How do factory leasing and financing rates from zero percent sound to you? That’s what Nissan is offering in order to entice you into a new 2019 Versa Note. Yes, I know the Versa Note was recently discontinued,…

2019 Nissan Versa Note SV Road Test

2019 Nissan Versa Note SV
Nissan’s Versa Note might be on its way out, but there are still plenty of new examples available and it remains a very good little car. (Photo: Karen Tuggay)

How do factory leasing and financing rates from zero percent sound to you? That’s what Nissan is offering in order to entice you into a new 2019 Versa Note.

Yes, I know the Versa Note was recently discontinued, but that doesn’t mean it’s not a good car. In fact, Nissan’s second-smallest hatchback is a great little runabout that provides more interior room than most subcompact competitors. It’s just passed its best-before date, and is therefore being replaced by an all-new subcompact sedan for 2020.

If you haven’t seen the new four-door Versa yet (and you may not have as it’s only being offered in the U.S. so far), imagine a shrunken 2020 Sentra or a smaller version of the recent Altima crossed with Nissan’s newest Leaf. If you’re not sure what the Altima looks like, Nissan’s mid-size family car was recently redesigned to look like a smaller, less dramatic Maxima sedan, the latter being Nissan’s ultimately stylish flagship four-door (it really is a nice looking car), while the current second-generation Leaf was recently normalized in order to appeal to a larger audience (the first one was a bit whacky). All in all the new Versa sedan looks fresh and modern, and the outgoing Versa Note doesn’t.

2019 Nissan Versa Note SV
The Versa Note features a long wheelbase and tall roofline for impressive interior room. (Photo: Karen Tuggay)

While not the latest, greatest Nissan on the block, this final Versa Note nevertheless incorporates most of the brand’s newest frontal design trends for much more attractive styling than the original version sold here, which was in fact the second-generation sold elsewhere. That car ended up replacing the even blander Versa sedan as well as the unorthodox (but brilliantly cool) Cube crossover, and actually did rather well on the sales charts when first arriving on the scene in late 2013.

2019 Nissan Versa Note SV
It’s lack of fog lamps are a clear sign this example is not a Special Edition, while its alloy wheels denote its SV designation. (Photo: Karen Tuggay)

To be clear, the 12,297 Versas sold in 2013 and 13,314 delivered in 2014 were a combination of the Note hatchback and Versa sedan, the latter cancelled in Canada after the 2014 model year. Thus calendar year 2015 resulted in just 9,120 Versa Note unit sales, which by hindsight should have been celebrated as a banner 12 months being that Canadian sales slipped to 7,417 units the following year and only climbed up to 7,865 in 2017, before dropping all the way down to 5,385 examples in 2018 and only 2,369 last year.

Despite losing favour with the buying public as the years continued, which was partially due to the extremely well received Micra city car that arrived in 2014, and also because of Canadian consumers’ continued purge of cars for crossover SUVs (Nissan currently leading the market’s small SUV charge with its popular Kicks and Qashqai subcompacts and Rogue compact), the Versa Note is a well-designed four-door hatchback that delivers big in space and comfort.

2019 Nissan Versa Note SV
The Versa Note is a back to basics car, but it’s still very comfortable. (Photo: Karen Tuggay)

The Note offers loftier occupants an incredible amount of headroom thanks to a tall overall design that makes it feel more like a subcompact SUV or a mini-minivan than an economy car. The seats are especially comfortable too, thanks to memory foam that really cushions and supports the backside, and the upholstery is attractive as well, with a nice blue fleck on black cloth. The driver even gets a folding armrest attached to the right-side bolster for added comfort.

2019 Nissan Versa Note SV
Although the design looks dated compared to Nissan’s newer offerings, the Versa’s cabin is well organized and reasonably well equipped. (Photo: Karen Tuggay)

Other nice details include a leather-wrapped steering wheel with tilt function, and some attractive satin-silver detailing on its spokes. The silver treatment circles around each HVAC vent too, plus it adorns the centre stack and surrounds the shift lever. What’s more, the gauge cluster is particularly impressive, with backlit dials and some great looking digital displays. In fact, it’s so nice that it makes the infotainment touchscreen seem dated by comparison. The truth is that the centre display does look a bit behind graphically, especially when compared to interfaces in Nissan’s newer more recently updated models, but it’s nevertheless plenty functional and easy to use, plus at 7.0 inches in diameter it’s quite large, which works well for the backup camera.

2019 Nissan Versa Note SV
This upgraded gauge cluster is a real treat for this class. (Photo: Karen Tuggay)

Due to the lack of telescopic steering, the Versa may not fit your body type ideally however, my long legs and short torso necessitating a seat position that was closer to the pedals than I would’ve liked, causing me to compromise with a more upright backrest than normal. I managed to get reasonably comfortable after spending some time setting it up, after which it also provided an adequate driving position for decent control.

On the positive, the rear seating area is spacious with more legroom than average for this class (Natural Resources Canada actually classifies the Versa Note as a mid-size car), so like I mentioned a moment ago, this little car (with a long wheelbase) is perfect for large people on a budget. A flip-down rear centre armrest gets filled with dual cupholders, plus there are two cupholders on the backside of the front console that are easy to access for rear passengers, while a magazine holder gets added to the backside of the front passenger’s seat.

2019 Nissan Versa Note SV
The infotainment interface is fairly old school in design, but very functional. (Photo: Karen Tuggay)

The Versa Note is good for those that haul a lot of cargo as well. It includes 60/40 split-folding rear seatbacks, which is normal in this class, but unusually welcome is the fancy Divide-N-Hide adjustable cargo floor that moves up and down as needed. It’s good for stowing tall cargo when left at the bottom, or when lifted allows for a totally flat loading area once the seats are lowered. The Note’s dedicated cargo volume measures 532 litres (18.8 cubic feet) behind the rear seats, while laying the seatbacks flat results in a really generous 1,084 litres (38.3 cu ft) of maximum space.

2019 Nissan Versa Note SV
The large 7.0-inch display provides a good view from the backup camera. (Photo: Karen Tuggay)

All of that spacious interior volume comes well stocked with features, but of course its content will depend on which trim you choose. Take note, Nissan dropped the model’s sportiest SR trim for 2019 and its most luxurious SL trim for 2018, but they introduced the $700 SV Special Edition package for the model’s final incarnation, which adds fog lamps, a rear rooftop spoiler and Special Edition badging to the exterior, plus proximity-sensing keyless access to get you inside and a pushbutton ignition system to turn on the engine, while the cabin includes upgraded NissanConnect infotainment with Apple CarPlay and Android Auto as well as SiriusXM satellite radio.

2019 Nissan Versa Note SV
The HVAC interface is fairly rudimentary, but it all works well. (Photo: Karen Tuggay)

One glance at my tester’s lack of fog lamps and it’s easy to see that it’s not an SV Special Edition, but instead its 15-inch alloy wheels make its regular $18,398 SV designation clear (the base Note S comes with wheel covers over 15-inch steel rims). The SV also adds the impressive instrument cluster and leather-wrapped steering wheel I mentioned earlier, plus power door locks with remote keyless entry, powered windows, a continuously variable automatic transmission (CVT) as standard equipment, cruise control, a six-way manual driver’s seat (that now includes height adjustment), heatable front seats, a cargo cover, and more.

2019 Nissan Versa Note SV
SV trim comes standard with a more efficient CVT automatic. (Photo: Karen Tuggay)

The $14,698 base S model is the only trim available with a five-speed manual transmission for 2019 (it came standard in the SV as well for 2018), but the CVT can be had for $1,300 more. No matter the transmission, the base model also includes power-adjustable heated side mirrors, a four-way manual driver’s seat, air conditioning, the aforementioned 7.0-inch infotainment touchscreen, Bluetooth hands-free phone connectivity with audio streaming, audio and phone switches on the steering wheel spokes, a hands-free text messaging assistant, Siri Eyes Free, aux and USB inputs on the lower console, a four-speaker audio system, and more.

2019 Nissan Versa Note SV
Two-way heated front seats make the winters more bearable. (Photo: Karen Tuggay)

Of course, all the expected active and passive safety features are included too, but if you want the latest advanced driver assistive systems such as collision warning with automatic emergency braking, blind spot monitoring with lane departure warning, or dynamic cruise control with Nissan’s semi-autonomous ProPILOT assist self-driving technology, it’s best to look toward one of the newer SUVs in the Japanese brand’s lineup.

The Versa Note is more traditional than those trendier utilities, and in this respect it does everything that most practical consumers need. It’s not quite as fancy or edgy as the newer Nissans, yet along with its comfortable seats, and thanks in part to its aforementioned long wheelbase it provides an extremely nice ride for its subcompact price, plus adequate performance off the line or when passing, while its CVT is very smooth if not particularly sporty.

2019 Nissan Versa Note SV
The front seats are very comfortable, but the driver’s position isn’t ideal for those with longer legs than torso and arms. (Photo: Karen Tuggay)

The same 1.6-litre inline four-cylinder found in the tiny Micra puts out an identical 109 horsepower and 107 lb-ft of torque in the Note, which means the larger, heavier car doesn’t feel as enthusiastic when going about its business. Of course, the focus is more on fuel-efficiency in this class, and to that end the Versa gets a Transport Canada five-cycle fuel economy rating of 8.6 L/100km in the city, 6.6 on the highway and 7.7 combined with the manual, or 7.6 city, 6.2 highway and 7.0 combined with the CVT, which doesn’t sound all that good until comparing it to the just-mentioned Micra that when fully loaded has an identical 1,092-kilo curb weight as the base Versa Note’s starting point (the as-tested Note SV weighs in at 1,124 kg), yet nevertheless manages just 7.9 combined with its manual and 8.0 combined with its less advanced four-speed auto. A better comparison is the similarly roomy Honda Fit that’s good for 7.0 L/100km combined with its six-speed manual or just 6.5 with its most efficient CVT.

2019 Nissan Versa Note SV
The rear seating area is very spacious, and actually rated as a mid-size car. (Photo: Karen Tuggay)

The Note is a tall hatchback as mentioned, so its high centre-of-gravity works against performance when pushing hard through the corners, but if you don’t mind a little body lean when trying to make up time, it manages fast-paced curves reasonably well. This said, if you’re looking for a sportier runabout and don’t mind slightly less room, the considerably less expensive Micra that I mentioned a moment ago is a very good bet. The Versa Note, on the other hand, is designed more for comfort than speed, and therefore does a great job of shuttling one to five adults around town with ease, and would likely make a decent road trip companion as well.

2019 Nissan Versa Note SV
The Versa delivers a lot of cargo space for the subcompact class. (Photo: Karen Tuggay)

If you’d like to take advantage of the zero-percent financing noted earlier in this review, and think this little Nissan might suit your lifestyle and budget, I’d recommend checking out CarCostCanada’s 2019 Nissan Versa Note Canada Prices page where you can go over all trims and packages in detail, not to mention quickly scan the available colours within each trim, while also learning about the latest manufacturer rebates that could save you even more.

Best of all, however, is a CarCostCanada membership that provides access to dealer invoice pricing that could save you thousands upon purchase. All of the above is available online at CarCostCanada’s website or via a new CarCostCanada app downloadable for free from your phone’s app store. So before you call your local Nissan retailer or connect with them online (it’s probably a good idea to deal with them remotely during this time of crisis) make sure you’ve first done your homework at CarCostCanada, so you can get the best deal possible on your new Versa Note.

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone. It could be worse. Our American friends felt similarly about the hatchback and now they’ve…

2019 Hyundai Accent Ultimate Road Test

2019 Hyundai Accent Ultimate
The smart looking Hyundai Accent subcompact doesn’t visually change from this 2019 model to the new 2020, at least from the front. (Photo: Trevor Hofmann)

Well you’ve gone and done it now Canada. You lost your love for the Hyundai Accent Sedan and now its gone.

It could be worse. Our American friends felt similarly about the hatchback and now they’ve lost the more versatile five-door variant that becomes Hyundai’s sole subcompact car offering here in Canada for 2020. The U.S. market loves four-door three-box models a lot more than we do, and with car sales slipping as crossover SUVs rise, it was only a matter of time before something gave way.

Hyundai’s U.S. division will fill the void left by the Accent Hatchback with the same entry-level Venue sport utility we’re getting for 2020 (I just picked one up for a weeklong test and so far I’m impressed), while the slightly larger Kona has been selling like gangbusters for nearly two years, resulting in significant sales leadership in the same subcompact crossover SUV segment.

2019 Hyundai Accent Ultimate
The trunk will disappear for 2020 in Canada, with only the Accent Hatchback being available from now on. (Photo: Trevor Hofmann)

A quick glance at sales numbers makes Hyundai Canada’s decision to trim the fat easy to understand. The Kona, which went on sale in March of 2018, sold a phenomenal 25,817 units during its first full calendar year of 2019, by far the best any subcompact SUV has ever done and more than 7,000 units ahead of the second-place Nissan Qashqai. Bolstering its entry-level SUV roster, Hyundai just added the even smaller Venue to the mix, which found 456 buyers in its first month of January 2020 alone. While that number didn’t come anywhere close to the Kona’s 1,651-unit tally during the same month, it nevertheless outsold the Accent’s 202 sales by 225 percent. It’s hard to argue against those numbers, which is why cars like the Accent are slowly fading away and small SUVs, like the Venue and Kona, are taking over.

2019 Hyundai Accent Ultimate
LED-enhanced headlights, fog lamps, and stylish alloy wheels help the Accent Sedan Ultimate stand out in the subcompact class. (Photo: Trevor Hofmann)

To be fair, at least amongst subcompact cars, the Accent has long been number one in its entry-level segment, only beaten by the Toyota Yaris for the first time last year. The Yaris, by the way, only sold 190 units last month, which is 12 fewer than the Accent, but this said last year’s third-place Kia Rio actually stole the show with 243 deliveries so it’s anyone’s guess as to the subcompact car category’s top dog in 11 months’ time.

One thing’s clear, the Accent Sedan won’t help push that tally up by much. Plenty of dealers across the country still have this great little four-door available, although most have made their farewells and ushered in the 2020 Accent Hatchback, which continues forward looking the same, albeit updated with a new engine and new optional continuously variable transmission (CVT), the latter replacing the six-speed automatic tested in this 2019 model.

2019 Hyundai Accent Ultimate
The Accent’s LED taillights look great. (Photo: Trevor Hofmann)

I’ve got mixed feelings about the 2020 updates, as the changes were all about fuel economy. This 2019 Accent sports a fairly punchy 132-horsepower 1.6-litre four-cylinder with 119 lb-ft of torque, whereas the new 2020 model gets an identically sized four utilizing Hyundai’s new Smartstream technology, but the result is just 120 horsepower and 113 lb-ft of torque. It wouldn’t have been long ago that losing 12 horsepower and six lb-ft of torque would be a nail in the coffin for a new model, but now that improvements at the pump and emissions reductions are so important, at least in this entry class, the update seems like progress.

2019 Hyundai Accent Ultimate
The Accent is devoid of soft-touch composite surfaces, but it’s comfortable and big on features. (Photo: Trevor Hofmann)

To be clear, the Smartstream G1.6 DPI engine used in the new Accent has very little in common with the Smartstream G1.6 T-GDi engine found in the new Sonata. The former is a naturally aspirated inline four-cylinder with dual-port injection (DPI), continuously variable valve timing, and a new thermal management module that helps warm the engine up faster for optimal performance and efficiency, whereas the latter is a radical turbocharged V4 making 180 horsepower and 195 lb-ft of torque thanks in part to industry-first Continuously Variable Valve Duration (CVVD) that ups performance by four percent, improves fuel economy by five percent, and reduces emissions by 12 percent (I’ll go into more detailing when reviewing the new 2020 Sonata Turbo), while Low Pressure Exhaust Gas Recirculation (LP EGR) particularly helps Hyundai to achieve the last figure.

2019 Hyundai Accent Ultimate
The attractive Accent interior is well built and filled with top-tier features in Ultimate trim. (Photo: Trevor Hofmann)

While the Sonata Turbo’s new Smartstream G1.6 T-GDi is a significant progression in engine technology, a mechanical rethink that will allow for myriad packaging benefits and potentially shrink the size of future engine bays while making hybrid tech easier to adapt for existing models, plus it also stands as a witness to the importance of the internal combustion engine (ICE) in future products (why would Hyundai invest so heavily in a dying technology if hey didn’t believe it had decades of life left), the Accent’s Smartstream G1.6 DPI should be seen as more of an upgrade to an existing powerplant rather than anything revolutionary.

Then again, factor in the gains in fuel economy and the word revolutionary might be apropos. The 2019 model on this page is good for a claimed 8.2 L/100km in the city, 6.2 on the highway and 7.3 combined whether using its standard six-speed manual or optional six-speed automatic, whereas the new 2020 model ekes out 7.8 L/100km city, 6.1 highway and 6.9 combined with its six-speed manual or 7.3, 6.0 and 6.6 respectively with its new CVT. That latter number represents a 12-percent improvement in fuel economy. 

2019 Hyundai Accent Ultimate
A simple analogue gauge cluster is good looking and highly legible, although Hyundai should provide a colour multi-info display at centre. (Photo: Trevor Hofmann)

I like the six-speed automatic in the current Accent as it shifts smoothly, provides good mechanical feel and even comes across quite sporty when slotted into manual mode and operated by hand, but with more of its mission focused on fuel economy the 2020 Accent’s optional CVT, dubbed ITV by Hyundai for “Intelligent Variable Transmission,” should be considered an upgrade. Hyundai claims it simulates shifts well, so I’ll be sure to report back on that when tested, and most CVTs are smoother than conventional automatics, unless those simulated shifts aren’t executed ideally. I won’t go into much more detail about this gearless box right now, but will say it incorporates a wide-ratio pulley system claimed to provide a broader operation ratio when compared to rival CVTs, this improving fuel economy when higher gear ratios are in use and benefits performance when using its lower ratios.

2019 Hyundai Accent Ultimate
The centre display is good for the class, and filled with high-end features in Ultimate trim. (Photo: Trevor Hofmann)

As it is (or was) for 2019, the Accent sedan provides relatively sporty performance from its more potent engine and at least equally engaging transmission, while its ride is good thanks to a well-calibrated front strut and rear torsion beam suspension, and should continue being so moving into 2020 as the two model years are identical other than their powertrains. Likewise handling is about average for the class, its electric power steering providing good directional response yet only moderate feedback, but it’s still fun to fling through corners. The standard four-wheel disc brakes provide strong stopping power too, the Accent always feeling safe and stable even when practicing emergency manoeuvres.

Another positive is interior roominess. For such a small car it certainly feels spacious inside, particular for headroom. Front legroom is good and it should be more than adequate for side-to-side hip and shoulder room too, unless those inside are particularly large folk. It’s easy to get the driver’s seat into a good position, thanks to ample steering column rake and reach, while fore and aft seat adjustment is excellent. The backrest reclines, of course, but there’s no way to adjust the lumbar. Fortunately the seat is well designed for good support all-round, so shouldn’t be a problem for most body types.

2019 Hyundai Accent Ultimate
Ultimate trim includes an accurate navigation system. (Photo: Trevor Hofmann)

It’s fairly small in back, but it should be suitable for two average sized adults or three slender passengers, kids included. With the front seat positioned for my five-foot-eight longer legged, shorter torso frame, which meant I had to push it further rearward than most measuring my height would, I had about two inches remaining between the seatback and my knees, plus enough space for my feet while wearing winter boots. Fortunately the seatbacks get finished in a nice cloth, which would be a bit more comfortable if touching the knees, but no one likes to experience that either way. I had a reasonable room from my small-to-medium build torso to the door panel, measuring about three to four inches at the hips and slightly more next to my left shoulder, while approximately two and a half inches of air space was left over above my head (but remember I’ve got a shorter than average torso).

2019 Hyundai Accent Ultimate
Three-way heated seats and a heatable steering wheel make the Accent a really nice car to live with during cold winter months. (Photo: Trevor Hofmann)

Unfortunately Hyundai doesn’t include a folding centre armrest in back, and there were no vents on the backside of the front centre console to keep the rear quarters aerated, but at least Hyundai provides a rear USB charge point for powering passengers’ devices.

As far as interior finishings go, Hyundai has eschewed the latest subcompact trend to soft-touch surfaces, which I found both disappointing and odd. Touch the dash, the instrument panel, the door panels or anywhere else and, other than the leather-wrapped steering wheel of this top-line model, fabric door inserts, centre armrest, plus of course the seats, there isn’t a single pliable composite surface at all. Most unusual are the hard shell plastic side armrests, that I have to say are very uncomfortable. In this segment I’m able to accept a lack of soft surfaces elsewhere, such as the dash top and door uppers, but using hard plastic for the armrests is going too far.

2019 Hyundai Accent Ultimate
This optional six-speed automatic gearbox gives way to an available CVT for 2020. (Photo: Trevor Hofmann)

This oversight is a shame because most everything else about the new Accent is praiseworthy. I say most because it only included a monochromatic trip computer in this top-tier model, which should really have a full-colour TFT multi-information display in this day and age. Again, I don’t mind the analogue gauges, although some competitors are starting to digitize more of their primary clusters.

Hyundai hopes such shortcomings are forgotten quickly when adding up all the other standard and available features, plus this car’s fairly low price point. Just for a sampling, on top of everything already mentioned my top line Accent Sedan featured proximity-sensing entry with pushbutton ignition, a nice infotainment touchscreen with Apple CarPlay, Android Auto, plenty of apps, a backup camera with active guidelines, and more. The climate control system is automatic, albeit single zone, while this model includes three-way heated front seats as well as a heatable steering wheel, the former capable of getting warmer than the class average (it can get very cold in Korea) and the latter downright hot.

2019 Hyundai Accent Ultimate
The driver’s seat is comfortable, but Hyundai does not provide lumbar adjustment. (Photo: Trevor Hofmann)

The just-noted leather-wrapped steering wheel rim is nicely finished and padded for extreme comfort, while the switchgear on the 9 and 3 o’clock spokes is superbly done with voice activation, audio controls, and phone prompts on the left side, plus multi-information display and cruise controls on the right. The turn signal/headlight and windshield wiper stalks are upscale too, these, along with most of the cabin’s switchgear making its owner feel as if they’ve paid more than they really have. Likewise for the overhead console that incorporates old-school incandescent lights, yet features one of the nicest most luxuriously finished sunglasses holders I’ve ever felt, not to mention controls for the powered glass sunroof.

2019 Hyundai Accent Ultimate
The rear seats are quite comfortable, but legroom is tight and there’s no centre armrest. (Photo: Trevor Hofmann)

The rear seatbacks are split 60/40 for stowing longer items via the trunk, and dedicated storage space is fairly generous at 388 litres (13.7 cu ft), but take note the lid is very short so you’re limited as to how much you can angle in. A hatchback would remedy this, of course, so be glad Canada chose to keep the more versatile of the two body styles moving into 2020. A benefit to trunks over hatches is security; a trunk being more difficult to access by would-be thieves and therefore passed by more often when easier prey is available, but a simpler solution is to bring valuables inside. Hyundai provides a fairly large compartment underneath the trunk’s load floor, mostly filled up with a compact spare tire and tools, but there’s space around the edges for small items.

2019 Hyundai Accent Ultimate
The trunk is fairly large, but the opening is a bit narrow. (Photo: Trevor Hofmann)

So there you have it. If you must have a new Accent Sedan, start calling around to your local Hyundai dealers to find one. I’ve checked, and there are some available, but you’ll need to act quickly. According to the CarCostCanada 2019 Hyundai Accent Canada Prices page, the base Essential with Comfort Package Sedan starts at $17,349 plus freight and fees, while this top-line Ultimate Sedan starts at $21,299. Of course, discounts will be available, as retailers are motivated to sell, and information about any manufacturer rebates will be available to CarCostCanada members, plus deals on factory leasing and financing rates, which were available from zero-percent at the time of writing (and 0.99 percent for the new 2020 model), and as always dealer invoice pricing that can potentially save you thousands, depending on the car being purchased.

2019 Hyundai Accent Ultimate
A 60/40-split rear seatback provides the ability to pack in longer items. (Photo: Trevor Hofmann)

As an alternative you can also walk over to your local Kia dealership for a 2020 Rio sedan, which is basically identical to the U.S.-market Accent Sedan under the skin, drivetrain upgrades and all. Interestingly, the Rio is now the only new subcompact sedan available in Canada, so Korea’s other auto brand has an opportunity to pull in a few sales it might not have been able to earn previously (they also have a 2020 Rio Hatchback).

So go ahead and snap up this 2019 Hyundai Accent Sedan while you can, opt for a new 2020 Accent Hatchback if its more functional cargo area suits your lifestyle, or choose the Kia Rio Sedan (or hatch). Then again, you might want to try a new Hyundai Venue or Kona on for size, as they’re great subcompact crossovers for not much more investment. No matter what you want, it appears Hyundai Motor Group has you covered.

Last year Lincoln Motor Company did something it’s never been able to do before, impress me. But alas, earlier this year they followed that momentous occasion up by once again letting me down with the…

2018 Lincoln Continental Reserve 3.0L AWD RSP Road Test

2018 Lincoln Continental Reserve 3.0L AWD RSP
Lincoln Continental is rolling artwork, surprisingly fun to drive and opulently attired inside in top-line Reserve trim. (Photo: Karen Tuggay, Canadian Auto Press)

Last year Lincoln Motor Company did something it’s never been able to do before, impress me. But alas, earlier this year they followed that momentous occasion up by once again letting me down with the announcement that the brilliant new Continental won’t be with us much longer. 

It came as part of parent Ford Motor Company’s decision to axe every single car in its North American lineup other than the Mustang, which will leave the two-door sports coupe and convertible running wild within an expanding lineup of SUVs and trucks, like the feral horse it was named after. When this happens sometime in 2020 the Lincoln brand will have four sport utilities to its name if everything (except the MKT) stays the same, including the compact Escape-based MKC (which will likely be renamed), the mid-size Edge-based Nautilus, the larger three-row Explorer-based Aviator (which replaces the MKT), and the full-size Expedition-based Navigator. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
The Continental combines plenty of design cues from the best years of Lincoln’s storied past, with all of today’s modernities. (Photo: Karen Tuggay, Canadian Auto Press)

At first glance this move away from cars makes sense. Like most competitors, Ford is experiencing a steady decline in car deliveries from both its blue-oval namesake brand and Lincoln, with the lovely Continental never finding much sales traction at all. Lincoln sold just 576 units in Canada throughout calendar year 2017, and just 369 over the first nine months of 2018. This said the Continental is nevertheless a stronger seller than the directly competitive Genesis G80 that found just 433 Canadian buyers last year and 289 over the same three quarters of 2018, or the Cadillac CT6 with only 352 deliveries in 2017 and 175 up until September 30, 2018 (while the Cadillac CTS’ 370 units just edged the Conti out), the Lexus GS with 328 and 163 sales respectively, the Jaguar XF with 494 and 133 (how great they fall), the Acura RLX with a mere 59 and 55, and finally the Infiniti Q70 with 66 and 44. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
A high level of performance-oriented elegance that measures up to the industry’s best. (Photo: Karen Tuggay, Canadian Auto Press)

Surprisingly, of the cars listed above only the two Cadillacs are scheduled for discontinuation (next year, along with the XTS and Buick LaCrosse), with all of the other models built by luxury brands dedicated to full model lineups and therefore willing to suffer through temporary pain in order to (theoretically) achieve long-term gain (when the market shifts back to cars). And herein lies the rub. Lincoln risks being relegated even further down the luxury brand desirability scale (I could add something snarky like “if that were even possible”, but against all odds Buick still exists), which is a shame after doing such an excellent job with this Continental, and then sharing much of its ritzy new styling with the smaller, slightly stronger selling MKZ (of which Lincoln sold 994 last year and 684 as of Q3 2018), which will also soon be eliminated. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
The door handles are beautifully artistic chromed metal sculpture. (Photo: Karen Tuggay, Canadian Auto Press)

Also surprising, the Continental sold nearly as well as the Audi A6 and A7 over the past nine months, the German four- and five-door models finding 376 and 367 luxury buyers respectively, but Ingolstadt just redesigned these two and therefore isn’t calling for their resignation. 

Truth be told, Ford can’t be considered a particularly good steward of luxury brands since Lincoln’s heydays in the 1960s and early ‘70s. While it should receive kudos for making Jaguar reliable in the ‘80s, and arguably saving it and some other British brands from near certain extinction, Coventry and Solihull’s Land Rover, Newport Pagnell’s Aston Martin, and Gothenburg’s Volvo have enjoyed a lot more success since escaping the clutches of Dearborn. And as for Lincoln, it’s been looking for a wholly likeable and uniquely face since absconding with the Rolls-Royce waterfall grille in the ‘60s and ‘70s. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Of course these lovely taillights are filled with LEDs. (Photo: Karen Tuggay, Canadian Auto Press)

I’m talking about the bland, generic nothingness designs from the ‘90s, the BMW-like façade used for the early aughts’ LS, the early ’60s-era Continental-inspired grille used through the mid ‘00s and early teens (this probably my favourite), the split-wing grille design most recently abandoned, and what can arguably be deemed a take on the current Jaguar XJ’s front fascia now. Ford only need look at its own brand management to see why Lincoln has failed, but at least they’ve finally built a car that, while once again bearing a completely new visual identity, is worthy of careful consideration by serious luxury car buyers. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Big dual tailpipes hint at the 400-hp emanating from up front. (Photo: Karen Tuggay, Canadian Auto Press)

Last year I spent a week with a Continental 3.0 GTDI AWD Reserve, and as noted earlier was thoroughly impressed. It was painted a beautiful Burgundy Velvet hue and was stunning to look at, while inside it received Cappuccino leather-lined detailing that was downright opulent. This time around the exterior colour is Midnight Sapphire Blue and the cabin is once again finished in the rich Cappuccino theme, which is only a shame because I would have liked to try its saddle brown Terracotta leather, or maybe Jade Grey. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Our Reserve-trimmed example’s interior combined a frothy Cappuccino cream hue with milk chocolate mocha for an invitingly warm ambience. (Photo: Karen Tuggay, Canadian Auto Press)

More traditional luxury buyers can opt for Ebony black, but this ain’t no Town Car so why be normal? In fact, the new Continental is unlike anything Lincoln has ever produced before. Truly, I haven’t liked a Lincoln four-door as much since the opening scene of Thunderball, the Lehmann-Peterson crafted ‘64 Continental Executive Limousine being Albert R. Broccoli’s chosen ride of Colonel Jacques Bouvar’s bereaved widow (and Jacques/Spectre Number 6 himself, we’ll later learn), a car I could get used to having in my personal collection. The four-door ‘65 Continental Convertible that James pulled up to Emilio Largo’s Nassau waterfront estate halfway through the film was even prettier, although I like the original front end design of the version used to drop 007 off to Fort Knox in Goldfinger better. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Soft and pampering, all Continental surfaces are capable of satisfying the snobbiest of premium buyers. (Photo: Karen Tuggay, Canadian Auto Press)

That’s how cool Lincoln used to be, and while we now know that a four-door phaeton (convertible) version of this new Continental won’t be forthcoming, I could certainly see the likes of modern-day Don Drapers pulling up to their wannabe Manhattan offices in one of the two new Continentals I recently drove. In fact, while feeling somewhat dapper behind the wheel of my latest Conti I found myself contemplating the purchase of a classic Brooks Brothers ‘60s-era styled suit of my own, and of course something along the lines of an Omega Seamaster Deville or Tudor Oyster Prince for the wrist. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
The primary gauge cluster is fully digital, as expected in this class. (Photo: Karen Tuggay, Canadian Auto Press)

While sporting a vintage watch and classic styled suit won’t likely leave you stranded on the road or cause any bodily harm if you get in an accident (unless the watch makes you late), living with a classic car might. They’re just not good daily drivers, lacking the reliability, safety, comfort, performance, and technology of today’s machinery, but the new Continental combines all of the above in a respectful homage of the early-to-late ‘60s model that previously bore its name. 

Maybe homage isn’t the right word, as the new Continental’s chromed mesh grille, available bejeweled LED headlamps, single-piece LED taillight cluster, and many other finely crafted details are nothing like that early car, but its big blocky upright three-box luxury sedan lines and its commanding overall presence conjures the spirit of classic Lincolns better than anything in the brand’s recent past. In other words, I like it. I like it a lot. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
The centre stack design is simple and clean, and fortunately within easy reach. (Photo: Karen Tuggay, Canadian Auto Press)

Details worthy of closer attention include the artfully shaped metal side mirror posts that provide a perfectly flat base for the housings’ power-folding pirouette when approaching the car, the uniquely exposed hinge-like chrome fender/door trim just beneath, and the gorgeous chromed door handles that perfectly align with the side window beltline trim until protruding outward to meet your hand. It’s features like these that make this new Continental the Jaeger LeCoultre Grande Reverso Ultra Thin Duoface of cars. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Lincoln’s version of Ford’s Sync 3 infotainment system was one of the best when it debuted, but is now being surpassed by the luxury sector’s loftier brands. (Photo: Karen Tuggay, Canadian Auto Press)

OK, I’m having a little fun with this one, but that’s only because the new Continental makes me feel different than most others in this class. Maybe I’m a bit bored of the usual Mercedes, BMW, Audi, Lexus, etcetera, and want to spend time at the wheel of something with a little more majesty. If you feel the same, you should consider the Continental, as it pours on old world charm in similar fashion to a Bentley or Rolls-Royce, albeit with better electronics and a much more approachable price tag. 

The top-line Continental Reserve interior is fabulous, with equal parts elegance and technology. Most surfaces that aren’t genuine open-pore hardwood, chromed metal, or digital interfaces are soft to the touch, whether made from composites or supple leathers. Front and rear seat adjustability borders on the ridiculous, and they’re four of the most comfortable chairs in the industry. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Lincoln fits a lot of features into this compact interface. (Photo: Karen Tuggay, Canadian Auto Press)

Those in the first row of my tester were Lincoln’s $750 optional 30-way powered multi-contour type. Yes, you read that right—30-way. Lincoln registered no less than 50 patents for these, whereas the two outboard passengers in back are treated to the $5,000 Rear-Seat Package (RSP) that includes 40/20/40-split folding/reclining via powered actuation, four-way powered lumbar support, airliner-style head restraints, heated and cooled cushions, side window sunshades, a twin-panel panoramic moonroof, rear-duct B-pillar registers, inflatable safety belts, and a flip-down centre armrest with an impressive set of integrated audio, climate, and sunshade controls, plus cupholders. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
That’s genuine matte-finished hardwood, incidentally, something the brand didn’t do in earlier years. (Photo: Karen Tuggay, Canadian Auto Press)

My tester also included the $5,500 Luxury Package boasting premium LED headlights and 19-speaker Revel Ultima audio, as well as a $4,000 Technology Package that added a 360-degree surround parking camera, active park assist semi-autonomous parking, a head-up display, adaptive cruise control, pre-collision alert and assist with pedestrian protection, active emergency braking, lane departure warning, lane keeping assist, a driver alert system, and more. 

By the way, I sourced all of the 2018 Lincoln Continental’s pricing from CarCostCanada, where you’ll find detailed information about all the trims, packages and standalone options, plus otherwise hard to find rebate info as well as dealer invoice pricing that could save you thousands.

2018 Lincoln Continental Reserve 3.0L AWD RSP
Don’t insult the Continental’s optional 30-way seats by saying they’re as good as first class airline chairs, because they’re a lot better than that. (Photo: Karen Tuggay, Canadian Auto Press)

Standard features on my $63,900 Continental Reserve 3.0L tester (the base model starts at $56,650) include most anything you can think of not yet mentioned, with some highlights being a beautiful set of machine-finished 19-inch alloys with black painted pockets, automatic high beams, remote engine start, proximity-sensing keyless access, ambient lighting, pushbutton ignition, power-cinching doors, a powered tilt/telescoping steering column with memory, a leather-wrapped heatable multifunction steering wheel, a fully configurable TFT colour gauge cluster, Lincoln’s trademark pushbutton gear selector, 24-way heated and cooled front seats with independent powered thigh extenders and driver’s side memory, Bridge of Weir Deepsoft leather upholstery, tri-zone auto climate control with rear seat controls, heatable rear outboard seats, Sync 3 infotainment with an 8.0-inch LCD capacitive touchscreen featuring tap, swipe and pinch capability, Apple CarPlay and Android Auto, voice-activated navigation, and a rearview camera with dynamic guidelines. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
This panoramic sunroof really opens up the interior. (Photo: Karen Tuggay, Canadian Auto Press)

Additional Continental Reserve features include an embedded modem, Wi-Fi, 13-speaker Revel audio with HD and satellite radio, a universal garage door opener, rain-sensing wipers, auto-dimming rearview and driver’s side mirrors, a 110-volt household-style power outlet, front and rear parking sensors, blindspot monitoring with rear cross-traffic alert, active noise cancellation, a powered rear window sunshade, power-folding rear headrests, a hands-free powered trunk lid, plus plenty of active and passive safety features. 

The standard V6 powertrain displaces 2.7 litres and gets twin-turbocharging for a formidable 335 horsepower and 380 lb-ft of torque, so in other words there’s absolutely no reason to upgrade unless you simply must have the best. This said my tester’s twin-turbo V6 was bored out to 3.0 litres for 400 horsepower and 400 lb-ft of torque, plus the same six-speed automatic gearbox with paddle-shifters and standard AWD were added, except for the inclusion of active torque vectoring. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Rear seat roominess is expansive, while the optional Rear-Seat Package makes the outboard positions amazingly comfortable. (Photo: Karen Tuggay, Canadian Auto Press)

If I hadn’t already spent a week in a near identically equipped Conti I might have made the mistake of driving it like a Town Car, but fortunately I was well versed in its wonderfully quick acceleration and surprisingly nimble chassis dynamics, resulting in my treating it with the same level of fast-paced nonchalance as I would an Audi A6 or one of its Teutonic competitors. Lincoln’s Canadian team conservatively claims 6.2 seconds from standstill to 100km/h, but south of the 49th their bragging about 5.5 seconds to 60 mph, which when converted into metric is closer to 5.7 seconds. That’s a more realistic seat-of-the-pants zero to 100km/h number, and making matters better the Conti’s straight-line performance is backed up by a fully independent suspension that’s as capable of zigging and zagging as it is zooming. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Why should those up front have all the fun. Check out the RSP’s upgraded folding centre armrest. (Photo: Karen Tuggay, Canadian Auto Press)

As usual I was tempted by a riverside drive on a quiet weekday afternoon, the winding two-lane roadway that courses along a local waterway being one of the only circuitous ribbons of pavement within close proximity to the otherwise squared grid of latticework streets near my home. Once again this hot rod Lincoln’s sharp reflexes surprised, a simple push of the big “S” on the brand’s dash-mounted pushbutton gear selector engaging Sport mode for quicker throttle response and a stiffer, more engaging chassis. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
A closer look shows rear climate controls and more. (Photo: Karen Tuggay, Canadian Auto Press)

The aforementioned paddles behind the otherwise luxe stitched leather and chrome-laden steering wheel prompted its automatic gearbox to shift through all six cogs with quicker precision than any previous Continental, but six forward gears is hardly state-of-the-art anymore. Still, each shift increment was faster than expected and I never really felt it needed more, the engine’s ultra-wide torque curve and gobs of power more than making up for any lack of forward gears. 

The Conti leans ever so slightly when pushed beyond reason, but once again it never had me feeling the least bit uncomfortable, but rather provided a smooth and compliant ride while maintaining complete control. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
Of course, pullout cupholders are included too. (Photo: Karen Tuggay, Canadian Auto Press)

Considering its V8-like performance, sizeable heft and impressive load of features I can forgive its estimated 14.5 L/100km city, 9.8 highway and 12.3 combined fuel economy rating, and these numbers certainly don’t tax the environment much more than the less powerful engine’s claimed 14.0 city, 9.4 highway and 12.0 combined. Then again BMW’s 456 horsepower M550i gets a 14.3 city, 9.4 highway and 12.1 combined rating and sprints from zero to 100km/h a second and half faster, while Mercedes’ E43 AMG chops more than a second from the big Lincoln’s sprint time despite achieving 12.4 city, 9.4 highway and 11.1 combined, albeit at a price. 

2018 Lincoln Continental Reserve 3.0L AWD RSP
The trunk is large at 473 litres (16.7 cu ft), and even includes a centre pass-through. (Photo: Karen Tuggay, Canadian Auto Press)

And therein lies the second rub, or alternatively an opportunity depending on how you look at it. Certainly most buyers capable of paying upwards of $80,400 for the E43 AMG or $83,000 for the M550i won’t even turn and glance at this top-line Continental that, with all options noted earlier retails for just under $80k before freight and fees. That’s lower than its German rivals’ entry points, with options driving their respective MSRPs into six-figure territory, making the Continental big-time value option. 

Making matters more interesting, 2018 models are still available as I pen this review in December. After all, Lincoln wouldn’t be cancelling it if Continentals weren’t just trickling off the showroom floor, a scenario that allows for a better than average opportunity to score a major discount, especially this time of year. So give yourself a big, beautiful Lincoln Continental for Christmas this year, or at least tease yourself by taking one for a ride. I guarantee you’ll be impressed.