969, and while the latest version wasn’t designed in-house by famed engine-builder Tadek Marek or massaged from the Ford-sourced albeit hand-assembled AJ37, it’s very special just the same.

This one hails from Mercedes’ AMG headquarters, unlike the in-house engineered and produced 600 horsepower twin-turbo 5.2-litre V12 that’s currently under the DB11’s long, elegant hood, but it nevertheless remains individually hand-built.

The new 4.0-litre twin-turbocharged V8 makes a considerable 503 horsepower and 498 lb-ft of torque, which is a major step up from the current A-M 4.7-litre naturally aspirated V8 that puts out 430 horsepower and 361 lb-ft of torque in top-line “S” guise. This allows for a near identical standstill to 100km/h sprint time of 4.0 seconds to the V12-powered DB11 that manages the feat in 3.9 seconds, whereas the V8’s top speed is rated at 301 km/h (187 mph) compared to the V12’s 322 km/h (201 mph).

Being that terminal velocity is more about bragging rights than anything useful, similar to the “need” for a 390 bar Rolex Deepsea or even a 120 bar Sea-Dweller when a regular 30 bar Sub will do just fine (serious divers use wrist computers anyway), most DB11 buyers should be more than satisfied with the V8’s everyday performance, while even more appealing is the smaller engine’s 115-kilo (254-pound) weight reduction, most of which is over the front wheels, as well as the car’s lighter 1,760-kg (3,880-lb) curb weight, plus the fact the V8 gets pushed rearward behind the front axle for better weight distribution.

According to A-M’s press release, the new layout and reduced weight makes for “an increased sense of agility,” although such improvements also need to be attributed to “detailed revisions to the suspension bushing, geometry, anti-roll bars, springs, dampers and ESP software.” Therefore, “the V8 appeals to those customers drawn to a refined and comfortable GT with a more sporting bias,” continues Aston Martin. We’re certainly ok with that.

While the engine comes completed from AMG, Aston adds its own air intake, exhaust system, and slimline wet sump lubrication design, the latter allowing a lower centre of gravity, before creating new ECU software and reprogramming the engine and throttle mapping, giving it performance characteristics and sound qualities more familiar to Aston Martin owners, and finally fastening it into the DB11’s engine bay via bespoke engine mounts.

“As an engineer I find the DB11 a fascinating car,” said Max Szwaj, Aston Martin Chief Technical Officer. “One with great depth of character and ability. Of course the V12-engined variant is an icon – an ultimate, if you like, but the V8 is very much its own car. One with a distinct and carefully crafted character that’s truly seductive. It has been hugely rewarding to put our stamp on this new engine – both in the way it sounds and performs – and to use its impressive attributes as the impetus to reveal a little more of the DB11’s sporting character.”

As for distinctive characteristics that set the V8-powered DB11 apart from the V12 model, A-M removes the two nostril-style engine vents from the hood’s centre panels for an arguably cleaner look, adds darkened headlamp bezels, and leaves all other differentiation up to unique wheels all-round. The two remaining engine vents are available in black or a titanium-finish mesh.

There are no differences with either V8 or V12 cabins, as each car receives an identical list of standard features and the same extensive menu of available colours and optional trims.

We’d like to think Aston Martin owners are environmentally conscious, although such issues probably don’t matter as much to the brand’s performance- and luxury-oriented clientele as to the automaker itself, which is forced to deal with a literal world of regulating bodies that are forever increasing their emissions restrictions. Therefore A-M is proud of the new V8 engine’s CO2 figure of 230g/km, which allows for lower taxation rates in key growth markets like China.

“The DB11 is the most complete and sophisticated car Aston Martin has ever made,” said Dr. Andy Palmer, Aston Martin President and CEO. “Now, with this new V8 engine option we have broadened its appeal by offering a car that will bring the DB11 to more customers around the world while still blessed with the exceptional performance and memorable character that sets Aston Martin apart from its rivals. Having driven the car during its development phase, it is not just the engine that has changed the character of the car, but also the resulting dynamic changes to create a remarkable GT car with its own distinct personality from the V12.”

The new V8-powered DB11 will be available in the North American markets during Q4 of 2017, with pricing starting at $198,995 USD. Expect Canadian pricing and other details closer to availability.

Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their…

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New AMG GLC 63 S 4Matic+ to leave sport ute rivals far behind

New 2018 Mercedes-AMG GLC 63 S 4Matic+ SUV and Coupe models to dominate compact SUV performance segment with 503-hp apiece. (Photo: Mercedes-Benz)

Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their ride and they visit the showroom of their favourite premium brand.

Along with the usual assortment of sport-luxury sedans, two- and four-door sport coupes, convertibles, and traditional sport wagons, they’ll be met by more new SUVs than they’ve ever seen, filling ever-increasing segments as well as micro niches never before imagined.

The new GLC Coupe is just one of those unusually welcome alternatives within the burgeoning luxury SUV sector, helping to fill out a particularly focused market segment that was previously only occupied by BMW’s X4.

The sporty Mercedes SUV arrived in similar fashion as the German brand’s GLE Coupe, which now handily goes up against BMW’s long-running X6 in the larger mid-size SUV category. The fastback Merc went on sale in 2014, a considerable eight years after the Bimmer, with Stuttgart appearing to have waited in order to judge market reaction to the Bavarian’s entry. Surprising many, Mercedes took no time bringing the smaller GLC Coupe to market the following year as a 2016 model.

2018 Mercedes-AMG GLC 63 S 4Matic+ SUV — The AMG GLC 63 S 4Matic+ SUV is the more practical of the two due to its traditional SUV design. (Photo: Mercedes-Benz)

Now that we’re about to enter model year 2018, things are heating up a lot more thanks to the expected arrival of Mercedes-AMG’s new GLC 63 S 4Matic+ Coupe. It’s a perfect example of how the top German brands lead all premium competitors by filling niches within niches. In this case BMW was first with its X4 M40i, but that sporty model in no way diminishes the impact of this exciting new three-pointed star entry, especially considering that along with the SUV coupe version comes a more practical AMG-tuned compact SUV.

That would be Mercedes-AMG’s GLC 63 S 4Matic+ that first showed up alongside the SUV Coupe variant at the 2017 New York International Auto Show in early April, a model that only has Audi’s SQ5, Jaguar’s F-Pace S and Range Rover’s new Velar for competition, being that BMW has yet to modify its more traditional compact X3 SUV. Just the same, both AMG-tuned M-B SUVs deliver a level of potency that should cause their rivals to shy away from a direct fight on the track.

2018 Mercedes-AMG GLC 63 S 4Matic+ Coupe — The sweptback AMG GLC 63 S Coupe 4Matic+ gets a unique “Race” mode for track dominance. (Photo: Mercedes-Benz)

Where the X4 M40i and SQ5 put out a similar 355 and 354 horsepower respectively, plus 343 and 369 lb-ft of torque, and the slightly larger supercharged 3.0-litre V6 powered F-Pace and Velar improve on both with 380 horsepower apiece, albeit only 332 lb-ft of torque, Mercedes seems to have its targets set more directly on Porsche’s Macan Turbo that unleashes 400 horsepower and 406 lb-ft of torque in regular trim or 440 and 442 respectively with its Performance package. Still, as impressive as Porsche’s top compact SUV is, in all-conquering AMG style the two new GLC 63 S 4Matic+ models produce 503 scorching horsepower and 516 lb-ft of tire smoking torque.

The dominant engine is nothing less than Mercedes-AMG’s handcrafted and individually signed twin-turbocharged 4.0-litre V8, a dry-sump version of which is shared with the mighty AMG GT sports car, whereas cog swapping duties come by the brand’s new in-house designed and built AMG SpeedShift MCT 9-speed automatic that debuted in the E 63 S 4Matic+, a lightweight paddle shifter-actuated transmission boasting a start-off wet clutch (that replaces the torque converter), ultra-short shift/response times, and double-declutching functionality.

Of course, such specifications result in a very quick tag team of sport utilities, with zero to 100 km/h sprints of 3.8 seconds each, aided by an electronic limited-slip rear differential and constantly variable front-to-rear torque distribution from the standard 4Matic+ all-wheel drivetrain that’s also tuned by AMG. Top speed is electronically limited to 250 km/h.

Four wheel grip is further enhanced by a standard set of twinned five-spoke lightweight 20-inch alloys on 265/45 front and 295/40 rear performance tires (or optional 21-inch forged alloys with 265/40 front and 295/35 rear rubber) that also help it stop faster via special high-performance brakes featuring 390-millimetre drilled and internally-ventilated discs front and back, whereas an adjustable air suspension with adaptive adjustable damping optimizes cornering capability.

What’s more, in order to give the GLC 63 S Coupe 4Matic+ an edge over its more pragmatic sibling, Mercedes has added a “Race” mode to its usual Comfort, Sport, Sport+ and Individual driver-selectable AMG Dynamic Select performance settings. These modify engine, transmission, suspension, steering, ESP, and all-wheel drive responsiveness depending on demands.

An easy way to tell these ultimate performance SUVs apart from their less formidable brethren are AMG Panamericana-style frontal grilles with unique vertical strakes, similar in design to those found on the much lauded Mercedes-AMG GT C Roadster and GT R sports coupe. The GLC 63 S 4Matic+ SUV and GLC 63 S 4Matic+ Coupe also benefit from unique front and rear bumper designs, while the wheel arches are widened to fit their meatier rims and rubber, plus the SUV body style gets its first rear rooftop spoiler.

Inside, special sport seats are covered with Mercedes’ exclusive Artico leatherette bolsters and suede-like Dinamica microfibre inserts, these materials showing up elsewhere around the cabin as well. Additionally, a tasteful supply of aluminum trim joins a mostly black interior that gets spiced up with red accents, not to mention the expected AMG-embossed badges. Beautifully finished carbon-fibre trim is also available, inside and out.

“For us, the new GLC 63 S 4MATIC+ is quite a special vehicle,” said Tobias Moers, CEO of Mercedes-AMG GmbH. “It is no easy job designing an SUV to be highly sporty and dynamic, while at the same time offering exceptional driving stability. This required us to put our heart and soul, along with our many years of SUV expertise, into the development of this vehicle. The result is an SUV that can be driven with high precision and agility and which, if required, is equally at home on a high-speed lap of the racetrack. With our V8 biturbo engine, we hold a decisive USP in the Performance market. What is more, with SUV and Coupe, we offer the widest choice in the segment. Also, the technical closeness to our sports cars is underscored visually by the Panamericana grille, which was previously reserved for our AMG GT models.”

Of note, the Canadian market will not be getting the 469 horsepower non-“S” AMG GLC 63 variant of these two SUVs, models that are available in the U.S. as well as other markets.

When the 2018 Mercedes-AMG 63 S 4Matic+ SUV and Coupe arrive in showrooms across Canada later this year, pricing will likely start in the high $80k to low $90k range.

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