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If you were smart enough to purchase a 2015-2016 Hyundai Genesis Sedan back when it was new you got an amazing deal. I remember testing a fully loaded 2015 example when it first came out, complete with…

New Car Reviews

2019 Genesis G80 3.3T Sport Road Test

If you were smart enough to purchase a 2015-2016 Hyundai Genesis Sedan back when it was new you got an amazing deal. I remember testing a fully loaded 2015 example when it first came out, complete with its fabulous 420 horsepower 5.0-litre Tau V8 in top-tier Ultimate trim and couldn’t believe the level of performance and premium quality available for just $62,000. Neither could my friend that managed Canada’s number one BMW dealership, who was shocked by its styling, interior quality, features and engine specs, stating at the time that he had nothing that could compete with it dollar for dollar.

As it was, you could acquire most everything just noted minus some top-level features and the potent eight-cylinder engine for a mere $43,000 back then, which made the base Genesis Sedan the best luxury car value for its time bar none. When the Hyundai variant was laid to rest and the new Genesis G80 appeared unchanged for the 2017 model year the price went up, but not significantly with all features added. In fact, the top-line G80 5.0 AWD Ultimate example I tested at the time was only $3,000 more than the previous Hyundai-badged version, and came with the benefit of concierge purchasing and servicing for a more premium ownership experience.

This said, base 2017 G80 Luxury trim saw a price increase of $5,400 from the previous 2016 Genesis Sedan Luxury trim’s $48,600 MSRP, while the previous $43k entry-level model was eliminated from the lineup. Hence, the 2017 G80 saw a significant base price hike of $11,000, resulting in sales plunging from the Hyundai-branded Genesis Sedan’s high of 1,513 units in 2014, and subsequently more modest results of 1,377 deliveries in 2015 and 961 during the 2017 calendar year (these last ones being discontinued 2016 model-year cars), to 433 examples of the Genesis-branded G80 throughout its first full year of 2017, plus 393 units for 2018, and 324 for all of last year.

Of course, these final numbers coincide with a general decline in four-door sedan deliveries (and cars overall), although when comparing sales results of the Genesis Sedan/G80 to the segment best-selling Mercedes-Benz E-Class (that also includes the E-Class sedan, coupe and convertible, plus the CLS four-door coupe), which only saw its deliveries drop from 3,789 units in 2014 to 3,452 in 2019, it’s a night and day situation.

Hyundai’s choice to create the Genesis brand certainly appears rosier when comparing the G80’s sales results the BMW 5 Series’ much more dramatic decline over the same six-year timespan, its 2,337 unit sales in 2014 falling to just 1,621 deliveries last year (not including a smattering of 6 and 8 Series models that also compete with the E-Class in this segment, these staying about even at just above 400 units), while Audi’s A6 went from 1,113 examples to 687 respectively (not including 876 to 608 A7s).

Of note, 1,119 G70 sales made 2019 somewhat brighter for the Genesis brand, albeit these rays of hope weren’t enough to cast off the shadow of just 82 G90 deliveries (the latter better than the mere 65 Equus models sold in 2014, however, and only slightly down on the Hyundai flagship’s 2012 high of 116 units).

Anyone with some business acumen knows that sales don’t necessarily translate into profits, but only the South Korean brand’s parent company, or a very skilled analyst with time to delve into the intricacies of the publicly trading automaker’s balance sheet, will be able to deduce whether Genesis’ price increases have added to the automaker’s overall bottom line, or if their reductions in volume posed any negative impact.

Suffice to say the Genesis brand is a long-term project, with the aforementioned GV80 mid-size luxury SUV and additional future crossover models expected to find many more buyers, but it’s interesting to note that Hyundai Motor Corporation’s share value (see HYMTF on the KRX) has weathered a fairly steady decline from 167,000 KRW ($138 USD; $188 CAD) in October of 2015 to 110,000 KRW ($91 USD; $124 CAD) as of July 16, 2020, a 34 percent downturn.

This is the sort of boring business fodder you may want to peruse while relaxing in the comfortable rear seat of a chauffeured G90, instead of cluttering your mind when at the wheel of the sportier G80. Hard numbers aside, all Genesis models are superb examples of modern engineering excellence that can easily keep up with their Teutonic and Japanese competitors, while they’re also very easy on the eyes, highly refined with impressively finished materials, stocked full of the latest tech, convenience and luxury amenities, and fully deserving of being ranked alongside comparative Mercedes, BMW, Audi, Lexus and other premium-branded models, heritage aside. Truly, the only negative thing I can say about today’s G80 is its six-plus-year-old design, although being particularly attractive and somewhat exclusive it still looks surprisingly fresh.

That’s a good thing, because the only change from 2019 to 2020 is the removal of the CD changer, which by perusing our photo gallery can be seen on my test model’s centre stack. The rest of the car is identical in every way, which is no bad thing. This said the G80 will undergo a complete redesign for 2021 with styling that more closely resembles the new G90 up front (particularly the grille) with plenty of GV80 details thrown in all-round for good measure, while its sweptback rear window and deck lid remind me a bit of the Audi A7. In other words, it looks great.

As it is, there are plenty of good reasons to purchase a 2019 or 2020 G80 while you still can, with possibly the most notable being the ability to acquire factory leasing and financing rates from zero percent. A quick scan of the 2019 Genesis G80 Canada Prices page or 2020 Genesis G80 Canada Prices page at CarCostCanada will inform you of this deal, while you can also choose any trim and build your G80 right there, while opting for a CarCostCanada membership will give you info on leasing and financing deals for the majority of vehicles currently sold new in Canada, as well as other manufacturer incentives such as rebates, while CarCostCanada also provides dealer invoice pricing that could save you thousands when negotiating your deal. Find out how it works now and while you’re at it, download the free CarCostCanada app from the Apple Store or Google Play Store.

Speaking of Apple and Google, CarPlay and Android Auto come standard in every 2019 and 2020 G80, but before I delve into more of the model’s standard and available features I should mention that trims and prices stayed the same in 2018, although Genesis added a new 365 horsepower 3.3-litre twin-turbocharged V6 engine to the G80 line, along with a new $62,000 Sport trim level sold exclusively with this high-output engine, while base Luxury trim was dropped for 2019, making the 311 horsepower 3.8-litre V6-powered Technology the new base G80 model at $58,000. The same three-model lineup is available once again for 2020, with pricing for the V8-powered Ultimate trim still unchanged at $65,000.

If you’re considering a move up to the Genesis brand from a Hyundai model like the Elantra or Sonata, its feature set probably won’t impress you all that much. After all, Hyundai has long made a name for providing a lot more functionality than its peers for similar if not better pricing, but nevertheless the base G80’s menu does kick things up a notch.

Standard items include LED daytime running lights and taillights, 18-inch alloy wheels, proximity-sensing keyless entry with a hands-free power opening/closing trunk lid, open-pore genuine hardwood interior inlays, a heated steering wheel rim, a power-adjustable steering column, a 7.0-inch colour multi-information display/digital gauge cluster, a head-up display, a 9.2-inch centre touchscreen with navigation, a 17-speaker audio system, an auto-dimming rearview mirror, LED cabin lighting, a panoramic sunroof, a 16-way powered driver’s seat, a 12-way powered front passenger’s seat, Nappa leather upholstery, heatable front and rear outboard seats, ventilated front seats, and a host of advanced driver assistive systems such as automatic emergency braking with pedestrian detection, blind spot detection, lane change assist, lane keeping assist, lane departure warning, rear cross traffic alert, adaptive cruise control, and driver attention alert.

Both Sport and Ultimate trims replace the base model’s bi-xenon headlights with full LEDs, plus add 19-inch alloy wheels, a microsuede headliner, and a slim credit card-like proximity key fob, while the Sport also includes a special set of 16-way powered front Sport seats that were oh-so comfortable and plenty supportive at the lower back and below the knees thanks to four-way power-adjustable lumbar support and a power-extendable lower cushion.

The two-tone light grey and charcoal black interior colour-way is truly attractive, the two shades separated by gorgeous gloss carbon fibre trim on each upper door panel and across the dash, while plenty of brushed aluminum accents brightened key areas throughout the cabin, some of the Lexicon speaker grilles even drilled out in a stylish geometric pattern. All switchgear exudes a feeling of quality too, while soft, pliable composites join up with a generous supply of Nappa leather for a plush, refined inner sanctum.

Really. Just go ahead and try to find any hard plastic. There is some, but it’s very difficult to locate, only including a few small pieces below the dash, which otherwise is covered in premium materials all the way down to the nether regions above the knees, including the glove box lid, while the inner doors are skinned with the very best soft synthetics and leathers from top to bottom, as are the top edges of the lower centre console. That console’s lower sides are made from harder plastic, but this is common amongst the majority of competitors so it’s not an issue. In fact, if you were to compare the G80 side-by-side against a new E-Class, for instance, which actually uses hard plastic on the lower door panels, you’d come away thinking that Genesis does a pretty good job of pampering its new owners.

This said Mercedes leads in digital wizardry, its latest E having been first in its family of updated models to incorporate the brand’s now trademark dual-display instrument cluster/infotainment touchscreen, a fully customizable design that makes most rivals seem antiquated at best. This is where the upcoming 2021 G80 will make the biggest gains over this outgoing model, the current car’s mostly analogue gauge cluster being bright, clear and easy to read, but not providing the wow factor of some competitors.

Likewise, for the infotainment system that’s fully functional and then some. It provides a nice graphical interface for the impressive Lexicon audio system noted earlier, its parking camera not only offers a rear view with active guidelines, but also a 360-surround overhead vantage point and multiple closeups as needed, while the climate control interface even shows each occupant’s cabin temperature setting on a lifelike interior graphic.

An elegantly square analogue clock is flanked by twinned panels of HVAC buttons and knobs just below on the centre stack, while a similarly useful audio interface rests under that, complete with the optical drive noted earlier. Additionally, USB and aux ports are housed in a lidded compartment in the lower console, right beside a wireless device charger that conveniently tilts towards front seat occupants.

Lastly, a nicely finished overhead console features a felt-lined sunglasses holder, LED reading and overhead lights, plus controls for the powered panoramic sunroof, which can be covered by a plush suede-like fabric shade that opens via a separate powered switch. On that note, the roof liner and all the pillars are finished in the same luxurious psuede material, as are the two front sun visors.

The G80’s driving position is excellent, made even better by the aforementioned sport seats, while the rear seating area’s spaciousness is about average for the class. When the driver’s seat was set up for my somewhat long-legged, short-torso five-foot-eight frame I had about eight inches room ahead of my knees, lots of legroom to stretch out my lower extremities, plus about four inches to the door panel next to my hips and shoulders, and approximately three inches of airspace over my head. This should allow comfort for most body types.

I wouldn’t say the rear compartment is overly generous with features, but your outboard passengers will get LED reading lights just below the grab handles situated just above the side windows, plus separate vents with scrolling heater controls emanating from within the backside of the front centre console. There are also some very nice pop-out magazine holders on the front seatbacks, and those seatbacks are beautifully finished with what looks like leather all the way down to their bases. This in mind, the rear door skins are as nice as those up front, while a folding centre armrest features the usual dual cupholders as well as controls for the three-way outboard seat warmers noted earlier. Lastly, classy metal clothes hooks on the backside of the B pillars are nice additions.

The trunk is also large at 433 litres (15 cubic feet), but take note the rear seats don’t fold for longer cargo, with items like skis needing to alternatively fit within a relatively small and narrow pass-through down the centre or not at all.

Back up front, along with a fresh set of headlights, a revised lower front grille, reworked front and rear facias, new standard 18-inch wheels, a fresh set of primary instruments, the analogue clock noted earlier, and new premium speaker grilles, one of the big changes for last year’s G80 was a redesigned shifter knob, which is now a slicker looking leather-wrapped, metal-surrounded design that merely moves rearward into drive and forward into reverse, plus into the centre for neutral.

This is due to a new eight-speed automatic below the surface, and I must say that it’s much easier to find neutral with the G80 than with electronic shifters used in some other cars, such as with Chrysler’s 300. One of the benefits of an electronic shifter is a button for Park, or you can simply turn the ignition off and it will go into Park automatically, while Genesis includes a drive mode indicator includes Normal, Eco and Sport selections, with Eco noticeably subduing the G80s performance and therefore enhancing fuel economy, which is fairly good considering all the power available at 13.8 L/100km in the city, 9.7 on the highway and 11.9 combined as tested (the base engine is good for a claimed 13.4 city, 9.6 highway and 11.7 combined, while the V8 manages a projected 15.6, 10.4 and 13.2 respectively), and Sport mode sharpening its drivetrain and tightening its suspension for much more engaging performance.

With 365 horsepower on tap the G80 Sport uses the much-lauded powertrain as found in the new Kia Stinger, and while this is great because the latter has become a performance icon amongst import fans, keep in mind the Genesis weighs 100 to 200 kilos more depending on features, so its pull isn’t quite as dramatic off the line. It’s still impressive, however, with all four of my tester’s 245/40R19 Continental’s immediately biting into the tarmac below thanks to Genesis’ HTRAC all-wheel drive, allowing for wonderfully quick launches from standstill and seemingly never-ending highway passing power. I certainly wouldn’t have reason to upgrade to the Tau V8, the turbo-six making a satisfying growl at full throttle, if not the eight’s sonorous bellow and lovely burble at idle.

There’s a little less weight over the front wheels of the V6-powered example, which is always helpful amid tight, fast-paced corners, which the G80 Sport manages very well, incidentally. In fact, despite this car’s 2,120-kg (4,674-lb) curb weight it feels rather really light on its feet, so to speak, and surprisingly agile no matter how it’s thrown into a curve, within reason. It was also one of the nicest, easiest cars I drove around town in all year, so much so it would be ideal for a novice wanting to improve their skills. Its ride quality is smooth, its cabin is quiet and cocoon-like, and just plain comfortable all the time.

Yes, the G80 Sport truly is a superb car. Genesis has been fine-tuning it for years, which likely means it’ll be one of the more dependable mid-size luxury sedans currently available, but just in case something goes wrong it’s backed much longer than any luxury competitor at five years or 100,000 kilometres, which means you get almost comprehensive coverage for mechanical problems or any other issue, plus complimentary scheduled maintenance as well as the convenience of home or office (or these days home office) car pickup via their valet service. That’s one of the best reasons to choose a new Genesis.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

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

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

New Car Reviews

2019 Volvo S60 T6 AWD R-Design Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Infiniti gave its only relevant sedan a mid-cycle refresh last year, updating the Q50’s grille, front fascia, headlights, taillights, rear bumper and more, so 2019 doesn’t see any visual changes other…

In Our Garage

2019 Infiniti Q50 Signature Edition

Infiniti gave its only relevant sedan a mid-cycle refresh last year, updating the Q50’s grille, front fascia, headlights, taillights, rear bumper and more, so 2019 doesn’t see any visual changes other than a new Canada-exclusive standard “I-LINE” cosmetic treatment specifically for the now renamed I-Line Red Sport 400 model.

Just like eyeliner, the I-Line upgrade, which was actually derived from “Inspired Line,” blackens the grille surround in the same fashion as last year’s glossy black fog lamp bezels and diffuser-style rear bumper cap, while the rear deck lid spoiler gets upgraded to high-gloss carbon fibre and wheel wells are filled with a special “custom imported” glossy black finish set of 19-inch alloys. I-Line trim further helps to visually differentiate Infiniti’s sportiest 400-horsepower Q50 from lesser trims in the lineup, a smart move considering the $7,700 leap from the already quick 300 horsepower Q50 3.0T Sport AWD.

Both 300 and 400 horsepower versions of the Q50 source their power from the same turbocharged 3.0-litre V6 engine in different states of tune, while the other big change for 2019 is the elimination of the Mercedes-Benz-sourced 2.0-litre four-cylinder that continues to make 208 horsepower in other markets where it’s still offered, like the U.S.

All remaining trims utilize Infiniti’s seven-speed automatic transmission with manual shift mode and downshift rev matching, the latter a rarity in this class, while Infiniti’s “Intelligent” all-wheel drive system comes standard as well.

Keeping up with the Jones’s, 2019’s biggest Q50 addition is the inclusion of Predictive Forward Collision Warning (PFCW) and Forward Emergency Braking (FEB) as standard equipment, which means these critical accident avoidance systems are now part of the Luxe model, Luxe being the base trim level in the Q50’s recently revised grade structure.

Without going into detail about each trim, the Q50 3.0T Luxe AWD starts at $44,995 plus freight and fees, and the model in our garage this week, the Q50 3.0T Signature Edition starts just a hair higher at $46,495, whereas the aforementioned Q50 3.0T Sport AWD enters the picture at $48,495, and newly revised I-Line Red Sport 400 starts at $56,195.

With all of that out of the way, there’s nothing remotely base about the twin-turbo V6 behind the Q50’s trademark grille, thanks to the 300 horsepower noted a moment ago, and the direct-injected mill’s equally impressive 295 lb-ft of torque (well, almost equally impressive). I’ve waxed poetic about this engine before, and I’ll probably do so again in my upcoming review, not to mention go on at length about the seven-speed gearbox and “Intelligent” AWD system, that’s actually pretty smart.

Some upgrades specific to our tester’s Signature Edition trim that you might find interesting include the exact same performance-oriented exterior styling details as the Sport, particularly the sharper gloss black lip spoiler and deeper black fog lamp bezels up front, and a less aggressive version of the black and body-colour diffuser-infused rear bumper mentioned earlier, while both models make use of the same more conventional silver-painted 19-inch alloy wheels on 245/40 all-season run-flat performance tires, an upgrade over the base Luxe model’s 18-inch rims on 225/50 all-season run-flat performance rubber.

Lastly, both trims get silver “S” badges on the front fenders, but strangely the Signature Edition gets a unique rear deck spoiler just above its own “Signature Edition” decklid badge, whereas the Sport makes do with no rear spoiler at all, although it gets a silver “S” badge next to its Q50 nomenclature.

Signature Edition and Sport trims also feature the same Sport Type seats with driver-side powered lumbar support and powered torso bolsters, plus manual thigh extensions for both front occupants, while both models’ surrounding decorative inlays are finished in genuine Kacchu aluminum.

Pretty well every other feature is shared with the Q50 Luxe, which is why there’s only $1,500 separating the two trims, so along with all of the items above the Q50 Signature Edition includes standard auto on/off LED headlights with LED daytime running lights, LED fog lamps and front turn signals, LED brake lights, aluminum “INFINITI” branded kick plates, proximity-sensing keyless entry, pushbutton ignition, Infiniti’s “InTuition” for storing climate, audio and driving preferences within each “Intelligent Key”, welcome lights on the front exterior door handles, rain-sensing wipers, an auto-dimming rearview mirror, a garage door opener, micro-filtered dual-zone auto climate control, Infiniti InTouch infotainment with 8.0-inch upper and 7.0-inch lower displays, a rearview camera, Bluetooth phone and streaming audio, six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume, two USB ports, a heatable steering wheel, heated front seats, powered front seats, a powered moonroof, and more.

Of note, a number of features that were previously optional are now standard with the move up to the base V6 powerplant, including remote engine start, Infiniti InTouch navigation with lane guidance and 3D building graphics, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text and vehicle info, power-adjustable lumbar support for the driver, and 60/40 split-folding rear seatbacks with a centre pass-through.

At the other end of the trim spectrum, the only real changes to previously noted Sport trim are actually performance oriented, such as steering wheel-mounted paddle shifters, a unique sport-tuned dynamic digital suspension, and identical sport brakes to the Red Sport 400, which boast four-piston front calipers and two-piston rear calipers, while the two sportiest trims also get exclusive front seat-mounted side-impact supplemental airbags.

Speaking of features not available with this Signature Edition, only Sport trim gets the option of electronic power steering, while Infiniti’s exclusive drive-by-wire Direct Adaptive Steering (DAS) system is available on all trims except for the Signature Edition, as is the auto-leveling adaptive front lighting system (AFS) with high beam assist, a power-adjustable steering column with memory, an Around View Monitor (AVM) with Moving Object Detection (MOD), premium 16-speaker Bose Performance audio with Centerpoint technology, front and rear parking sensors, Intelligent Cruise Control with full speed range (ICC), Distance Control Assist (DCA), Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP) with Active Lane Control, and Backup Collision Intervention (BCI) with Cross Traffic Alert (CTA).

Features not available with the Signature Edition, optional with the Sport and standard with the Red Sport 400 include auto-dimming side mirrors with reverse link and memory, plus Infiniti’s Advanced Climate Control System with auto-recirculation, Plasmacluster air purifier and Grape Polyphenol Filter.

All of this seems to place the Q50 Signature Edition in a unique value position, offering plenty of Sport trim features yet limiting its choice of options to colours, of which include the same five offered in Sport trim, and interior themes, which just like the Sport can be had in Graphite (black) and Stone (grey) interior motifs. By the way, the base model can be had with a Wheat (tan) interior, while dark-stained gloss maple hardwood provides a more traditional luxury ambiance, plus you’ll lose the option of Mocha Almond (brown metallic) paint when moving up into the sportier Q50 trims, but you gain Iridium Blue in both Signature Edition and Sport trims, whereas Red Sport 400 buyers get exclusive Dynamic Sunstone Red.

Well that was a more comprehensive overview than I had planned, so I’d better show a tiny bit of restraint and call it quits for this garage piece until the full road test review gets published later. We’re still driving it after all, so make sure to browse through the gallery provided above, and remember that all of the prices quoted in this review can be found in detail, broken down into trims with packages and options, at CarCostCanada, along with important manufacturer rebate info and dealer invoice pricing (yes, the price they pay) that could save you thousands. Check them out and be sure to come back here soon for the review…

Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60…

Latest News

Infiniti introduces new Canada-exclusive Q50 and Q60 I-Line Red Sport 400 models

2019 Infiniti Q60 I-Line Red Sport 400 — Infiniti has refreshed its 2019 Q50 and Q60 (shown) Red Sport 400 models with new more aggressive I-Line upgrades this month. (Photo: Infiniti)

Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60 sports coupe.

Specifically, Infiniti is in the process of replacing the Q50 and Q60 Red Sport 400 models available last year and earlier this year with the new Q50 I-Line Red Sport 400 and Q60 I-Line Red Sport 400, which means that buyers spending the $7,700 needed to move up from the 300 horsepower Q50 3.0T Sport AWD, or $9,500 to do the same from the Q60 3.0T Sport AWD, to get into one of the 400 horsepower I-Line Red Sport 400 models, now get more visual bang for their buck.

2019 Infiniti Q50 I-Line Red Sport 400 — Updated Q50 (shown) and Q60 I-Line Red Sport 400 models feature sportier glossy black 19-inch alloys. (Photo: Infiniti)

I-Line, which Infiniti says was derived from “Inspired Line,” blackens both models’ grille surrounds so that they more closely tie in with the glossy black fog lamp bezels and diffuser-style rear bumpers found on the outgoing Red Sport 400 cars, while the rear deck lid spoiler has been upgraded to high-gloss carbon fibre, and wheel wells are now filled with a special “custom imported” glossy black finish set of 19-inch alloys.

These changes make both I-Line Red Sport 400 models appear as if they have larger more imposing grilles, while the black alloys go further toward creating a more powerful, menacing look. The outgoing Red Sport 400 cars already featured glossy black rear deck lid spoilers, but replacing these composite lip spoilers with more sophisticated carbon fibre ones helps to elevate the two cars into BMW M and Mercedes-Benz AMG territory, befitting of performance models making 400 horsepower apiece.

Behind all that thrust is a twin-turbocharged, direct-injection 3.0-litre V6 that also produces 350 lb-ft of maximum torque from just 1,600 rpm, which is connected to Infiniti’s “Intelligent” all-wheel drivetrain via an advanced in-house produced seven-speed automatic transmission featuring manual shift mode and downshift rev matching, the latter function rare in this segment.

“We are delighted to showcase the I-LINE editions which have been created with a vision to be further developed into an INFINITI Canada sub-brand,” says Adam Paterson, managing director of INFINITI Canada. “We are building on the Q50 and Q60’s award-winning engine and engineering excellence, to add even more eminent style.”

Pricing for the 2019 Q50 I-Line Red Sport 400 sport sedan starts at $56,195, while the 2019 Q60 I-Line Red Sport 400 sports coupe can be had for $65,295. Both models, which are available across Canada this month, can be fully configured at CarCostCanada, with full pricing of trims, packages and individual options available, plus otherwise hard to find manufacturer rebate info and dealer invoice pricing that could save you thousands.

Also, take note that many Canadian Infiniti retailers will still have outgoing 2019 Q50 and Q60 Red Sport 400 models available, which they’ll probably be more than willing to sharpen their pencils on in order to make a deal.

Acura does well in almost every Canadian market segment it competes in. As calendar year 2018 ended the RDX sat within the top three of 15 compact luxury SUV competitors, while the MDX was fifth out of…

New Car Reviews

2019 Acura TLX Tech Road Test

Acura does well in almost every Canadian market segment it competes in. As calendar year 2018 ended the RDX sat within the top three of 15 compact luxury SUV competitors, while the MDX was fifth out of 21 mid-size premium crossovers and number one amongst dedicated three-row rivals. What about cars? The ILX was mid-pack in its entry-level luxury segment, and surprisingly the top-line RLX Sport Hybrid mid-size four-door was just one of two cars to show positive sales growth in a sector that’s been getting hammered by the aforementioned SUVs, although its actual final sales tally placed it second to last out of 17 competitors. Truly, Acura’s best sales success in Canada’s car sector is summed up in the TLX.

A total of 17 models compete in the compact luxury car D-segment, led by such notable names as the Mercedes-Benz C-Class, Tesla Model 3 (if you can trust their sales numbers that seem very suspect), BMW 3 Series, and Audi A4, which makes the TLX’ eighth position quite credible, albeit not as good as its previous best-of-the-rest status. Despite a thorough facelift last year, some of the shine has come off this car in recent years, or at least the Lexus IS and Infiniti Q50 have now passed by on the sales charts. The latter Japanese sport-luxury sedan is one of a handful that grew sales last year, the other direct four-door competitor being the C-Class, which means other than the Jaguar XE that slid rearward by 27.8 percent, the TLX’s loss of 25.2 percent made for the worst backward move in its four-door compact luxury segment. Yikes!

If you remember, I started this review by claiming that Acura does well in almost every Canadian market segment it competes in, not all. And to be honest, I thought this was going to be a positive story that would look good on the car and brand, because in previous years the TLX always held a solid fourth place behind the C-Class or 3 Series (depending on which one came first) and the A4, but to see it slide to sixth amongst its four-door sedan rivals was a shocker. Rather than analyze possible reasons why, I’ll steer away from that rabbit hole and instead talk about my experience with the car at hand, at which point maybe you’ll understand why I’m perplexed at its shaky sales results.

The TLX has only been with us since 2014 when it arrived as a 2015 model. It came about by combining the smaller TSX with the larger TL, in spirit at least, resulting in a just-right-sized D-segment sedan. What I mean by that is it’s still a bit larger than most competitors, measuring 61 millimetres (2.4 inches) longer than its nearest challenger at 4,844 mm (190.7 in), albeit coming up 74 mm (2.9 in) short in wheelbase length when compared to that Q50, which was the longest next to the fractionally (0.1 mm) longer wheelbase of the C-Class. Its 1,854-mm (73.0-in) width (without mirrors) is widest in its class by 12 mm (0.5 in), while its 1,447 mm (57.0 in) height is tallest by a hair, or rather 4 mm (0.15 in). So if you want more luxury car for similar money, or more precisely quite a bit less money, the TLX should be high on your list.

The 2019 TLX starts at just $34,890 plus freight and fees, which is closer to the entry-level models of all brands just mentioned than anything sized and equipped like this Acura. Some quick comparisons have the segment’s next most affordable Cadillac ATS starting at $37,845, the Audi A4 at $39,800, the Lexus IS at $41,050, the Volvo S60 at $42,400, the Jaguar XE at $43,900, the Infiniti Q50 at $44,995, the Genesis G70 at $45,500, the Mercedes-Benz C-Class at $46,100, and the BMW 3 Series at $49,000, or in other words the TLX has every competitor beaten on price by a long shot.

By the way, all pricing was sourced at CarCostCanada, which not only provides all trims, packages and standalone options, but also lets you know about available rebates that might help you save money when it comes time to make a deal, plus even better, you can access dealer invoice pricing that could save you thousands.

Just in case you’re thinking that Acura’s most basic D-segment entry must shortchange its owner something awful for under $35k, the base TLX gets full LED headlamps with automatic high beams, remote engine start, proximity access, pushbutton ignition, an electromechanical parking brake, a colour TFT multi-info display, Adaptive Cruise Control (ACC) with Low Speed Follow, an auto-dimming rearview mirror, an excellent multi-angle rearview camera with dynamic guidelines, dual-zone automatic climate control, a leather-wrapped steering wheel, a 10-way power driver’s seat with two-way powered lumbar, remote-linked two-way memory for the driver’s seat, side mirrors and climate control, a four-way powered front passenger’s seat, heated front seats, an 8.0-inch On Demand Multi-use Display (ODMD) above a 7.0-inch capacitive touchscreen with Apple CarPlay and Android Auto smartphone integration, seven-speaker audio, satellite radio, active noise cancellation, a Homelink universal garage door opener, a powered moonroof, and much more.

On top of that impressive list, all TLX trims boast standard AcuraWatch advanced driver assistance systems including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS) with Heads Up Warning, Lane Departure Warning (LDW) with steering wheel haptic feedback, Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM), plus the segment’s usual array of active and passive safety features, including an airbag for the driver’s knees, while Blind Spot Information (BSI) with a Rear Cross Traffic Monitor come as part of my tester’s second-rung Tech trim.

That’s right. We were able to test a less equipped trim this time around, ideal because plenty of buyers choose this well equipped model that still manages to slip under the base price points of most competitors at $38,590. Along with the safety upgrades, Tech trim adds rain-sensing wipers, power-folding side mirrors, an accurate navigation system with detailed mapping, voice recognition, the AcuraLink connectivity system, great sounding 10-speaker ELS Studio audio, hard disk drive (HDD) media storage, an always welcome heatable steering wheel rim, heated rear outboard seats, and last but hardly least perforated Milano leather upholstery replacing the standard leatherette.

Features in mind, I was disappointed that TLX buyers are forced to step up to Elite trim, which is only available with a V6 and all-wheel drive, to access a number of fairly basic luxury items such as auto-dimming side mirrors, rear parking sensors (that come packaged with the front sensors included), and a wireless smartphone charger, while LED fog lamps only come standard with the Elite and sportier A-Spec models, the latter made available with the four-cylinder and front-wheel drive for 2019. Offering these optionally would be beneficial to those who prize fuel economy more than performance, and Acura could package in the Elite model’s excellent surround view camera and ventilated front seats too.

My tester’s interior was finished in classic Ebony black, needless to say a good match to its $500 coat of optional Platinum White Pearl exterior paint, making for an elegantly sporty four-door thanks to tastefully applied bright metal and glossy black detailing outside plus plenty of satin-silver accents and grey woodgrain inlays inside. Take note that Parchment tan interior could have been selected at no extra charge, so if a lighter interior is more to your liking Acura has got you covered.

Despite its entry-level luxury asking price the TLX Tech interior’s fit, finish and materials quality is fully up to par with its D-segment peers, thanks to a soft-touch dash top that wraps down around the instrument panel, even to the lowest edges of the centre stack. Likewise, front and rear door uppers are finished with the same premium padded material, while the long, curving door inserts are nice stitched leather, as are the armrests side and centre. Acura even finishes the glove box lid off with the same pliable surfacing, only coming up a bit short on the sides of the lower console and each lower door panel, all areas that many rivals also apply harder plastic. Of course, all pillars are fabric-wrapped, and the roofliner is nicely finished in a high-grade woven fabric.

The primary gauge cluster is a nice straightforward combination of metal-rimmed dials with a colour multi-info display at centre, the latter rather simple by today’s standards, but this more classic driving-focused cockpit is more than made up for in digital display acreage by Acura’s two-tiered infotainment system on the centre stack, the larger top monitor controlled by a big knurled metallic knob and row of surrounding buttons just below the smaller display, which is a touchscreen as noted earlier.

This second-generation dual-screen system was updated last year and now processes inputs 30-percent faster while also including the aforementioned branded smartphone integration, but be aware that a couple of features that function best with a touchscreen’s tablet-like pinch and swipe gesture capability, notably the navigation system’s map interface as well as both CarPlay and Android Auto, are shown up high on the larger display and therefore controlled more clumsily by the rotating knob and buttons below, while features like the climate control system, heatable front seats, and audio functions are found within the lower hands-on unit.

Other than the navigation map, the upper display’s graphics are rather drab with a basic grey/blue font and not much else to look at, while the screen resolution isn’t quite as fine as some others in the class, but this made me glad that Acura chose the more colourful map as the default function. The touchscreen’s graphics are certainly more appealing and also benefit from a higher resolution display with richer colours and deeper contrast.

Of note, you can adjust some of the climate functions via the narrow row of buttons and rocker switches just below the screen, and these are some of the tightest fitting, best damped switchgear in the business. This pretty well sums up most of the controls in the TLX’ cabin, although the buttons for the power windows and locks on the door panels seem like afterthoughts and therefore aren’t quite up to the same standard.

Adjusting the power side mirror controller on the same panel provided good rearward visibility, which when joined by plenty of glass in every direction, plus the auto-dimming rearview mirror and aforementioned multi-angle rearview camera, results in a car that’s easy to drive through congested city traffic and tight parking lots.

The multi-adjustable driver’s seat is very comfortable too, although I would have preferred four-way lumbar support to press more accurately against the small of my back, plus extendable thigh supports for cupping under the knees would’ve been nice as well. Still, the tilt and telescopic steering column extended the steering wheel far enough rearward to provide a comfortable seat distance for my legs while leaving my elbows properly bent for maximum control when resting the hands at 9 and 3 o’clock, plus all controls were within easy reach.

The rear seating area offers plenty of space too, plus excellent lower back comfort in the outboard positions. A large folding armrest provides a nice place for inside elbows when only two are seated abreast, plus the usual twin cupholders and a tiny open bin for holding snacks or what-have-you. Acura adds a couple of vents to the backside of the front console to keep rear passengers aerated, while providing three temperatures for the rear seat heaters is better than the usual two.

The TLX’ trunk provides a decent amount of space as well, measuring 405 litres (14.3 cubic feet) thanks to the car’s extra length mentioned earlier. Pull tabs release the 60/40 split seatbacks if you want to lower one side or both for longer cargo, but unless you’ve got something strong enough to push them forward with, like a set of skis, you’ll be forced to walk around to the side doors to drop them down anyway. Another shortcoming is the 60/40 split itself, which doesn’t include a centre pass-through and therefore limits the use of the seat heaters when transporting said skis or snowboard equipment—cue one whining tweenager now.

Cranking up the aforementioned ELS stereo might be a good way to drown out rear seat complainants, mind you, but then again you might find the sound of the high-revving base 2.4-litre engine more to your liking. This engine is right out of the previous-generation Civic Si, so that sonorous song and rorty exhaust note ideally complements its ability to rev all the way to 6,800 rpm. I’m not sure whether I like this V-TEC-infused mill more than the aforementioned 3.5-litre V6, and if it weren’t for the larger engine’s advanced SH-AWD, the FWD version might even be the sportier choice.

Don’t get me wrong as the V6 spits out a naughty growl of its own when getting hard on the throttle, but my nod in the four-cylinder’s direction has more to do with the excellence of its quick-shifting paddle-shift actuated dual-clutch eight-speed automated transmission than its 206 horsepower and 182 lb-ft of torque. Certainly the extra 84 horsepower and 85 lb-ft of torque would be had to pass up, but that engine’s nine-speed automatic kills its fun-factor, taking far too long between shifts to feel remotely sporty.

Getting the most out of the TLX drivetrain is Acura’s four-position “Dynamic Mode” driver settings, featuring default Normal, thrifty Econ, Sport and Sport + modes. The latter two really make a difference when pushing the envelope, but I left it in Econ mode when dealing with city traffic, as it was best for eking the most from a tank of fuel. Acura claims 10.0 L/100km city, 7.1 highway and 8.7 combined with the four-cylinder model, while the V6, that gets an engine idle stop-start system, does pretty well at the pump as well with a rating of 11.4, 7.7 and 9.8 respectively.

Another bonus with the smaller engine is less weight over the front wheels, so it feels nimbler when pressed hard through corners and is less likely to understeer, or push out the front wheels and drive straight when the tires break traction in the middle of a turn. On this note it’s pretty hard to upset the TLX’ nicely sorted front strut and rear multi-link suspension setup, despite the car’s smallish standard 17-inch alloy wheels and 225/55 all-season tires, but this brings up another shortcoming with both base and Tech trims, Acura doesn’t offer any wheel and tire upgrades. These lesser tires are easier on the wallet when it comes time to replace, however, and they help the TLX deliver a nice compliant ride. High-speed stability on the freeway is good too, with the car tracking nicely and wind noise kept to a minimum.

Once again, four-cylinder fans who want more can now opt for the TLX Tech A-Spec, a car I hope to cover in an upcoming review because it combines what I think is this model’s sportiest drivetrain with a sweet looking set of 19-inch rims on stickier 45/40 rubber, plenty of aerodynamic styling upgrades, and other niceties inside.

As it is, the 2019 TLX Tech is an attractive car thanks to last year’s refresh, highlighted by the brand’s now trademark “diamond pentagon grille,” tidier lower fascia, and sharper looking rear apron. It already included some of the best-looking LED headlamps and an attractive set of LED taillights, the former nicely revised, while its overall profile is long and sleek. Still, those updates were added to a car that was already three years into its lifecycle and now that it’s heading into its fifth will soon require a complete overhaul in order to keep its loyal followers from looking elsewhere.

That thought in mind, one reason for the TLX’s recent sales decline could be the introduction of Acura’s all-new RDX, which has no doubt lured away more than a few would-be sport sedan buyers. It truly is better than most rivals and therefore worthy of its success, which bodes well for an upcoming redesign to this TLX. A new version should arrive sometime next year, so fingers crossed they build on all that’s good with this current version, mix in much of what makes the new RDX great, and end up with a new TLX that at the very least reclaims best-of-the-rest status.

Until then, you can do a lot worse than the 2019 TLX, especially when factoring in expected reliability and stronger than average resale values that come from such a competitive value proposition at time of purchase. The TLX Tech is a very good car for a superb price, and even when loaded up with maximum performance and features the TLX Elite SH-AWD A-Spec slips under the $50k affordability barrier and therefore undercuts most competitors by thousands, let alone tens of thousands. You should consider it seriously.

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport…

New Car Reviews

2019 Volvo V60 Inscription T6 AWD Road Test

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport wagons and crossover-styled variations on the same five-door theme.

The first to arrive was the beautiful new V90 and V90 Cross Country duo, both having respectively replaced the old V70 and XC70 for the 2017 model year, albeit the former hasn’t been with us for a decade or so. Fast forward to 2019 and Volvo’s wagon lineup just expanded with all-new 2019 V60 and V60 Cross Country crossover models, and thanks to Volvo’s Canadian PR team leaving the sportier of the two in my driveway for three weeks last month we’ll be starting off closer to the ground.

I suppose referencing the more conventional V60 as sportier may not sit well with those who consider a trip down a gravel road with a kayak strapped to the top of the V60 Cross Country T5 AWD a more sport-oriented exercise than fast-tracking through a curving two-lane highway at the wheel of our V60 T6 AWD Inscription, not that the former car can’t manage the latter activity quite well, or vise versa. It’s just that the regular V60 is quicker when upgraded with its as-tested turbocharged and supercharged 2.0-litre four-cylinder engine, and as noted a moment ago sits a bit lower to the ground for better pavement-hugging handling, whereas the raised ride height of the Cross Country allows for greater ground clearance when traversing less hospitable backwater roads and trails. Either way, Volvo has you covered.

I suppose this is as good a time as any to talk powertrains, being that both V60 models incorporate Volvo’s innovative 2.0-litre four-cylinder engine, the T5 featuring turbocharging and the T6 adding the just-noted supercharger to the mix. The former makes a laudable 258 horsepower and 250 lb-ft of torque for thoroughly enjoyable performance from standstill up to highway speeds and beyond via eight quick-shifting automatic gears and standard all-wheel drive, whereas the latter puts 316 horsepower and 295 lb-ft of torque down to the road via the same all-wheel drivetrain.

By the numbers, the V60 T5 AWD allows for an energetic zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the T6 AWD cuts standstill acceleration runs down to 5.7 seconds while upping maximum velocity to 249 km/h (155 mph).

Volvo’s T6 engine seems to make a more sporting note at full throttle than I last remember, while the zero-to-100 times quoted a moment ago feel as good as they look. The drivetrain is especially engaging when set to Dynamic sport mode via the jeweled switch on the lower console, which heightens the performance of all controls. Bend it into a sharp, fast-pace curve and the V60 immediately takes on the role of unflappable sport wagon, providing an adept level of poise that almost seems too capable when simultaneously taking in its luxurious Inscription-trimmed surroundings.

The V60’s cabin is absolutely stunning, which caused me to leave the drive mode selector in Comfort more often than not, and Eco when I was paying attention, which together with auto engine start/stop provided best-possible fuel economy at a claimed 10.9 L/100km city, 7.7 highway and 9.5 combined with the as-tested T6 AWD, or alternatively 10.2, 6.8 and 8.7 for the less potent T5 FWD, and made the most of the impressively smooth ride and wonderfully quiet cabin, ideal for such resplendent accoutrements.

As already executed to near perfection in the crossover SUV classes, Volvo once again creates the D-segment leader for interior design and execution thanks to the highest grades of materials and the finest attention to detail. From its myriad soft-touch surfaces above the waistline and below, including plush perforated leathers, to its beautifully executed decorative metal accents and matte hardwood inlays, the V60 Inscription provides a richness and elegance that’s been sorely missing from this more compact five-door luxury category.

Then there’s comfort, which has always been Volvo’s strength. The Inscription seats are superb, and that’s even before making the myriad adjustments they allow for. The seat squabs extend forward, cupping below each knee, while the backrest side bolsters power inward or outward to fit most any body type, whether you want a snuggly hug or more relaxing support. Support in mind, four-way powered lumbar means you can position extra lower back pressure just about anywhere you want it, but surprisingly not all models the V60 competes against offer four-way powered lumbar. Then again some offer powered steering columns, which is not available with the V60, so therefore the Inscription’s two-way memory settings don’t affect the steering wheel, but if it were one or the other I’d optimize seat comfort and control.

Driver setup in mind, the V60’s tilt and telescopic steering column offers ample rake and reach for all bodily forms, my long-legged, short-torso five-foot-eight medium-build frame fully capable of clasping the leather-wrapped steering wheel rim with elbows optimally bent while my legs were easily within reach yet not too crowded by pedals, while plenty of small adjustments remained for tweaking during long road trips.

Looking forward, the gauge cluster is digital, which is nothing new for the V60 that along with its S60 sibling was one of the first cars in its class to offer a colour TFT display in place of the usual analogue primary instruments. Still, this 12.3-inch driver display, upsized from the base Momentum trim’s 8.0-inch unit, is a much more advanced bit of kit than the old V60’s. In fact, it takes up all available space below the instrument hood, and even better it defaults to the navigation system’s colour map that features 3D building block graphics that are fabulous fun to watch when tooling amongst the high-rises of any downtown core.

Of course, that map can be shown over on the V60’s standard 9.0-inch vertical centre touchscreen, Volvo’s Sensus interface continuing to be one of the best in the industry. It’s not that it wows with bright colours and exciting graphics, but rather because it’s more tablet-like than any of its rivals and therefore is easier to figure out. It features Apple CarPlay and Android Auto smartphone integration, all of the usual gesture controls, 4G LTE in-car Wi-Fi, responds 50 percent faster than earlier versions, although my tester’s otherwise excellent 360-degree surround parking camera was a bit lethargic at startup resulting in fashionably late appearances after I’d finished reversing out of my driveway when leaving in a rush, and thanks to an upgrade to the $3,750 optional 19-speaker 1,400-watt Bowers & Wilkins audio system provided sensational sound quality, while the satellite radio colour album cover graphics were wonderful.

Incidentally, that B&W stereo does more than just sound good, it improves the interior design thanks to a lovely little tweeter at dash central, featuring a stylish aluminum grille, while the similarly drilled aluminum door speakers let you see through to coloured cones within.

Those speaker grilles are surrounded by some of the only hard composite in the entire car, the rest of each door panel soft touch synthetic from top to bottom, excepting the armrest that’s covered in contrast-stitched leather. Likewise for the centre armrest/bin lid, the front edge of the dash top, and the instrument panel just below, which is why I was a bit miffed that Volvo chose not to finish the glove box lid to the same standard, leaving it hard plastic in a segment that normally softens this surface. Volvo leaves the sides of the centre console hard plastic too, but this is more than made up for by a beautiful set of satin-silver framed matte hardwood scroll-top lids for the connectors, tray and cupholders below.

Volvo chose not to add the same wood to the doors, but surrounding the steering column and just ahead of the front passenger are lovely sculpted sections next to an equally artistic inlay of flowing satin-silver aluminum, the V60’s interior design coming across much more zen-like than anything from Japan, or Germany for that matter.

I could continue on about cabin styling, the volume dial, vent controls, rotating ignition switch and cylindrical drive mode selector rimmed in a grippy diamond-patterned bright metal that sparkles as jewel-like as in any Bentley, while those aforementioned seats are as eye-arresting as sore back-alleviating, but there are still some as yet unmentioned details to cover.

For one, the V60 is spacious. In fact, I think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to 124 mm (4.9 inches) more length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, although I wasn’t able to substantiate this claim due to my previously noted five-foot-eight height. Nevertheless, I can attest to an obvious increase in cargo space, the new V60 boasting 20 percent more than the outgoing car.

Reason enough for its growth is Volvo’s new Scalable Product Architecture (SPA) that also underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover. Everything riding on SPA gets regularly praised by owners and auto pundits alike, with aforementioned ride-quality and quietness given near universal accolades, so it only makes sense the V60 delivers to the same high level.

I’ve touched on features throughout this review, but have yet to go into trim details, so without further adieu the base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 yet includes standard LED headlamps, rain-sensing wipers, a powered panoramic glass sunroof, dual-zone auto climate control, leather upholstery, power-adjustable heated front seats with driver’s memory, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, and much more.

Of course, plenty of safety gear comes standard too, including standard City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, and more.

Of special note, the new V60 introduces an Oncoming Braking system that, if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h before impact, which could potentially save lives and certainly minimize injury.

I won’t go into all standard and optional features available with base Momentum or $55,400 Inscription trim, although if interested feel free to check out my previous story that covered everything in detail, so suffice to say the latter as-tested model gets a special chromed waterfall grille, cornering headlights, fog lamps, a really nice leather-wrapped and metal edged key fob, Power Steering Personal Settings with low, medium or high assistance, the gorgeous Driftwood decor inlays, digital gauge cluster and four-way powered lumbar noted earlier, Nappa leather upholstery that’s perforated for allowing through forced ventilation up front, etcetera.

Option out a V60 Inscription T6 AWD and you can have the same $1,000 19-inch multi-spoke alloys as seen on my test car, the previously noted audio upgrade, $1,300 massaging front seats and a $1,150 graphical head-up display. Additionally, my tester included a $1,250 Climate Package with heated Aquablades windshield wipers, a much-welcome heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s Pilot Assist semi-autonomous drive system that uses the Adaptive Cruise Control, Lane Keeping Aid and other advanced driver assistance features to keep the V60 within its chosen lane, plus a Homelink garage door opener and a compass; plus an $1,800 Vision Package with the aforementioned 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming side mirrors, and blindspot monitoring with rear cross traffic alert.

And by the way, all 2019 Volvo V60 pricing was sourced from CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

The only V60 attribute that arguably outshines all of the above is exterior styling, which to my eyes makes it the best-looking sport wagon in the compact luxury D-segment, and possibly the most attractive combination of new Volvo design elements to date. I love the shape of the new grille and the way the headlamps flow rearward over the front fenders, not to mention the motorsport-inspired wing strut design of the lower front fascia. Yet most of all I like this wagon’s profile, culminating at two of the most unorthodox taillights on today’s market, the V60’s sharply cut L-shaped lenses paying obvious tribute to Volvo’s recent past, but all-new and totally unique as well.

It won’t be hard for you to tell that I really like the look of this car, and I must admit to liking everything else about it too. It made the recent holiday season all the more enjoyable and helped ring in the first week of 2019 with style, comfort and all-round class.

In our garage this week is the all-new 2019 Volvo S60 in its sportiest R-Design trim. It’s a critically important redesign arriving at a time when the majority of buyers are more interested in crossover…

In Our Garage

2019 Volvo S60 R-Design T6 AWD

In our garage this week is the all-new 2019 Volvo S60 in its sportiest R-Design trim. It’s a critically important redesign arriving at a time when the majority of buyers are more interested in crossover SUVs, so should Volvo be worried?

Time will tell if the Swedish brand manages to take back market share lost while waiting half a decade longer than usual for a redesign, but once again offering this four-door sedan along with sport wagon and more rugged crossover SUV-style tall-wagon variants will certainly help attract more buyers.

Hot off the heels of three wonderful holiday weeks with the just noted 2019 V60 sport wagon, we eagerly dive right into this new-from-the-ground-up S60. Of course, you won’t find many of our opinions in this garage review, leaving such experiential talk for an upcoming road test review, but there’s certainly opportunity to share some background info as well as a bucketful of meaty info morsels that would-be buyers and otherwise interested parties should find useful.

The first S60 arrived at the turn of the century for the 2001 model year, a great looking update to the more conservatively penned 1997–2000 S70 that took over from the even boxier 1992–1997 850, which followed the much more sharply cut 1985–1991 740/760/780, the now classic 1974–1985 200 Series, the more shapely 1968–1975 164 Series and 1966–1974 140 Series, the beautiful 1956–1970 120 and 130 Series, and finally the one the started them all, the truly classic 1943–1958 PV444/544 (excuse us if some of the dates aren’t 100-percent accurate). Ok, that was a lot more history than was needed, but it goes to show how far the tentacles of this model reach back into yesteryear, and how much historical significance Volvo brings to the automotive industry.

Even more importantly, the new S60 is the final piece in Volvo’s rebranding puzzle for North American markets, unless they decide to bring us a revived V40 to go along with the similarly sized XC40 crossover SUV that was introduced last summer, or further expand their lineup with a reincarnated C30, S40, C70, S80, or who knows what? Volvo already offers Canada’s luxury market an impressively large lineup of models and therefore doesn’t likely need to water down its efforts by filling more niches, but we’re happy to see it continue with mainstay products like the S60 despite some market weakness amongst four-door sedans in recent years.

As it is, this new third-generation S60 should cause today’s smaller group of premium car lovers to sit up and take notice, thanks to design details that have proven favourable to the majority of the Scandinavian automaker’s loyal owners as well as most auto industry critics when seen on other Volvo models.

While once again uttering “Thor’s Hammer” LED headlights might nauseate regular readers as much as the words delighted when Volvo first coined them for the then-new XC90 in 2014, they’re an integral part of the new S60’s frontal design, just like the mostly rectangular crested grille in between. Likewise, the C- or hook-shaped LED taillights provide an original look from its backside, the new S60 getting a similar set of rear lenses to those found on the larger S90 sedan.

Speaking of larger, the compact (or mid-size, depending on market) D-segment S60 has (surprise, surprise) grown from the outgoing 2010–2018 iteration to this new 2019 model, its length now 133 mm (5.2 inches) longer at 4,761 mm (187.4 in) with a 96-mm (3.8-in) longer wheelbase of 2,872 mm (113.1 in), but unusually it’s now 15 mm (0.6 in) narrower at 1,850 mm (72.8 in), and sports a 53-mm (2.1-in) lower roofline than its predecessor.

Of course, the longer wheelbase aids rear legroom, which some criticized as a shortcoming on the previous car, although the real reason for an elongated S60 probably comes down to the Chinese market and their love of limousine-like rear quarters. The outgoing S60 was already available in China as the long-wheelbase S60L (with a 79-mm/3.1-inch wheelbase stretch and 76 mm/3.0 inches more rear legroom) in order to cater to regional tastes (the Chinese-made model was also offered in the U.S. with Inscription trim). Competitive luxury brands provide long-wheelbase variants of their D-segment offerings in China too, but only Volvo has Chinese parentage (Geely) and will therefore probably sell more S60s in its second home market than in North America, or possibly even Europe, so they might as well make one elongated S60 to serve all.

Speaking as one who resides in Richmond, BC, made up of 53-percent Chinese-descent Canadians that continue to enjoy most of the same personal and collective tastes originated in the Sinosphere, what works in Beijing, Shanghai, Guangzhou, Shenzhen and the rest of China’s largest and wealthiest cities, not to mention those hailing from the “Special Administrative Region” of Hong Kong, will likely work here, or for that matter in Richmond Hill, Ontario, Richmond, Virginia, Richmond upon Thames, London, UK, etcetera (Richmond is the most common place name in the world, or so claims British author and toponymist Barclay Simpson who lives in the original Yorkshire, England town).

The S60 is far from common, however, and I’m not just commenting on how few you’ll find on the road compared to segment leaders like the BMW 3 Series, Mercedes-Benz C-Class and Audi A4. Despite the second-generation S60’s length of tenure it’s still fared pretty well, but this new model should excite longtime fans of the model and may even cause some bored with things Swabian to contemplate a Swedish way of life. And by that we don’t mean simplistic minimalism, as has often been Scandinavian design dogma, but rather lavish luxury, this especially true in aforementioned over-the-top Inscription trim.

Unlike the V60 we spent time in over the holidays, the new 2019 S60 is available in more trims due to an expectedly higher take-rate. The V60 could only be had as a base Momentum or top-line Inscription, but the S60 provides both of these grades as well as sportier R-Design and sportiest Polestar Engineered guises, the latter boasting the brand’s hybridized plug-in powertrain that ups performance to 400 horsepower and 400 lb-ft of torque via the same turbocharged and supercharged 2.0-litre four-cylinder as offered with T6 powered models.

Along that stream of thought, most S60 buyers will opt for T5 FWD or T6 AWD powertrains, the former, which is only available in Momentum trim, featuring the same 2.0-litre four without the supercharger for 250 horsepower and 258 lb-ft of torque, and as the three-letter acronym states drives the front wheels, while the latter, which is available with Momentum trim and comes standard with the R-Design and Inscription, makes a more soul-stirring 316 horsepower and 295 lb-ft of torque and turns all four wheels.

Both engines come standard with auto engine start/stop that helps to reduce emissions and fuel consumption by shutting the engine down when it would otherwise be idling, this aiding the base T5 FWD to achieve a claimed five-cycle rating of 10.2 L/100km in the city and 6.8 on the highway, while the new T6 AWD is good for an estimated 10.9 city and 7.7 highway, and plug-in T8 Polestar is rated at 9.1 city and 9.1 highway.

The 2019 S60 Momentum T5 FWD starts at $42,400 plus freight and fees, which is only $250 more than last year’s version despite its all-new design and upgraded everything, and comes standard with those aforementioned LED headlamps, 17-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, an eight-inch driver display, Road Sign Information (RSI), a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, rear parking sensors, a backup camera with dynamic guidelines, Apple CarPlay and Android Auto, voice activation, two USB ports, Bluetooth phone connectivity with streaming audio, Volvo On-Call with remote start and vehicle tracking, 170-watt 10-speaker audio, satellite radio, leatherette upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, power-folding rear seat headrests, dual chromed tailpipes, and more.

This being a Volvo means plenty of safety gear comes standard too, so therefore all 2019 S60 trims get City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Of special note, if sensing an imminent head-on collision the new oncoming braking system will automatically activate maximum braking force two-tenths of a second before impact. Volvo claims this feature reduces vehicle speed by 10 km/h ahead of an impact, which could potentially be a lifesaver and certainly help to minimize life-altering injury.

Of course, all of the above are included with our $52,400 R-Design tester too, as is a unique R-Design front grille, full LED headlamps with auto high beams and active bending, fog lamps with active bending, high-gloss black exterior trim including the side mirror caps, door handle puddle lamps, 18-inch alloy wheels, a lowered sport suspension with firmer shock absorbers, proximity-sensing keyless access, special R-Design metal sill mouldings, R-Design carpeted floor mats, a three-spoke R-design leather-wrapped steering wheel, R-Design metal pedals, a 12.3-inch digital gauge cluster, paddle shifters for the eight-speed automatic gearbox, driver selectable low, medium and high personal power steering settings, Comfort, Eco or Dynamic adjustable drive mode settings, four-zone automatic climate control with rear controls, navigation, Metal Mesh decor inlays, a black headliner, Fine Nappa leather upholstery with contrast stitching, six-way powered front contoured sport seats with four-way powered lumbar support, and two-way memory, a power extendable lower cushion for the driver, and more.

The new S60 sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger S90 luxury sedan and everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform. SPA and the Volvo models built upon it have been widely praised by auto scribes like us, as well as Volvo customers.

The S60’s chassis is comprised of aluminum double wishbones up front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring, Volvo promising both a comfortable ride and sporty handling from this fully independent setup that we’ll report on in our upcoming review.

Our tester looks good in its $900 optional Fusion Red Metallic paintwork, one of five optional colours plus no-cost standard Black Stone, while the R-Design’s interior is Charcoal black. Those choosing base Momentum trim can allow for seven exterior colours and a variety of interior motifs, while Inscription buyers get the choice of eight colours albeit fewer cabin combinations, but the Momentum’s upgradable upholsteries are no-cost options in the Inscription.

Our R-Design tester also features a set of $1,000 19-inch alloy wheels, while available individual options include a $1,150 graphical head-up display unit and a $3,750 15-speaker, 1,100-watt Bowers & Wilkins audio system, both of which are included as well.

Also included is a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; and an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert.

By the way, the $53,900 S60 Inscription includes most of the features found in the slightly less expensive R-Design trim, other than sportier items such as the suspension upgrade, metal pedals and paddle shifters, while swapping out the special R-Design grille for a chromed waterfall design and gloss black window trim from chrome on the outside and the Metal Mesh Decor inlays for beautiful matte Driftwood Decor inside, plus adding unique 10-spoke 18-inch alloys, a tailored instrument panel with stitched soft-touch detailing, perforated Nappa leather upholstery, ventilated front seats, and more.

And incidentally, all 2019 Volvo S60 pricing was sourced from CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada too, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

Of course, in our upcoming road test review we’ll go into detail about how the majority of these features work as well as the S60 R-Design’s driving dynamics, plus the usual commentary on the quality of materials inside, fit and finish, etcetera. Make sure to come back soon for all the details…

News & Reviews- Tag: D-segment

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