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Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more…

New Car Reviews

2021 Mercedes-Benz A 250 4Matic Hatch Road Test

Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more mainstream volume-branded small cars of the era, and therefore quickly became a hit here in Canada. No doubt many miss that intelligently designed people mover, but this said far fewer seem saddened by its loss than are now buying into its replacement, the much more universally appealing A-Class.

Mercedes brought its stylish four-door A 220 sedan and A 250 Hatch to market three years ago for the 2019 model year, and it quickly became the entry-level luxury sector’s most popular model, unless we’re including Mini’s Cooper (that edged the A out by 67 units in 2019) as a true premium-level car. Nevertheless, the A-Class, together with its sportier CLA sibling, dominate the subcompact luxury car segment, and believe me it’s not difficult to understand why.

I’ve driven all of the above, and therefore can attest to the many improvements Mercedes has brought to the fledgeling entry-level luxury sector. I say fledgeling because most premium brands continue to ignore it completely, instead focusing on entry-level crossover SUVs. Including the upright Mini hatchback and comparatively long, low and sleek CLA, only seven models occupy this smaller subcompact arena, the Cooper and A-Class followed by Audi’s A3 (and derivatives), BMW’s 2 Series, Acura’s ILX, and BMW’s i3, the latter of which probably fits more ideally into a separate entry-level electric luxury car category that doesn’t really exist yet.

The latter list is based on their sales volume in calendar year 2020, by the way, and on that note, I expected the much less expensive four-door Gran Coupé body-style would give BMW’s 2 Series line a solid leg up the segment’s sales chart order last year, but it didn’t even manage to outpace the aging Audi A3, which never even received a 2021 version to boost sales at the end of last year, due to soon being replaced for 2022.

That last car in mind makes me wonder why Audi doesn’t believe it can sell the hatchback version of its A3 in North America, while Mercedes obviously can. Sedans have long done better in the U.S. market, but there’s a place for arguably sportier looking and definitely more practical liftbacks, that is unless trunk security is a big issue in your city. Property crime is rampant in my town, especially from cars, but I’d still prefer a hatch over a sedan for general convenience’ sake, especially when loading it full of gear.

Fortunately, I was able to test the A 220 4Matic late last year, plus this slightly quicker A 250 4Matic Hatch, and AMG versions of both (those two reviews are shortly forthcoming), and while I might find it difficult to choose from the four, opting for Mercedes over the others wouldn’t be as difficult a decision. After all, along with their good looks, fabulous interior design, and impressive all-round performance, they scored highest amongst their Compact Luxury Car classmates in AutoPacific’s latest 2021 Vehicle Satisfaction Award (VSA), after doing the same in that third-party analytical firm’s 2020 Ideal Vehicle Awards (IVA) study.

Likewise, Vincentric (another third-party analytical firm) awarded the A 220 4Matic with the Best Fleet Value in Canada in its Luxury Compact segment, and they even include larger compacts within this category, such as Mercedes’ own C-Class and BMW’s 3 Series. Speaking of holding value, the Canadian Black Book gave similar accolades to the just-noted C-Class in their 2020 “Best Retained Value” Award (2021 hasn’t been revealed yet) that, like Vincentric, includes subcompacts as well, so that honour should rub off a bit on its little A-Class brother’s shoulders, but then again BMW’s 2 Series is said to have held onto most of its “investment” in the Premium Compact Car category of J.D. Power’s 2021 Canada ALG Residual Value Awards, while that firm’s 2021 Vehicle Dependability Study (VDS) puts the most affordable Bimmer on top of its Small Premium Car segment too.

I obviously need to call BMW in order to book a test drive, hopefully in the newish Gran Coupé, which I must admit is one great looking sport sedan, plus if it drives anywhere near as well as the M2 I tested previously, it has to be a serious contender in this class. Of course, BMW has yet to offer anything so practical in the entry-level sector with its sportiest M badge, something Mercedes has been doing with its AMG division for as long as its CLA has been in existence (model year 2014), so kudos to the F1-inspired mega-luxury brand for bestowing power on the masses so early. Audi followed shortly thereafter with its S3 for 2015 and RS 3 for 2018, while it took BMW until model year 2016 to arrive with its M2, which to this day remains available in two-door Coupe form only.

Just how I fell down this subcompact luxury/performance car rabbit hole and remained trapped inside for so long, says a lot about my undisciplined personality, but suffice to say Mercedes’ go-fast attitude trickles down to its more fuel-conscious trim lines. Before delving into the exact A 250 Hatch shown on this page, it might interest you to know about the various trims and how they all fit together to form the most diverse lineup in the subcompact luxury car segment.

For starters, the A 220 sedan receives a 188-horsepower version of Mercedes’ 2.0-litre turbocharged four-cylinder engine that’s good for 221 lb-ft of torque, driving all four wheels through a quick-shifting yet smooth-operating seven-speed dual-clutch automated gearbox. The A 250 Hatch ups the ante with a much more potent spin on the same engine, enhanced with 221 horsepower and 258 lb-ft of torque, which just happens to be the same output as found in the base CLA 250 4Matic.

While all this sounds great, take note of the AMG A 35’s claimed output of 302 horsepower and 295 lb-ft of torque, regardless of sedan or hatchback body styles, while the AMG CLA 45 puts out a staggering 382 horsepower and 354 lb-ft of torque. That one I must drive, as it comes mighty close to the M2’s 405 horsepower and 406 lb-ft of torque, yet as already noted does so in a much more livable four-door package.

Coming back to earth, the A 250 Hatch is a very spirited daily driver, that not only puts fun back into the weekly commute, but combines that with a bit of thrifty pragmatism at the pump thanks to an estimated fuel economy rating of 9.4 L/100km in the city, 6.8 on the highway, and 8.2 combined when driving modestly in Eco mode. Surprisingly, that rating makes it more efficient than the less powerful A 220, which nevertheless sips fuel at the fairly easy rate of 9.6 L/100km city, 6.9 highway and 8.4 combined, which either means the A 250 Hatch provides a best-of-all-world’s performance/efficiency scenario, or Canada’s five-cycle testing method is somehow out of whack.

The two AMG-powered A-Class models are pretty stingy on fuel too, by the way, with identical ratings of 9.5 combined, while the quickest CLA isn’t much thirstier at 10.3 combined, that latter giving some buyers reason enough to choose the Merc over the comparatively gluttonous M2, which slurps up 12.6 L/100km of pricey premium. Don’t get me wrong, because I absolutely love the M2, but something more practical as a daily driver would be a necessity in my life.

Enter the A 250 4Matic Hatch, what I think is the ideal balance of luxury, spaciousness, and performance in this class, all for a reasonable price. It sneaks under the $40k threshold at $39,900, albeit before adding freight and fees (plus options you’ll definitely want), yet after subtracting up to $1,000 in additional factory incentives, according to CarCostCanada’s 2021 Mercedes-Benz A-Class Canada Prices page.

The A 220 4Matic sedan, incidentally, is available for $2,100 less at a price of $37,800, plus identical fees and minus the same discounts, although an affordable CarCostCanada membership will provide you with dealer invoice pricing that you can use to negotiate a better price, as proven by its members’ A-Class savings that currently average $3,350. Check out how membership benefits work, and be sure to download their free app from the Google Play Store or Apple Store so you can have all their info on your device when needed.

While we’re talking pricing, both AMG A 35 models start at $49,800, also fair for all the added performance, features and styling upgrades, so don’t count this one out before doing the requires maths to see if you can fit one into your budget. This said, I would totally understand if someone chose an A 250 hatch instead, being that its straight-line performance is more than adequate, handling prowess excellent, and overall refinement easily up to premium standards.

I’ll let you decide how you feel about its exterior styling, as it’s a personal taste issue, but for what it’s worth I love the way this car, and the rest of the A-Class lineup looks. Its sport grille pulls on classic Mercedes design cues going all the way back to “Silver Arrows” race cars of the 1950s, the W196 Streamliner a personal favourite, which, along with an open-wheel variant, helped the three-pointed star brand sweep the Formula One World Championships in 1954 and ’55 by claiming victory at the old high-speed Monza, Italy track (with its fabulous high-banked curves) in Streamlined Type Monza bodywork (they had more flexible regulations back then), with two legends, Juan Manuel Fangio and Stirling Moss, at the wheel.

I love Mercedes’ storied history, something you really can’t put a price on. Sure, Asian luxury brands provide some nice premium alternatives, but few marques come close to offering up what Mercedes has in store, no matter the premium segment they’re competing in. For an example, Porsche’s brilliant 911 GT2 RS (991.2) only recently unseated the phenomenal AMG GT Black Series’ fastest production car lap record on the famed Nürburgring Nordschleife race track, and I’m willing to bet Mercedes will be back to once again contest single-lap bragging rights at some point in the near future, while it should also be noted the German automaker (with help from Brackley) has owned the top spot in F1 for seven consecutive years running.

Back at the Nürburgring, a current A 45 S 4Matic+ (W177) was piloted around the 20.8-km course in October of 2019, managing a respectable time of 7:48.80 minutes, which while not quite as quick as the GT Black Series that ran the ‘Ring in just 6:43.616 in order to earn fastest production car status back in November of 2020, makes me ponder how much fun this A 250 4Matic would be on a closed course.

Alas, no opportunity arose for me to take this little liftback to my local raceway, not that the 2-km, nine-turn road course is anything to get particularly excited about, especially when considering all the circuitous mountainside roads located throughout my area. Thus, my weeklong test of this A 250 4Matic Hatch, which included a dedicated day-trip, was most enjoyable, which of course included a few stints that hovered slightly over posted speeds for short durations.

The engine’s aforementioned output gives the A 250 good power off the line, resulting in a claimed zero to 100 km/h time of 6.2 seconds (which is 1.5 seconds slower than the A 35 Hatch, in case you were wondering), while its dual-clutch gearbox, complete with steering wheel paddles and a very engaging Dynamic Sport mode, shortens input reaction times to make the most of the drivetrain and nicely sorted chassis setup.

To be clear, Sport mode doesn’t make any changes to the front strut and rear multi-link suspension’s pre-set characteristics, which is already lowered slightly from the A 220 sedan. My tester, which rode on 225/45R18 Michelin Primacy MXM4 all-season rubber encircling four gorgeous AMG-branded five-spoke alloys, was noticeably sharper in most every other way, which certainly seemed to enhance its overall performance through corners. Braking is strong too, and totally controllable, even when clamping down hard from high speeds, something I was able to do repeatedly with very little fade.

The other three modes are Eco, Comfort, and Individual, the first one being where I left it more often than not in order to minimize fuel consumption, the second a default mode it automatically reverted to at start up, and the final fourth setting allowing some personal choice between performance parameters. Eco and Comfort modes transform the compact hatch into a fairly refined city commuter and highway cruiser, although to be frank this isn’t the most cosseting of suspensions in the class. You will feel the road below, something Mercedes drivers openly appreciate, but I didn’t find it as firm as a similarly optioned 2 Series.

Driving more casually gives opportunity to appreciate the A 250’s beautiful interior. I know BMW does a good job with quality, as does Audi, all the Germans being leaps and bounds ahead of the sole Japanese contender in this class, but Mercedes is the absolute king of bling inside. The A-Class has a drop-dead gorgeous cabin, starting with its two-in-one MBUX digital gauge cluster/infotainment touchscreen that provides such brilliantly crisp and sensationally colourful graphics it’ll take your breath away.

The driver’s display allows each user to choose a design that suits their personal style, all of which are more vibrant than anything I’ve seen from the competition. The integrated multi-information display is as full of functions as anything in this class too, providing loads of discoverable options to keep the love alive long after the initial excitement of purchase might otherwise subside.

The attached infotainment display is a touchscreen, as noted, and therefore fully capable of tablet-like tap, swipe and pinch gesture controls, depending on the function being used. I should also note that Mercedes provides a redundant infotainment controller on the lower console that’s easier to reach when sitting back in the driver’s seat. It includes a touchpad that works identically to the touchscreen, other than providing haptic feedback, plus is surrounded by a number of quick-access switchgear for immediate access to regularly used functions. Yet more infotainment redundancy can be found on the steering wheel spokes, so Mercedes has you covered no matter how you want to integrate with the MBUX system.

The infotainment monitor is just as high in definition as the driver’s display, by the way, and includes all the expected features when moving up through Mercedes’ checklist of options. What this means is you’ll need to spend more to get features that might come standard in cars from the Asian brands, such as Android Auto and Apple CarPlay smartphone integration which, believe it or not, come as part of the $2,950 Premium Package.

There’s a lot more in that package that you’ll most likely want, including a wireless device charger, proximity-sensing keyless access, ambient lighting, an auto-dimming centre mirror and driver’s side mirror, power-folding exterior mirrors, blind spot assist, vehicle exit warning, live traffic info, a Connect 20 Mid audio upgrade, and get this, a digital instrument cluster, 10.25-inch central media display, and MBUX extended functions, such as an automatic front camera that warns of stationary obstacles (even cars ahead when pulling up to a stoplight), or a similar feature that does the same thing when a pedestrian is walking across a crosswalk. This said, the ultra-wide combined displays I made such a fuss about earlier, are not standard.

This I didn’t know before writing this review, because I’ve never seen the alternative. In fact, just try to look through online images for a photo of a base model with analogue gauges and a separate display screen and you probably won’t be able to locate anything, something I did at length in multiple search tools. Even Mercedes doesn’t show this interior when configuring an A 250 on their retail website, this base car always showing the upgraded instrument panel photo in its interior gallery. It’s as if it didn’t exist at all. I’m guessing the Premium Package is chosen by each and every dealer, because who’d want an A-Class without it? It’s a smart way to get the advertised retail price below $40k, but probably not reflective of anything you’re going to find on the lot. I suppose you could order one if you really wanted to remain analogue.

Navigation is optional too, which is normal for this class. The $1,000 augmented reality-enhanced upgrade provides live traffic information as well, plus traffic sign assist, while a $1,600 Technology Package adds active Multibeam LED headlights with adaptive high beams, and Distronic active distance assist.

Advanced driver aids and safety equipment in mind, a $1,900 Intelligent Drive Package adds Distronic active distance assist separately, plus active speed limit assist, map-based speed adaptation, enhanced automated stop-and-go, active brake assist with cross-traffic function, active emergency stop assist, active blind spot assist, active steering assist, evasive steering assist, active lane change assist, and active lane keeping assist.

Should I go on? Maybe it’s better if you go to Mercedes’ retail site to build this car yourself, or for that matter over to the CarCostCanada page I mentioned earlier, where you can configure it similarly, right down to the wide array of $890 to $2,500 optional paint colours.

Before departing completely from the options menu, I should probably point out that the AMG-style wheels noted before are in fact part of a $1,500 Sport Package that also changes up the grille with a chromed diamond-block insert, plus it modifies the lower front fascia with a more aggressive AMG design featuring attractive metallic accents. Inside, your feet will rest upon special AMG floor mats when they’re not pressing down on a set of AMG brushed stainless steel sport pedals, while your backside settles in to upgraded sport front seats and your hands grip a much nicer sport steering wheel wrapped in fine Nappa leather, the aluminum shift paddles on its backside part of this package as well. A bit more ($2,000) will swap the Sport Package out for an all-black Night Package, if a more menacing look is your thing.

The steering wheel rim can be heatable for an additional $250, or for $1,200 more the just-noted front seats can be climate cooled to reduce perspiration during hot summer months. Other extras include a $450 powered front passenger seat with memory, a $300 universal remote, a $650 overhead parking camera, a $1,500 head-up display, a $900 active parking assist system, a $700 Burmester audio upgrade with 12 speakers and 450 watts of power (that would be high on my list, despite the regular audio system sounding just fine), $450 for satellite radio, and more. A car with all of these options and a simple metallic paint will add about $17,000 to the base model’s list price, resulting in about $57k before any discount, which is more or less the level of top-tier pricing you’ll find with most of the A 250 Hatch’s rivals.

What you won’t find with any of these are the interior details hinted at earlier, the dual-display MBUX system only part of the car’s wow factor. The stunning five circular HVAC vents on the dash are eye-arresting enough, their brushed aluminum finish looking like a quintet of retro jet engines. Likewise, knurled metal trim bits adorn some of the key buttons, knobs and toggles, while plenty of other interior accents are finished in aluminum or aluminized composite. If the little A 250’s interior doesn’t titillate your senses, I’m afraid you’ve lost your love for cars, or at least modern, tech-filled conveyances.

If you’re more into taller SUVs than classically shaped cars, most everything that makes the A 250 4Matic great can be had in the GLA 250 4Matic, so keep that in mind while shopping. Likewise, the A-Class’ general styling, on the outside and inside, is much like its larger brethren, although the C-Class never received Mercedes’ dual MBUX display, and will soon skip right past that infotainment era for the 2022 model year, which introduces a new version of the system featuring individual driving and media interfaces, the latter a lot larger and closer to the driver, thus negating the redundant lower console-mounted touchpad and controls that come as part of an upgraded A-Class and so many other models in Mercedes’ lineup.

Eventually we’ll see how this next chapter in interior design plays out in future A-Class models, but until then, today’s A remains the most advanced subcompact luxury car on the planet (when so equipped). So, if you’re in the market for an entry-level premium car, you’ve really got to check the A-Class out in person.

Review and photos by Trevor Hofmann

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect…

New Car Reviews

2019 Mazda CX-5 Signature Diesel Road Test

Anticipation. Sometimes it’s better than the real thing. Just think back to someone you fell head over heels for in junior high, only to finally go out on a date and realize they weren’t the perfect match your idealistic imagination conjured them up to be. As we age, most of us become a little more cautious in our approach to everything, including our next best ride.

Enter the Mazda CX-5 Signature Diesel or SkyActiv-D, a compact crossover SUV that most buyers in this class never realized was even on the radar, let alone available for the 2019 model year. Amongst the auto industry media, Mazda’s upcoming turbo-diesel was a highly anticipated new powertrain in a model that’s long earned high marks, but it took longer to arrive than expected and only lasted one single model year, a shocker that’s caused some disappointment within a small following of diesel engine fans, and as I just noted, not even a whimper from most Mazda buyers.

Of course, the latter group matters much more in the grand scheme of things than a tiny handful of oil-burner zealots and enthusiastic auto journalists, and to be fair to Mazda that’s now looking as if it made a major product planning error, Volkswagen’s Diesel-gate fiasco wasn’t a thing when the 100-year-old independent Japanese brand first decided to bring its SkyActiv-D to market (yes, Mazda is 17 years older than VW). As it is, the very fact the new turbo-diesel engine met Canadian regulations for the 2019 model year shows that it was cleaner than anything offered by the Germans, all of which dropped their diesel powerplants soon after the Diesel-gate scandal.

I’m speaking in past-tense because this review is coming out after the fact, although being that 2020 is one of the most unusual years we’ve ever experienced in the car industry, or any other sector for that matter, I was still able to find some of these unique 2019 CX-5s available to purchase new when perusing online.

In this review I’m going to cover the 2019 model shown, as well as the 2020, particularly the changes moving up to the latest model year, being that there are many more 2020s available to purchase than 2019s, with or without the SkyActiv-D powertrain with respect to the latter. If you can find a 2019 model that suits your needs, you’ll be able to benefit from up to $2,500 in additional incentives, while 2020 models are only being offered with incentives up to $1,000, as per CarCostCanada’s comprehensive 2019 Mazda CX-5 Canada Prices page and 2020 Mazda CX-5 Canada Prices page. CarCostCanada’s very affordable membership provides plenty, by the way, including manufacturer rebate information, details about any available manufacturer financing and leasing deals, dealer invoice pricing info that could save you thousands, and more.

A quick look at the just-noted 2019 Mazda CX-5 Canada Prices page will immediately show the 2.2-litre twin-turbo-diesel only being available in top-line Signature trim at a price of $45,950 plus freight and fees. Signature trim is a new for 2019 premium brand-like level that’s never previously been offered to CX-5 clientele. Other CX-5 trims include the base GX that starts at $27,850 with front-wheel drive or $29,850 with all-wheel drive, the mid-grade GS at $30,750 with FWD or $32,750 with AWD, and the previous top-line GT that starts at $37,450 and tops out at $39,450 with its 2.5-litre turbocharged gasoline with engine upgrade. GT and Signature trims include Mazda’s i-Activ all-wheel drive (AWD) as standard equipment.

The CX-5 Signature, available with the just-noted 2.5-litre turbo gas engine for $40,950 and the aforementioned diesel, builds on the already impressive CX-5 GT with features like LED cabin lighting, a 7.0-inch digital instrument cluster, a slick looking frameless rearview mirror, genuine Abachi hardwood inlays on the dash and door panels (yes, real wood, folks), plus dark chocolate brown Cocoa Nappa leather upholstery and trim, while items pulled up from the GT include front and rear signature lighting, adaptive headlamps, LED fog lights, power-folding side mirrors, proximity-sensing keyless entry, traffic sign recognition, dual-zone automatic climate control, navigation, a 10-speaker audio system including satellite radio, a garage door opener, leather upholstery, a 10-way power-adjustable driver’s seat and a six-way powered front passenger’s seat, plus more.

Details like fabric-wrapped A pillars and luxuriously padded interior surfaces including the dash top, upper and lower instrument panel, lower console side edges, door uppers front to back and armrests side to centre go further to make the CX-5 a near-luxury experience, while Mazda also adds a tasteful assortment of anodized aluminum accents throughout the compact SUV’s cabin, with some of the brushed metal switchgear receiving rich knurled metal edging for an extremely upscale appearance. It’s pretty fancy stuff from a mainstream volume-brand, leaving some in the industry to wonder (including yours truly) whether or not Mazda is making a long play for luxury brand status.

The diesel option fits the premium sector well too, being this engine type has mostly been sold through luxury brands (Volkswagen aside) such as Mercedes-Benz, Audi, BMW and the like, with Jaguar offering a bevy of diesel-powered models up until last year (so there are probably plenty of these around if you’re interested too) and Land Rover having only dropped the oil-burner in its Velar, yet not offering diesel-power in the one vehicle 4×4 enthusiasts would most likely want it in, the all-new 2021 Defender.

Back to Mazda’s diesel, it makes a rather meagre 168 horsepower yet a very healthy 290 lb-ft of torque; the low horsepower, high torque ratio normal for diesel powertrains. This said the same CX-5 Signature’s base gasoline-fed powerplant is good for 227 horsepower and 310 lb-ft of torque (take note, this engine has just been announced for the AWD Mazda3, and should be a real screamer in such a lightweight car), as long as you fill it with 93 octane premium fuel. If you don’t, and I can’t see most owners throwing that much cash into the ether, it puts out a commendable 250 horsepower and the same 310 lb-ft of torque, while the 2020 model gains an additional 10 lb-ft of torque to 320 lb-ft when fuelled with high-octane gas.

Drive both CX-5 powertrains back-to-back, as I’m sure many would-be CX-5 Diesel buyers would have done, and the benefits of the gasoline-powered version are immediately clear, at least from a performance perspective. Of course, opting for the diesel is more about fuel economy, and to that end it’s thriftier than its gasoline-powered counterpart, but probably not enough to cause a large volume of CX-5 buyers to choose it over the more conventional powertrain. The diesel’s claimed 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy is certainly better than the gasoline engine’s 10.8 city, 8.7 highway and 9.8 combined rating, but the extra $5,000 needed to upgrade makes any savings less reasonable.

Something else to consider is the nicely equipped CX-5 GT mentioned earlier, which for $37,450 offers a lot of luxury along with an even thriftier 2.0-litre SkyActiv-G four-cylinder good for 187 horsepower and 186 lb-ft of torque, plus a claimed fuel economy rating of 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with front wheel drive gets 9.3, 7.6 and 8.5 respectively.

Last year I reviewed a GT with its base engine and was very pleased with its fuel economy, performance and level of luxury after my usual weeklong test, but this said I more recently spent three months with a 2020 CX-5 Signature 2.5-litre SkyActiv-G turbo and was even more enamoured, particularly with its performance and premium fittings. I’ll be sure to review it in full detail soon, although for the sake of this review I’ll only say that Mazda made the right choice in keeping its top-line gasoline engine over its even more exclusive diesel.

Don’t get me wrong as the two models’ fuel economy disparity was even more pronounced during real life duty than on National Resources Canada’s downloadable Fuel Consumption Ratings spreadsheet. This was made even more obvious thanks to diesel fuel pump prices that are normally much lower than regular gasoline (let alone premium), but the biggest reason for the two models’ fuel economy disparity came down to the sportier 2.5-litre turbo-gasoline engine making the paddle-shift actuated 2020 CX-5 Signature way too much fun to merely coast along in comfortable bliss. With the knurled-metal, console-mounted rocker switch pulled rearward for Sport mode, the most potent CX-5 is a rarified dynamo amongst mostly dawdling compact crossover competitors, while the turbo-diesel version is much more sedate after its initial launch from standstill.

Yes, the diesel-powered CX-5 provides a lot of twist from lower speeds, and I certainly never had any problem passing slower moving traffic on the highway. It just doesn’t provide the level of sporty performance as the conventionally-fuelled turbo-four, and due to the subtle yet still evident rat-a-tat-tat sound emanating from ahead of the engine firewall, it makes the CX-5 sound a bit more truck-like than the gasoline version. This will either be good or not so good depending on your preferences. I happen to like the sound of a diesel engine, so it was kind of comforting, while its standard 19-inch Gunmetal grey Signature wheels and equally large tires provided plenty of pavement adhesion when hustling it through corners.

Unlike the gasoline-powered Signature, the diesel doesn’t provide steering wheel paddles, so its six-speed automatic transmission isn’t quite as engaging as the gearbox I more recently tested. Yes, you heard me right, like Hyundai’s Tucson and Kia’s Sportage, the CX-5 uses a conventional six-speed automatic instead of a continuously variable transmission (CVT), which has become more commonplace in this small SUV market segment, while more complex eight-speed autoboxes are now incorporated into VW’s Tiguan and Ford’s latest Escape, and even fancier nine-speed automatics can be found in the Chevrolet Equinox, GMC Terrain and Jeep Cherokee. More gears can add problems, however, with most of the eight- and nine-speed automatics just noted commonly cited for reliability issues, making Mazda’s well-proven six-speed SkyActiv-Drive transmission a good choice for those wanting something they can rely on.

Along with commendable handling, all second-generation CX-5 models I’ve driven so far have provided a comfortable ride, albeit firmer in the more performance-oriented Germanic sense than most competitors. This said, the SUV’s fully independent suspension was never harsh in any way, but instead felt wholly confidence-inspiring when pushed hard through circuitous two-lane roadways, and wonderfully controllable at higher speeds on the freeway. This is a crossover SUV I was able to spend many hours in at a time without discomfort, while its roominess from front to rear is very generous and therefore competitive with compact SUV challengers.

Feel free to check out my 2019 Mazda CX-5 GT AWD Road Test for even more detail, particularly about its best-in-class 40/20/40 split-folding rear seatbacks with convenient cargo sidewall-mounted release levers, cargo measurements and more, and remember to download the free CarCostCanada app to your smartphone from the Apple Store or Google Play Store so you can get the best deal possible on this impressive compact SUV.

I won’t try to claim that I know which engine will best suit your needs, because those who already like diesels will love the short-lived SkyActiv-D, and performance fans will no doubt want the much quicker SkyActiv-G turbo, while some will prefer to save as much as possible by purchasing a more affordable trim and therefore be happy with the naturally aspirated SkyActiv-G powerplant, as I was. Either way Mazda has you covered, at least for a little while longer, unless you’re looking for a hybrid. If that’s the case, you may want to wait for Mazda’s sporty looking electric crossover just unveiled at the Tokyo auto show.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019…

New Car Reviews

2019 Hyundai Accent 5-Door Ultimate Road Test

Hyundai’s popular Accent hasn’t changed all that much since generation-five was introduced for the 2018 model year. Still, the adoption of a new brand-wide trim level naming convention for the 2019 version probably threw a few diehard Hyundai buyers for a loop, with the previous L, LE, GL and GLS lines being creatively redubbed Essential, Preferred and Ultimate.

The car before you would’ve been named the Accent GLS 5-Door Manual back in 2017 when the 2018 model debuted, but for 2019 was renamed the Accent Ultimate 5-Door Manual. The manual in this top-line trim won’t exist for 2020, incidentally, so being that this exact model in 2019 form was still available at the time of writing, I thought I’d tell you about it along with changes made to the new 2020 Accent, plus let you know about any potential savings on either car.

For starters, the Accent Sedan is gone. Yes, those who love subcompact four-door sedans can no longer look to Hyundai to satiate their desires. Hyundai isn’t alone, with Toyota dropping its Mazda-built Yaris Sedan for 2020 as well, Nissan saying goodbye to its Versa Note and not bringing its redesigned Versa sedan north of the 49th, Ford killing off its entire Fiesta line that included a sedan and hatchback last year, and Chevy having done likewise with its Sonic the year before, leaving Kia’s Rio as the sole option for three-box city car buyers.

Also new, the Accent gets a fully redesigned engine for 2020, plus a new optional continuously variable transmission (CVT). Gone is this car’s very reliable 1.6-litre four-cylinder that’s good for a commendable 132 horsepower and 119 lb-ft of torque, replaced by the South Korean brand’s all-new 1.6-litre Smartstream four-cylinder engine making 120 horsepower and 113 lb-ft of torque.

The new powertrain is obviously more about fuel economy than performance, having said goodbye to 12 horsepower plus 6 lb-ft of torque, and to this end it achieves an impressive 7.8 L/100km in the city, 6.1 on the highway and 7.0 combined with its base six-speed manual, or an even better 7.3 city, 6.0 highway and 6.7 combined with its most fuel-efficient CVT. It really shines when compared to the outgoing model shown here, which could only achieve a claimed rating of 8.2 city, 6.3 highway and 7.3 combined no matter whether using its six-speed manual or six-speed automatic.

Of course, the 2019 example before you really shines when taking off from a standing start or passing on the highway. True, I haven’t driven the new 2020 model yet, so Hyundai may have made up for its engine output disadvantage with shortened initial gear ratios, but I’m guessing those trading up from old to new will still find it difficult not to notice a sizeable difference in performance. Hyundai is no doubt hoping the car’s fuel economy improvements will more than make up for any accelerative shortcomings.

This said, fewer and fewer new vehicle buyers are trading up from subcompact cars to the same type of vehicle, but instead are opting for a small SUV. Hyundai has the subcompact SUV category fully covered with its new city car-sized 2020 Venue and slightly larger Kona, the latter model introduced for 2018. The sales of these two have grown exponentially, whereas the Accent’s numbers are dropping at a relatively rapid rate. From a high of 29,751 units in 2018, and still strong Canadian sales of 23,173 in 2014, the Accent’s deliveries have steadily slumped downward from 19,371 in 2015, 19,198 in 2016, 13,073 in 2017, 9,021 in 2018 and just 5,989 in 2019.

As noted, small SUV sales have been the benefactors, with the Kona finding 14,497 new buyers in its first partial year (it arrived in March) of 2018 and a whopping 25,817 units throughout 2019, making it number one in its class last year, and the same over the first three months of 2020 too. The Venue is too new and the 2020 calendar year too wonky to make any sense of how it will do overall when things normalize, but if it sells anywhere near as well as the similarly sized Nissan Kicks it should rank somewhere amongst the subcompact SUV segment’s top three or four (the Venue outsold the Kicks in March and had its best sales in May, but Nissan Canada only reports its sales quarterly so we’ll need to wait a little longer to find out—I’ll tell you in my upcoming 2020 Venue and Kicks reviews). Of more importance to this review, in Q1 of 2020 the Venue outsold the Accent by about 1.6 to 1, making it easier to appreciate why Hyundai dropped the slower selling sedan variant.

This said there are a lot of reasons to choose the Accent over one of its taller more SUV-like brethren. I say SUV-like because most modern SUVs are little more than raised hatchbacks or wagons with chunkier, beefier styling. Some, like the Venue, don’t even offer all-wheel drive, so their buyers are opting for a more rugged go-anywhere design and a taller ride-height for better outward visibility. They give up some handing chops and oftentimes fuel economy too, but that’s ok in today’s oh-so image conscious society.

The Accent’s 2018 redesign was a major improvement over its more sheepish predecessor, its much bolder wide mouth grille adding a little Audi-like presence to this entry-level commuter. In Ultimate trim there’s more chrome bits to brighten the exterior, particularly on the front fascia that incorporates a set of fog lamps with metal brightwork bezels on each corner, while the side window belt mouldings and each of its four door handles are chromed as well. The LED headlamps with LED signature accents help spiff up this top-line trim too, as do the LED turn signals integrated within the side mirror housings, while a sporty set of 17-inch multi-spoke alloy wheels round out the look nicely, these framing a set of four-wheel disc brakes in Ultimate trim (lesser versions use rear drums).

I have to say, the Accent’s exterior styling never left me feeling as if I was living at the entry level of the market. Along with the big, bold grille is a wonderfully detailed front fascia worthy of hot hatch respect, albeit the car’s dramatically sculpted rear valance is even more eye-catching thanks to a large, body-wide black mesh grille insert resulting in a particularly aggressive look. A rear roof top spoiler gives the Accent’s profile a longer, leaner appearance, although it’s not as if they need to visually stretch this car in order to make it look longer than it actually is.

This is the largest Accent in its 18-year tenure, or at least it’s been on the Canadian market for 18 years. The Accent nameplate has been in existence longer, but here in Canada it was previously dubbed Excel, and before that Pony. I’ve driven every generation since the mid-‘80s rear-wheel drive Giorgetto Giugiaro-designed original took our market by storm, and believe me it’s come a long way (as has everything else).

The current 4,190-mm long Accent hatchback is 90 mm lengthier than its 18-year-old predecessor, with a 2,580-mm long wheelbase that now spans 180 mm more, while the new car’s 1,729-mm width shows its greatest growth at 109 mm from side-to-side, its 1,450 mm in height only 55 mm taller. Of course, this makes today’s subcompact more like the compacts of yesteryear, which actually means they’re better value than ever when factoring in that the Accent’s price hasn’t really gone up when compared to inflation.

The base Essential starts at just $14,949 plus freight and fees for 2020, by the way, which is quite a bit cheaper than last year’s $17,349 base price. Unusual I know, especially when factoring in the thrifty new engine, but the 2019 model came standard with a Comfort Package that’s extra with the 2020 model, the new 2020 Essential with Comfort Package now starting at $17,699. The price for the Accent’s second-rung Preferred trim has increased too, from $17,549 last year to $17,899 this year, while the as-tested Ultimate has added $1,250 from $20,049 to $21,649, but take note the new CVT auto is now standard whereas last year’s six-speed automatic was an extra (what do ya know?) $1,250 across the line.

Another interesting point about small car value that most Canadians don’t realize is the great deal we’re getting here compared to the U.S. The base 2020 Accent south of the 49th (that just happens to be a sedan as no hatchback is offered there) is $15,295 USD, which was $20,735 CAD after calculating the exchange rate at the time of writing. Likewise, their top-line 2020 Accent Limited is $19,400 USD or $26,300 CAD, while our full-load Ultimate is once again just $21,649. We’re getting a stellar deal.

On top of this, Hyundai Canada is offering factory leasing and financing rates from zero percent on 2019 models or up to $750 in additional incentives for 2020 models according to CarCostCanada, where you can find out about available rebates, financing rates and even dealer invoice pricing that could save you thousands on your next new car purchase. They’ve even got a free mobile app to make your car shopping experience easier, so make sure to find out how their smart system can save you big time before you purchase your next car.

The Accent’s larger exterior dimensions translate into a much roomier subcompact hatchback than you might have been expecting, especially when it comes to width. The seats offer plenty of adjustability as long as you’re not looking to modulate the driver’s lumbar area, which is static as is usually the case in this class. I could’ve used a more pronounced lower backrest and better side bolstering, but I can understand this is a one-seat-fits-all compromise and therefore it’s not going to match everyone’s body type ideally. The rest of its adjustments are more than adequate, however, while the tilt and telescopic steering column’s reach was particularly good, enough so that my long-legged, short-torso frame was able to feel right at home with excellent control of the wheel and pedals, not always the case in this category.

Rear seat spaciousness was very good too, but take note that even in this top-line trim there’s no folding centre armrest in back. Instead, the seatbacks fold 60/40 to expand the already generous dedicated cargo area when the need to load in longer items arises. When folded the seatbacks are about four inches above the load floor, which therefore isn’t flat, but most will probably prefer that Hyundai chose to maximize available volume instead of creating a level load area when the rear seats are lowered. A spare-saver tire and some tools can be found below the load floor, while a hard-shell cargo cover hovers above, all par for the course in this segment.

More out of the norm for this subcompact segment is the Accent 5-Door Ultimate’s tastefully sporty interior design, plus its impressive load of features. The fact you can leave its key fob in your pocket or purse when opening the door via proximity-sensing access before starting the engine with a button just goes to show how far Hyundai has gone to lift up this lower class into a more sophisticated crowd. The cabin is further enhanced with a sharp-looking two-tone red and black motif. Hyundai doesn’t go so far as to finish any surfaces with soft-touch synthetics, other than the padded leatherette armrests and of course the nicely upholstered seats, these complete with red leatherette side bolsters, red stitching and a stack of six hexagonal shapes embroidered onto their cloth backrests, all of which match the door panel inserts, the red stitching on the shifter boot, and the red baseball stitching on the inside rim of the leather-wrapped steering wheel. Once again everything mentioned impresses more than most shopping in this category will expect.

The steering wheel spokes include very high-quality switchgear left and right, the toggles on the former for the audio system and surrounding buttons for audio mode control, voice activation, and connecting to the phone, whereas the latter spoke’s switches are for scrolling through the monochromatic multi-information display and cruise controls.

The gauges ahead of the driver are a simple fare, with backlit dials surrounding the just-noted multi-info display, so if you want to be impressed by a digital interface as you’ll need to look to the right at the centre stack which gets a large touchscreen infotainment display complete with Android Auto and Apple CarPlay smartphone integration, Bluetooth phone and audio streaming, regular audio functions, the latter including satellite radio, plus more.

Just below is a single-zone automatic climate control interface that’s made easy to use thanks to large dials that accept winter gloves, while below that is a row of buttons for three-way heated front seats and even a heatable steering wheel rim. At the base of the centre stack is a large bin for storing your smartphone, with connections for a USB-A charge port and an auxiliary plug.

Forward collision warning with automatic emergency braking is included in the top-line Accent, as is a powered glass sunroof, while features pulled up from lesser trims include the tilt-and-telescopic steering (an improvement over the tilt steering wheel in base trim), cruise control, front seat warmers and the 7.0-inch infotainment display noted earlier (the base model gets a 5.0-inch colour touchscreen), plus automatic on/off headlights, six-speaker audio (up from four speakers in base trim), keyless entry, and a rear seating area USB-A charging port from Preferred trim, the automatic transmission and Bluetooth mentioned before, plus power-adjustable and heated side mirrors, air conditioning and power windows from the Essential Comfort package, and lastly variable intermittent front wipers, six-way driver and four-way front passenger manually adjustable seats, plus power door locks from base Essential trim.

As noted earlier my test car came with a six-speed manual gearbox that’s no longer available in top-line Ultimate trim, this a shame to those of us who appreciate the sportier nature of a DIY transmission. The little car really comes alive with the manual, which makes the most of its aforementioned 138 horsepower. Takeoff from standstill is quick, the shifts are smooth and clutch take-up good, while braking is strong too. High-speed handling is more than adequate for the class, the Accent’s previously noted width and lower ride height (than an SUV) allowing for less body roll than you might expect. Likewise, it feels nice and stable at highway speeds, making this a car I could cruise in all day. Truly, it’s a comfortable and confidence inspiring little ride, which is no doubt a key reason it remains such a strong seller in this class.

Yes, the Accent’s entry-level car category might seem like a dying breed, but all it would take to reignite interest in small, cheap commuters like this is an extended downturn in the economy, and that could very well be just around the next corner. Combined with rising fuel prices (we’re once again experiencing that too), the Accent makes a good case for itself, with the icing on its cake being a five-year, 100,000 km comprehensive warranty. I recommend you check this little car out, and remember to opt for the 2019 if your prime focus is performance, or 2020 if you’re looking to save a bit more at the pump.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new…

New Car Reviews

2020 Mercedes-Benz GLS 450 4Matic Road Test

I hate to admit that with each passing year adapting to new things takes more time. This is part of the normal aging process, I know, but I dislike it just the same. Don’t get me wrong, as some new designs are so captivating that I’m 100-percent sold as soon as they debut, but others take more time to lure me in. Such has been the case with the 2020 redesign of Mercedes’ GLS-Class.

It’s good looking, I can see that, but the previous version, which transformed from GL- to GLS-Class in 2016, was good looking too, while the boxier original might still be my favourite. This type of long-term appeal is a Mercedes-Benz hallmark, and partly why the brand’s cars and SUVs hold residual values well.

On a more personal note, an affinity for older vehicles pays dividends when purchasing myself, as I can save a lot buying a well-kept, pre-loved 10-plus-year-old “classic” (or for that matter an even older relic, with respect to the ‘80s-‘90s-era Geländewagen W460 LWB Turbo Diesel I’m saving up for). Decades old vehicles aren’t practical for most peoples’ lifestyles, however, as they can’t easily be financed or leased, and certainly don’t come with the carefree ownership experience that Mercedes’ warranty provides.

This 2020 GLS 450 4Matic does, mind you, and I must say its technology is a lot more advanced and interior finishing even more refined than the GLS and GL models it replaces, not to mention that antiquated G290d/G300d always on my radar. The new GLS’ sportier, rounded design is growing on me too, particularly its bolder dual-slat, satin-silver and bright metal grille, sophisticated LED headlamp clusters, and horizontally positioned LED taillights.

The look is fresh, new, and now visually integrates within Mercedes’ latest design language direction, while for 2021 there will even be an ultra-classy Maybach version to do battle with the Range Rover SV Autobiography, Bentley Bentayga and Rolls-Royce Cullinan, albeit the Maybach GLS 600 is a relative bargain thanks to a starting price of just $199,400.

Other than that, 2021 models will likely stay the same, the GLS 450 4Matic remaining the most affordable trim in this body style, with the GLE, incidentally, being the least expensive way to get a third row in a Mercedes model. Of course, the larger, longer GLS is much more accommodating from front to back, this being the ideal three-pointed star car for big families.

While only five-foot-eight and sized “S” for most clothing items, I still consider myself a full-size adult (add laugh track here), yet I had no problem climbing into the very back once the second-row seats were powered almost completely out of the way, after which I fit inside comfortably. Specifically, I had about four inches left over above my head and ample room for my legs and boots, with my knees just touching the backside of the middle seatbacks. Take note that it was still possible to move the second-row forward, so therefore any average-size person should not need to complain. Both rear seats were comfortable too, plus Mercedes allowed for excellent visibility out the side windows, useful LED reading lights overhead, and two USB-C ports at each side.

Second-row seating is also comfortable, thanks in part to nice big optional captain’s chairs that also provide a convenient walking space in between to reach the back row. Parents should appreciate this setup, as there’s no need to power the passenger’s side second-row seat forward when accessing the seats behind. This in mind, the driver-side second row seat doesn’t move, but most would rather have their kids enter from curbside anyway.

Both of my tester’s rear seats were powered and heated, by the way, plus the rear panel of the front centre console was filled with twin air vents, a dual-zone HVAC interface for the GLS’ four-zone automatic climate control system, and a pullout drawer-style storage bin complete with two USB-C charge ports and a household-style 115-volt socket.

Staying on this pragmatic theme, accessing the cargo compartment comes via a gesture-controlled power liftgate, which includes 355 litres usable space behind the third row, or about the size of a compact car’s trunk. The spare tire, tools and a nice set of white gloves (talk about class) are stowed below the removeable load floor, as is a retractable cargo cover that neatly locks into place out of sight. As should be expected in a Mercedes-Benz, even this luggage area is well finished, with a classily ribbed satin-finish metal sill protector, a beautifully detailed bright metal floor latch, chromed tie-down hooks, and high-quality carpeting across the floor, a third of the way up the sidewalls, as well as on the 50/50-split rear seatbacks.

Those seats can be powered down via buttons that anyone should find easy to reach, plus they drop smoothly and surprisingly fast. Oddly, however, the switches for lowering the third and second rows are found on opposite sides of the cargo area—how uncharacteristically inefficient. Still, make sure the neighbours are watching when powering down the second row, as the headrests automatically tuck away while lowering, before both captain’s chairs (or the bench seat) powers rearward to close the gap with the cargo floor in one uninterrupted motion, resulting in a near perfectly flat load floor along with 2,400 litres of open space.

Forgive me for going on and on about the GLS’ rear passenger and cargo attributes without mentioning a word about its frontal accommodations, but let’s just say I left the best for last. Much like the second-row, the forward cabin is exquisitely finished, with the highest quality composite materials, soft perforated leathers, beautifully finished hardwoods, nicely detailed brushed aluminum trim, including drilled speaker grilles, plus knurled metal knobs, buttons, rocker switches and toggles, etcetera.

Mercedes didn’t include much piano black lacquer, and I say good riddance as the inky surface treatment scratches and collects dust too easily. There’s a little around the steering wheel controls, a location that will probably get used often enough to remove the dust and is likely too small of an area to make hairline scratches noticeable, but the same added to the lower console may not fare as well, thus I would’ve rather seen this location finished with open-pore hardwood, like seen in an E 450 I recently drove.

Just the same, the black lacquered surfacing looks good as it seamlessly melds into the massive MBUX interface that does double-duty as a primary instrument cluster and infotainment touchscreen. The former includes one of the more configurable displays in the auto industry, with multiple graphical styles from sporty or modern to classic and more, plus the ability to cover the entire cluster area with a map featuring navigation guidance, or one of the system’s other functions.

The centre touchscreen can be controlled via smartphone/tablet-like tap, swipe and pinch finger gestures, plus just ahead of a comfortable palm rest on the lower console is a similarly useful touchpad that’s a bit easier to reach than the screen itself. Both touch-capacitive surfaces work as advertised (which is unusually welcome for a console-mounted touchpad), as do the surrounding quick-access buttons and knurled metal volume knob.

Each connects through to the segment’s usual collection of infotainment features, like Apple CarPlay, Android Auto, navigation with route guidance, climate controls, the audio system, phone and Bluetooth functions, vehicle setup, integrated and downloadable apps, backup and overhead parking cameras, etcetera. Mercedes employs an easy-to-use tile layout to scroll between features, with superb graphics as already noted, while the overall system speed is excellent.

Together with all the infotainment switchgear on the lower console is a black lacquered scroll-top lid that exposes twin cupholders actually capable of keeping drinks hot or cool, a very rare feature that I happen to love, plus a much-appreciated wireless charging pad for compatible smartphones, along with two USB-C ports. Those with older phones that can’t utilize wireless charging will also be out of luck for wired charging, as old-school USB-A ports aren’t offered. Of course, there’s always an aftermarket workaround.

If that’s my only complaint, this GLS is doing very well. Like those in back, the driver’s seat was wonderfully comfortable and wholly supportive, while the three-way butt warmer was downright therapeutic at its highest level. The ability to cool one’s backside in the summer would be welcome too. A third button on the driver’s side allows full adjustment of the front passenger seat too, which was helpful when picking up a taller passenger that required more legroom.

The heatable steering wheel button is found in the same place as the E-Class, but instead of twisting the end of the power steering column stalk, it’s just a rocker switch that can be pushed fore and aft. This was one of my GLS tester’s only problem areas, in that it didn’t always work. When pushed, it sometimes switched on, whereas an opposite tug usually turned it off, but other times it did neither. It also can’t be set up to turn on automatically. All said it would’ve been nice to warm my hands on the cold winter mornings that it didn’t work, but I’m guessing this was a one-off problem. Just the same, if I were on Mercedes’ engineering team, I’d look for one single solution that could be duplicated across the entire product range, plus even better, one that doesn’t involve breakable moving parts.

Otherwise, the GLS 450 4Matic is one incredibly comfortable SUV. As you might expect from Mercedes-Benz, it drives very well, with one of the smoothest rides in its three-row category. Even with Dynamic sport mode turn on it felt wholly refined, albeit a much more confidence-inspiring handler than when in default comfort mode. Don’t expect it to run away from Mercedes’ smaller utilities, however, or for that matter anything wearing the brand’s performance-oriented AMG badge, like this model’s AMG GLS 63 sibling that makes 603 horsepower and 627 lb-ft of torque, or the 483-hp V8-powered GLS 580 that puts 516 lb-of torque down to all four wheels, but the GLS 450 still moves off the line quickly and is a joy to pilot over curving backroads at fast-paced speeds.

Under this entry-level GLS’ hood is a new 3.0-litre inline six-cylinder engine mated to a 48-volt mild hybrid drivetrain. Output is sizeable at 362 net horsepower and 369 combined lb-ft of torque, with the electric power unit responsible for 21 horsepower (16 kW) and 184 lb-ft of this total (although figuring out hybrid output isn’t as cut and dry as subtracting one from the other). As with all GLS models, an efficient nine-speed automatic takes care of shifting duties, and is a mighty smooth operator, while all-wheel drive comes standard.

All this complex electrified wizardry results in a claimed fuel economy rating of 12.4 L/100km in the city, 10.2 on the highway and 11.4 combined, which is a big improvement over last year’s V6-powered GLS 450 that could only manage an estimated 14.9 city, 11.2 highway and 13.2 combined. Of course, these numbers are only possible with the SUV’s Eco mode engaged, which makes sure its auto start/stop system is active, while the roads would have indeed been paved when putting the GLS through its paces, but such impressive mileage is doable just the same.

Roads less traveled in mind, when Mercedes first brought the GLS to market as the GL back in 2006, it was designed to replace the aforementioned G-Class, which meant it had to offer a modicum of off-road prowess. As we now know, the G thankfully remained an important icon within the German automaker’s SUV lineup, which meant the off-road-oriented model never made it across the Atlantic. The one offered in Europe was nowhere near as 4×4-capable as a G-wagon anyway, but Mercedes nevertheless provides its largest ute with reasonable light-duty off-road chops.

Off-road mode is available from the same lower console-mounted knurled metal rocker switch that selects all the other drive modes, while there’s also a separate rocker that raises the air suspension. As tempting as it was, I chose not to take my GLS tester off-roading during my weeklong stint, as it just didn’t seem right to muddy up such a beautiful vehicle with rims and tires that were obviously meant for paved surfaces. This said I’ve enjoyed previous examples in less favourable conditions, and found that the SUV manages light- to medium-duty trails quite well. Just don’t expect it to run with a G-Class and you should be more than satisfied.

All said, I’m going to guess more people will haul a trailer than try to take their GLS off-road, and as you might expect it’s more than up to the task thanks to a 3,500-kilogram (7,716-lb) tow rating. This means it can pull small to medium sized camp trailers, possibly up to an Airstream Classic without anything heavy on board, or average sized power craft and sailboats, but nothing too extreme. When it comes to power craft, you’re probably looking at a 2,000-kilo (4,500-lb) boat carrying about 225 kg (500 lbs) of fuel, sitting on a 700- to 900-kg (1,500- to 2,000-lb) trailer. In other words, this side of a full-size body-on-frame SUV or pickup truck, the GLS 450 provides some serious hauling capability.

I don’t know about you, but after the crazy year we’ve had few things sound better than hitting the road with a boat or camper in tow. If you did so at the wheel of a GLS 450 4Matic, I can promise you a speedy, comfortable, cost-efficient trip, while living with this SUV every day would be a personal lifestyle upgrade that I’d certainly be happy to live with.

The cost to do so begins at $95,500 plus freight and fees, while extras can add up quickly. At the time of writing, Mercedes was offering factory leasing and financing rates from 2.99 percent, but there’s no doubt more cash on the hood for those willing to negotiate. To learn more about such deals, as well as possible manufacturer rebates and always helpful dealer invoice pricing, check out CarCostCanada, where members regularly save thousands on their new vehicle. CarCostCanada provides a free app for your smartphone too, downloadable from the Apple Store or Google Play Store, putting everything you need to get the best deal right at your fingertips.

Review and photos: Trevor Hofmann

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

New Car Reviews

2019 Hyundai Accent Ultimate Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market…

New Car Reviews

2019 Buick Encore Essence AWD Road Test

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market since emperors ruled, while the brand more recently positioned itself well as a purveyor of true premium products that suited Chinese market tastes to a tee, both stylistically and luxuriously, but China isn’t the only reason Buick can claim such jet-setting status.

The Regal GS (see the latest version here) I most recently reviewed, for instance, was designed cooperatively by GM’s German and Australian divisions, with input from its Chinese and North American operations, and assembled in Rüsselsheim, Germany, and Shanghai, China, for the Chinese market, the latter factory also producing the LaCrosse that I tested and reviewed way back in 2017 (see the 2019 LaCrosse here), although our version of Buick’s flagship sedan is built in GM’s Detroit/Hamtramck Assembly.

Even more exotic, the compact Envision crossover SUV (see the updated version here) I covered the same year, while related to the Chevrolet Equinox and GMC Terrain, was mostly designed and produced in China, and is actually the first mass-produced vehicle to follow that Chinese production path (not without ever-changing regulation challenges).

The only American-made vehicle to remain under the Buick brand after the LaCrosse is discontinued later this year will be the mid-size three-row Enclave SUV (see the redesigned Enclave here), produced in Lansing, Michigan. Even the upcoming mid-size five-passenger Envoy, based on the new Chevy Blazer, will likely hail from GM’s Coahuila, Mexico facility, where the Blazer is currently built, but it’s possible the new Enspire, slated to fit between the Encore and Envision, will be built at the GM Fairfax plant in Kansas, being that initial plans to bring it over from China aren’t looking as appealing as they once did.

Lastly, the Encore being reviewed here is the product of GM’s South Korean enterprise that resulted from taking over Daewoo, and is built in Bupyeong-Gu, Incheon alongside the Chevy Trax, which is virtually the same vehicle under the skin.

The Encore will be completely redesigned for 2020, although we won’t see it until spring. The current model hasn’t changed noticeably since it was given a thorough and attractive refresh for 2017, with its basic underpinnings remaining unchanged since it first came on the scene in 2012. I’ve tested it all the way through the years, and always enjoyed it for what it was and still is, a comfortable yet surprisingly quick, highly fuel-efficient, well-featured, roomy little urban runabout with decent all-season capabilities.

For the reasons just stated, I think the Encore is one of the smarter vehicles to buy in its subcompact near luxury class, at least for those of us who prefer a bit of premium pampering. The 2019 model starts at a mere $26,400 plus freight and fees, and tops out at just over $41k with all options and most useful accessories added, which is where most others in the luxury subcompact SUV class start off, but to be fair to the BMW X1, Mercedes-Benz GLA, Audi Q3 et al, the little Buick is not fully in this class.

First off, it’s a Buick, and outside of China the name doesn’t conjure up as much prestige as Cadillac, which unfortunately doesn’t wow the neighbours as much as one of those just-noted German brands, or for that matter Lexus. Lexus just entered this market with a model that more closely targets the type of comfort/efficiency-first buyer that the Encore attracts, and the UX has quickly run up the sales charts to displace Audi’s Q3 in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if we include the Encore in this list, but once again it’s priced closer to mainstream volume-branded subcompact SUVs than anything in the luxury sector, so it would be unfair to do so.

Just the same, with 10,637 Encores sold in Canada last year it continues to do pretty well in the mainstream sector too, placing fifth out of 17 volume-branded subcompact SUVs in 2018, with all others priced cheaper, excepting the near-luxury Mini Countryman that starts at $31,690 and reaches over $50k before adding accessories. That top-line Mini is one of the best performing subcompact SUVs at any price, however, where Buick’s buyers are more interested in comfort, quietness, and fuel efficiency, as noted earlier.

If you hadn’t already noticed, the Encore is small. In fact, it’s smaller than both Countryman generations, the older Mini not as large as the current one, and smaller than all premium-branded subcompact SUVs. Nevertheless, it’s larger than Honda’s HR-V, Kia’s Soul, Ford’s EcoSport and a few other mainstream subcompact SUVs, while it’s smaller than Nissan’s Qashqai, Toyota’s C-HR and Jeep’s Compass, in fact sized closer to Mitsubishi’s RVR, Nissan’s Kicks and Hyundai’s Kona, and almost identically to Jeep’s Renegade and Mazda’s CX-3. Yet it’s tall, so much so that few will run out of headroom, while its available cargo capacity is surprisingly generous.

2019 Buick Encore Essence AWD2019 Buick Encore Essence AWD — The updated instrument panel gets luxurious soft-touch elements and very good infotainment. (Photo: Trevor Hofmann)

With all seats lowered the Encore can haul up to 1,371 litres (48.4 cubic feet) of gear, and the 60/40-split rear seats lay flatter than most rivals thanks to a folding process requiring each lower rear cushion to be flipped forward first, before manually lowering each headrest, and then tucking each backrest in behind. The process is a bit more labourious than most competitors, but the final result makes it well worth the effort. Buick dedicates 532 litres (18.8 cubic feet) to cargo behind those rear seats, which is about as much as a full-size sedan’s trunk. Even better, for those moments when you need to transport something really long and awkward, like some extra 2x4s for the extension you’re building or that perfect area rug you saw at the country fair or garage sale, you can lay the front seatback flat as well for up to 2.4 metres (8.0 ft) of extra storage. The Encore’s passenger/cargo flexibility truly makes it a practical companion to ease daily life.

If you want something easy to drive, with excellent sightlines in all directions thanks to a tall ride height and large greenhouse, you can’t get much better than the Encore. Its ride is very good, a Buick trademark, soaking up road irregularities with ease, while its MacPherson strut front and compound crank (torsion beam) rear suspension proved agile enough too, not so much as some of its fully independent sprung premium competitors, but easily up to most of its volume-branded rivals. Buick’s QuietTuning makes a real difference when it comes to reducing road and wind noise, of course, thanks in part to standard active noise cancellation, but it also adds to the Encore’s feel of quality, this process requiring more insulation than average, which results in a sense of solidity and better than average workmanship.

Buick can outfit your Encore with front-wheel drive or all-wheel drive, the latter costing $2,000 and therefore boosting the base model’s price up to $28,400, while the standard 1.4-litre turbocharged four-cylinder engine can have its sequential multi-port fuel injection replaced with Spark Ignition Direct Injection (SIDI), which raises output from 138 to 153 horsepower and torque from 148 lb-ft to 177, and its six-speed automatic transmission upgraded to include Start-Stop technology that shuts the engine off when it would otherwise be idling, and automatically restarts it when the brake pedal is let off, all for just $1,030 extra.

My tester included both upgrades and the combination made a massive difference off the line (especially in the wet), when powering up to highway speeds, when exiting corners and during passing manoeuvres, transforming the feel of the little SUV from a eco-commuter SUV into a feisty little pocket rocket. With a curb weight of 1,386 kilos (3,056 lbs) the AWD model doesn’t need a lot of power to get moving, while its overall lightness makes the Encore easy to slot through congested city traffic too, not to mention it helps keep fuel costs down.

Transport Canada rates the base FWD model at 9.4 L/100km in the city, 7.8 on the highway and 8.7 combined, while the same engine with AWD is good for 9.9 city, 8.1 highway and 9.1 combined. Offsetting the extra power of SIDI with auto idle-stop actually reduces overall fuel use to 8.9 city, 7.5 highway and 8.3 combined with the FWD model or 9.4, 7.9 and 8.8 respectively with the top-line AWD SIDI version, making this upgrade a true “have your cake and eat it too” scenario.

The automatic gearbox, which shifts nicely and is a lot more enjoyable to drive than a continuously variable transmission or CVT, especially when factoring in the thumb-actuated rocker switch that allows for do-it-yourself manual mode after pulling the shift lever to its rearmost position, adds sporty feel to the driving experience, albeit only a little. Rev too high and the engine is a bit on the buzzy side, normal in this class amongst entry-level SUVs. Interestingly, the transmission will hold its gear in manual mode without shifting if you so desire, which does add an element of sportiness that most of its competitors don’t allow for, but all said the Encore is best enjoyed at a more relaxed pace, where it makes the most of its compliant ride and overall comfort.

The Encore includes one throwback feature that shows its age, a well-made, sturdy handbrake lever between the two front seats, that’s not leather-wrapped incidentally. It’ll likely give way to an electromechanical one for the next-generation Encore, but I certainly didn’t mind seeing it there and almost used it all week without noticing.

While the handbrake is a non-issue, the rake and reach of the Encore’s tilt and telescopic steering column is a definite bonus. It allowed me to set up the driver’s position ideally for my long-legged, shorter torso five-foot-eight body, that, when matched up with its power-actuated driver’s seat, resulted in a comfortable driving position that also left me fully in control. To be clear, only the lower cushion is powered with the backrest needing manual recline, while the two-way powered lumbar support just happened to meet the small of my back quite well. This said it might not line up with your lower back, or at least not the way you like it, so you may want to check this feature during your test drive. Hopefully Buick will offer four-way lumbar adjustment in the upcoming 2020 model.

As mentioned, those front seats are very comfortable, the driver’s even providing a minivan-style folding armrest, but other than their Shale beige leather upholstery (Ebony black or Brandy wine are available too) and nice contrast stitching there’s nothing fancy about them. For instance, there’s no forced ventilation or even perforations in the leather to cool off during summer, but the three-way seat warmers were downright therapeutic in there hottest setting, and the heatable steering wheel could be set up to automatically turn on with the ignition. I love that, and only wish the seats would do likewise.

Buick simplified the Encore for 2019, with Preferred, Sport Touring and Essence trims, the base model including 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, a large 8.0-inch infotainment touchscreen incorporating a rearview camera with active guidelines, Apple CarPlay and Android Auto, and many other features, while additional standard features include a hard cargo cover and 10 airbags to go along with other passive and active safety features, while the move up to $28,400 Sport Touring trim adds fog lamps, a rear rooftop sport spoiler, and remote engine start.

My tester was outfitted in top-tier $31,700 Essence trim, albeit with AWD and the upgraded engine so its base increased to $34,730. Essence features include a heated steering wheel rim, heated (front) leather-upholstered seats with driver’s memory, an auto-dimming rearview mirror, a universal garage door opener, and side blind zone alert with rear cross-traffic alert.

The last two items can be had in the two lesser trims as part of a Safety Package, along with a three-prong household-style 120-volt power outlet located at the rear of the centre console, while my Essence trimmed tester was upgraded with the $1,110 New Safety Package II incorporating the above items as well as forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, plus front and rear parking assist. It also featured the $3,050 Experience Buick Plus Package, which first removes $650 because it includes everything in the just-noted New Safety Package II, while adding special seven-spoke 18-inch chromed aluminum wheels, a navigation system, and a powered glass sunroof.

It all made for a nice little subcompact luxury utility, with a better interior than you’ll find in most non-premium rivals and only slightly short from achieving the interior finishing of the true luxury set. Details like fabric-wrapped A-pillars set it apart, while its soft-touch dash top and door uppers, both front and back, are nicer than average too, as is the beautifully padded and stitched leatherette instrument panel bolster that begins to the left of the primary gauge cluster before visually continuing below the centre touchscreen and then widening as it crosses ahead of the front passenger.

The dash looks elegant and provides a good background for the instruments, the gauge cluster traditional in layout, with an analogue tachometer to the left and speedometer to the right, plus the usual gas and temperature gauges hovering over a nice full-colour multi-information display that’s quite comprehensive in its capability, albeit not a more modern fully digital gauge cluster as offered by a number of premium brands.

A sporty, thick, nicely shaped steering wheel frames the gauges elegantly, while the leather it’s wrapped in feels very upscale. The attractive satin-silver trim that’s added to the lower portion of the wheel feels cool to the touch and therefore comes off as genuine aluminum. There’s more on the instrument panel as well as chromed door handles to bling things up, as well as some de rigueur piano black lacquer tastefully applied in key areas.

The centre touchscreen shows off Buick’s latest interface design that mimics Chevy’s impressive system layout, albeit with fewer colours and a more sophisticated looking blue on black look. Both work well, with this one providing accurate navigation, easy to use audio functions, a good backup camera with aforementioned active guidelines, plus more, but there was no overhead camera option, which was a bit disappointing in this class and price point. Also disappointing was its lack of wireless smartphone charging capability (aren’t we getting spoiled), but I suppose it wouldn’t have been easy to fit one in as the rubberized tray provided at the base of the centre stack wasn’t even large enough to fit my medium-sized Samsung S9 smartphone. Yes, this SUV’s age does show through here and there, but at least there were USB charge ports close by, not to mention an auxiliary input and 12-volt charger.

I imagine Buick will take care of wireless charging and the other shortcomings I’ve mentioned thus far in the upcoming second-generation Encore, but they don’t need to update the dual-zone automatic climate control interface, which uses traditional buttons and knobs for all functions, resulting in an easier process than being forced to hunt around for the same features in an infotainment interface.

I’ve allowed myself to get a bit more granular with this review than I planned to, but the Encore deserves this attention to detail. It might be an old model on its way out, but this little Buick represents very good value in every respect, which is no doubt why it sells so well. You can choose to wait until spring 2002 for the new one, which will likely improve on this aging Encore in every way, or you can opt for tried and tested.

No doubt Buick would be happy no matter which of these two choices you make, but to sway you towards the 2019 they’re offering up to $5,390 in additional incentives. To learn more, check out CarCostCanada where you can find pricing on all trims, packages and individual options, plus information on available manufacturer rebates and otherwise hard to get dealer invoice pricing.

BMW’s X1 was the very first subcompact luxury crossover SUV ever produced, having arrived on the European scene in 2009 as a 2010 model, two years before we saw it as a 2012. Even when it showed up…

New Car Reviews

2019 BMW X1 xDrive28i Road Test

BMW’s X1 was the very first subcompact luxury crossover SUV ever produced, having arrived on the European scene in 2009 as a 2010 model, two years before we saw it as a 2012. Even when it showed up on our shores in April of 2011, nothing else was around to compete against it, unless you consider the near-luxury Mini Countryman as a direct rival, that model having arrived in February of the same year.

Once October 2011 rolled around, the Range Rover Evoque entered the market and a new automotive category was created, but it would take another three years for Audi and Mercedes-Benz to add more variety to North America’s new subcompact luxury SUV segment with their respective Q3 and GLA-Class (unless you count the Buick Encore that arrived in 2013), plus an additional two years for Infiniti to show up with its QX30 (not that many noticed), three more for Jaguar’s E-Pace, Volvo’s XC40 and BMW’s second offering, the sportier X2, and one more for Lexus’ new UX.

More are on the way, including Alfa Romeo’s Tonale for 2022, and possibly something eventually from Acura (long rumoured to be called the CDX), but Infiniti has already cancelled its QX30 so Acura may have been wise to hold out. Then again, aforementioned Buick has done very well with its Encore, and while the brand sits at the lowest end of the premium market in price and prestige, the model’s upcoming second-generation (expected for 2020) could make an even bigger dent in the market.

If we were to consider Buick a true luxury brand the Encore be the sales leader in this category, but with a base price of $28,400 (not even as high as the Mini Countryman’s base of $31,690) it’s not really a contender for premium status. Buick sold 10,637 Encores in 2018 and 8,322 as of October 31, 2019, which represents considerably more buyers than BMW has been able to find with its second-bestselling X1, which found 5,308 buyers in 2018 and 3,753 so far this year. The X1 starts at $41,500, however, so it’s not really a fair comparison. One is a gussied up Chevy Trax that delivers big on fuel economy and reasonably on features, but not so much on performance or refinement, and the other is a leader in all of the above (see 2019 BMW X1 pricing at CarCostCanada, where you can learn about all its packages and individual options in detail, plus find out about valuable rebate information as well as dealer invoice pricing that could save you thousands, BMW currently offering up to $2,000 in additional incentives on 2019s and $1,000 on the new 2020 model).

To be fair to Buick, some of the X1’s rivals wouldn’t have initially received high marks in all the just-noted categories. Audi’s first-generation Q3 was a bit weak on performance and refinement, and honestly the original X1 was regularly criticized by pundits for cheaper interior plastics than any other BMW, my first review of this model claiming that Ford’s Escape Titanium “even offers more soft-touch interior surfaces than this X1.” I lauded the X1 for its overall solidity and performance, mind you, both important differentiators expected from premium SUVs.

The X1, now in its second generation and ironically having traded its lovely rear-wheel drive E91 3 Series Touring-platform (arguably its best asset) in for the aforementioned Mini Countryman’s second-gen front-wheel drive-biased UKL2 architecture (hardly a slouch either), today’s entry-level BMW SUV is a wholly different vehicle than its predecessor. It started out as a low, hunkered down, rear-wheel drive-biased AWD five-door crossover, but now it’s grown up into a much more conventionally shaped and sized subcompact luxury SUV, looking a lot more like its larger X3 and X5 siblings. Its considerable sales growth in 2016 and 2017 back up BMW’s decision to take the X1 in this new direction, and while deliveries dipped a bit in 2018 and so far this year, this probably has more to do with BMW’s introduction of the X2 than anything else, while more importantly it’s managed to remain in its number one position (amongst true subcompact luxury SUVs) even without factoring in the X2.

Specifically, the X1’s aforementioned year-to-date Canadian sales of 3,753 units is considerably higher than the second-place GLA’s 3,021 deliveries over the same 10 months, and likewise when compared to Lexus’ new UX that’s already taken third-place way from Audi’s Q3 with 2,374 units against 2,303. As for the success of the also-rans, Volvo’s new XC40 managed 1,690 units, Land Rover’s redesigned Range Rover Evoque secured 1,333 new buyers, BMW’s own X2 attracted 1,159 new owners, and Jaguar’s E-Pace wasn’t last (yet) with 372 customers, while Infiniti’s now discontinued QX30 brought up the rear with 93 deliveries (too bad, because it’s more than decent offering).

BMW shows its dominance even more when combining X1 and X2 sales that reached 4,912 units at the close of October, and that’s even before adding in the 2,082 Countryman (should we call them Countrymen?) SUVs sold over the same three-and-a-third quarters (most of which reach into the mid-$40k range), boosting deliveries to almost 7,000 units (6,994), they almost tally up to everything Mercedes, Lexus and Audi (2, 3 and 4 in the category) can sell combined (7,698 units). Ah, the sweet smell of success.

The smell of my tester was leather thanks to its beautiful milk chocolate brown Mocha Dakota Leather upholstered cabin, the $950 upgrade from base leatherette requisite when opting for its pretty $895 Mediterranean Blue Metallic exterior paint (the satin aluminum silver trim across the front and rear undertrays plus the rocker panels comes standard, while optional Oyster Grey and Black leather interiors are also available with this colour). The open-pore Oak Grain wood inlays with chrome and brush-metal highlights are no-cost bonuses that make the cabin look so upscale (additional woods, brushed aluminum and piano black lacquered inlays can be had too) as are all the high-quality soft-touch composite surfaces that step the X1 up and over most rivals.

To be real, Dakota leather is BMW’s lower grade hide, but Nappa and Merino aren’t offered with the X1. It’s still the real deal, however, but it can be corrected-grain or even formed from the leather split and then coated with synthetic polymer paint, with its surface artificially embossed for a grain effect. What matters is it smells right, looks good and lasts, with the X1’s seat inserts even perforated for breathability. The seats didn’t include forced ventilation or anything so fancy, but the three-way front derriere warmers heated up to therapeutic levels quickly when set to their topmost temperature, adding a coziness to the already comfortable driver’s seat.

The front driver and passenger four-way lumbar support isn’t standard, but rather comes as part of two available packages, the first a $3,500 upgrade dubbed Premium Package Essential that also includes power-folding side mirrors, proximity-sensing keyless Comfort Access, auto-dimming centre and side mirrors, a large panoramic sunroof, a “HiFi” audio system, and an alarm, and the second as-tested $5,900 Premium Package Enhanced including everything above plus a head-up display, a universal remote, satellite radio, navigation, BMW’s semi-autonomous Park Assistant, the BMW ConnectedDrive Services Package, and a powered liftgate.

Both packages are also available with a heatable steering wheel, plus a $1,000 Driving Assistant Plus package that adds approach warning with pedestrian alert and light city braking, lane departure warning, adaptive cruise control with stop-and-go plus traffic jam assist, high-beam assist, and speed limit info.

Now that we’re talking upgrades, my tester also included a $950 Sport Performance Package featuring a Sport automatic transmission with steering wheel-mounted paddles (worth the upgrade alone), more reactive M Sport Steering, and 19-inch alloy wheels, although my tester was smartly outfitted for this colder season and therefore included a set of 225/50R18 Continental ContiWinterContact tires on special M Sport split five-spoke alloys.

As anyone who’s driven on winter rubber will know, performance on anything but snow or ice is compromised, and therefore my tester’s at-the-limit grip couldn’t possible measure up to the stock wheel and tire combination. This said it proved more agile than the same SUV shod in 17-inch winter tires for my 2016 X1 xDrive28i review, which were smaller due to the older model coming with 18s in base trim.

Not much else seems to have changed since then, however, which obviously (by the aforementioned sales numbers) doesn’t matter to X1 buyers, or for that matter to me. The model’s only engine, a 2.0-litre turbocharged four-cylinder, still makes 228 horsepower and 258 lb-ft of torque, potent when sidled up beside some of its rivals, like a Lexus UX or the base Mercedes GLA, but nowhere near as energetic as the latter model in 375-horsepower AMG trim, or for that matter top-line versions of the Jaguar E-Pace, Range Rover Evoque or Volvo XC40, but once again popularity proves this isn’t an issue.

I found it more than adequately powered, especially with Sport mode engaged, which meant the standard ZF-sourced eight-speed automatic transmission responded more immediately to shifts, whether prompted by its paddles or left to its own devices. All-wheel drive is standard, and in the wet improved grip off the line and mid-turn, while the little utility feels poised compared to some in this class, but not as agile as the aforementioned AMG GLA 45, for instance, or its predecessor that was little more than a raised 3 Series wagon. More importantly, today’s X1 is more comfortable than its predecessor and many competitors, whether the powertrain is set to more relaxed Comfort or Eco modes or not, its ride particularly good for such a compact SUV. Eco mode in mind, claimed fuel economy is even decent at 10.7 L/100km in the city, 7.5 on the highway and 9.3 combined.

It’s actually one of the more well-rounded entry-level SUVs in the premium sector, and amongst the most practical. Along with the comfortable front seats, the lower cushions even including adjustable side bolsters and manual thigh extensions, the steering column provided at least four inches of reach that, together with the amply adjustable driver’s seat, allowed my long-legged, shorter-torso five-foot-eight frame to fit in ideally, optimizing both comfort and control (this is often not the case). The aforementioned four-way powered lumbar support aided comfort, especially during long hauls, while the adjustable side bolsters cupped the torso nicely and the thigh extensions added support under the knees. BMW has thought of just about everything to make the X1’s front occupants comfortable.

The rear passenger compartment is more accommodating than you might think for a vehicle in this class too, while the outboard backrests are plenty supportive and centre position not wholly uncomfortable (normally the case with subcompacts). Two is better in back, however, allowing a wide (albeit slightly low) centre armrest with smallish pop-out cupholders to be folded down in between. When positioned behind the driver’s seat, which once again was extended further rearward than for most five-foot-eight folks, allowing approximately four inches ahead of my knees, at least another four to five above my head, plus about four next to my hips and shoulders. I certainly never felt cramped.

Of course the large panoramic sunroof overhead made for a much more open and airy rear passenger experience, while the LED reading lights overhead can add light at night if those in back want to read. There were no seat heaters in back, a bit of a letdown, but on the positive the rear quarters are finished just as nicely as those up front.

The cargo compartment is nicely finished as well, with high-quality carpeting up the sides of each wall, on the cargo floor, of course, which can be removed to expose a large hidden stowage area, plus on the backsides of the ideally 40/20/40-split rear seatbacks. If you have any intention of using your future SUV for skiing, or any other type of activity that might have you carrying longer cargo down the centre with passengers in back should consider this more flexible cargo configuration. BMW provides 505 litres (17.8 cubic feet) of dedicated gear-toting space behind those seatbacks, and gives you a convenient set of levers to drop them down, resulting in a sizeable 1,550 litres (54.7 cubic feet) of total capacity.

Back in the driver’s seat, the X1’s primary instrument cluster consists of the usual two analogue dials, although they appear as if floating within a colourful digital background, which looks really nice when lit up at night. Of course that background is a multi-information display at centre, plus warning lights, info about the active cruise control and more around the outer edges.

Propped up at the centre leading edge of the sloping dash-top is a beautiful wide high-definition display with fabulous depth of colour and contrast, and stimulating graphics. Unlike most premium rivals that don’t include touchscreens, BMW’s display is fully capacitive, allowing tap, pinch, and swipe capabilities just like a tablet or smartphone. You can also use the traditional iDrive rotating controller and surrounding buttons on the lower console for quick control. It’s an intelligent system, expected from the brand that initiated modern infotainment way back in the early aughts, while all the functions performed flawlessly including the route guidance that got me to my destinations perfectly each time. The upgraded audio system was very good too, and included a power/volume knob and row of quick-access radio presets just below a set of HVAC vents positioned under the display, and just above a comprehensive dual-zone auto climate control interface. Everything is well laid out, adding to the X1’s all-round goodness.

As is always the case, vehicles don’t become number one in their respective classes by accident, which is why anyone contemplating a small luxury SUV should seriously consider BMW’s X1.

Toyota may have said sayonara to its Scion line a few years ago, but the youth-oriented brand’s spirit continues to live on in cars like the impressive new Corolla Hatchback. The Corolla Hatchback takes…

New Car Reviews

2019 Toyota Corolla Hatchback XSE Road Test

Toyota may have said sayonara to its Scion line a few years ago, but the youth-oriented brand’s spirit continues to live on in cars like the impressive new Corolla Hatchback.

The Corolla Hatchback takes over from the Corolla iM, which was previously the Scion iM, one of the industry’s best compact five-door hatchbacks from model years 2016 through 2018. It was finished to a higher level than most rivals, partly because it was actually a rebadged second-generation Auris from Europe, where they generally finish cars to higher levels than we get here. In Australasian markets this model was long dubbed Corolla Hatchback, so it only made sense to adopt the simpler, more familiar name when this new model arrived on North American shores for 2019.

While this five-door Corolla isn’t as popular as its four-door sibling, you may recognize the redesigned Hatchback’s snazzy new LED headlight-enhanced face now that the 2020 Corolla sedan is starting to show up everywhere. Both new models are high on style and big on substance, and while they’re not going to give the mighty Honda Civic a run for its money, the Corolla line will once again finish 2019 well ahead of every other compact competitor.

No matter the angle, the new Corolla Hatchback looks good, something I can’t say for Honda’s five-door rival. While the Toyota has plenty of sharp angles in keeping with today’s styling preferences, its basic shape is organically flowing, something I’ll hazard to guess will stand the test of time more easily. No doubt outward design influences the Corolla’s high resale value, its second-place standing in the 2019 Canadian Black Book’s Best Retained Value Awards only beaten in the compact car class by Toyota’s own Prius, although this impressive result will also be due to the Corolla Hatchback’s superb value proposition, Vincentric having also honoured the car with its 2019 Best Value In Canada Award in the Compact Hatchback category.

A quick visit to CarCostCanada (where you can also find the latest rebate info and dealer invoice pricing that could save you thousands, plus factory leasing and financing rates that started from 0.49 percent at the time of writing) will show 2019 Corolla Hatchback pricing starting at just $20,980 plus freight and fees, which is actually $1,770 less than the old 2018 Corolla iM mentioned earlier, and believe me the redesigned model is a much better car.

Its standard auto on/off headlamps are full LEDs, compared to halogen projectors in the outgoing model, while the new taillights continue with standard LEDs. The old car’s remote entry has been upgraded with standard proximity-sensing keyless access plus pushbutton ignition, this not even available before, its classic handbrake replaced by an electric parking brake, while the compact Toyota’s advanced driver assistive systems have been upgraded from just including auto-dimming high beams, autonomous emergency braking, and lane departure alert, to now featuring frontal pedestrian and bicycle detection, lane and road departure steering assist, plus adaptive cruise control.

Items like LED daytime running lights, LED turn signals integrated within the side mirror housings, a rear spoiler, fabric-wrapped A-pillars (another sign this car comes out of Toyota’s European division), piano black lacquer and metallic interior accents, a tilt and telescopic multifunction steering wheel, a 4.2-inch colour TFT multi-information display, variable intermittent wipers, an intermittent rear wiper, power windows with auto up/down all around, and cloth sport seats continue forward, as does a touchscreen infotainment system atop the centre stack with a backup camera, Bluetooth phone connectivity and audio streaming, voice recognition, and six-speaker AM/FM/USB/AUX audio, but the new 8.0-inch centre display is now a full inch larger than its predecessor and features Apple CarPlay and Android Auto smartphone integration plus Toyota’s proprietary Entune system that also comes with Entune App Suite Connect featuring traffic, weather, sports, stocks, a fuel station locator, Slacker, Yelp, and NPR One, making the new Corolla Hatchback much more modern.

That said the old iM’s standard 17-inch alloys are now replaced with a comparatively rudimentary set of 15-inch steel rims with covers in base trim, while its leather-wrapped steering wheel rim and shift knob is now urethane, dual-zone auto climate control system now single-zone, albeit still automatic, heated front seats now optional, and the list goes on, all of these reminders that Scion (and the Corolla iM that followed) was mostly a single-trim, no options, one-size-fits-all brand, which meant its cars were always nicely equipped in “base” trim, albeit with entry-level pricing that was often a bit higher than some rivals, and there was no opportunity to add higher end features, such as larger wheels, fog lamps, upgraded instrumentation, navigation, leather upholstery, heated rear seats, etcetera.

This is not a problem for the new Corolla Hatchback, as is immediately noticeable from its front fog lamps and stunning machine-finish 18-inch alloy wheels with black painted pockets. These come standard in my tester’s top-line XSE trim, but before I delve into its details I should take you on a short tour through some of the 2019 Corolla Hatchback’s other trim packages.

For instance, a reasonable $1,000 replaces the rev-matching six-speed manual gearbox with a Direct-Shift continuously variable transmission (CVT) featuring sequential shift mode, while its completely automated shifting also allows for an automatic upgrade to full-speed adaptive cruise control and lane tracing assist.

Both manual and CVT models can be had with one of three packages above base, including the $1,600 SE, $3,000 SE Upgrade, and the as-tested $6,000 XSE. The SE, which pushes the Corolla Hatchback’s price up to $22,580 for the manual or $23,160 with the CVT, adds 16-inch alloy wheels, some additional chrome exterior trim, a leather-wrapped steering wheel rim, a power-adjustable driver’s seat with two-way powered lumbar support, heatable front seats, a theft deterrent system, and steering wheel-mounted paddle shifters with the CVT, while the SE Upgrade package, increasing the price to $23,980 for the manual or $24,160 with the CVT, provides some heat for that steering wheel, plus adds convenient wireless device charging, blindspot monitoring, and those 18-inch alloys noted a moment ago.

As for my tester’s XSE trim that starts at $26,980 with the manual and $27,980 for the CVT, and I’ve got to point out how fabulous it is that Toyota combines its sportiest, highest end trim with its most performance-oriented gearbox, it includes the LED fog lights mentioned before, a 7.0-inch TFT digital driver’s display, plus special Sport fabric upholstery with leatherette trim, dual-zone auto HVAC, Entune 3.0 Premium Audio that adds embedded navigation/route guidance to the centre touchscreen (with automatic map updates for three years), plus traffic and weather info, Entune Destination Assist (with a six-month subscription), Entune Safety Connect featuring automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, plus satellite radio.

A few dealer-added accessories worth getting include a dash camera for $650, a cargo liner for $155, a cargo net for $80, and doorsill plates for $250, while the Corolla Hatchback’s exterior can be dressed up with an ultra-sporty extended rear rooftop spoiler for $535.

The Corolla Hatchback’s cabin is as attractive and nicely put together as the car’s exterior, with plenty of soft-touch composites covering the dash top, the inside portion of the lower console, the front door uppers, plus the armrests side and centre. The mostly black interior motif gets highlighted by cream/grey-coloured contrast stitching in key areas, while the aforementioned sport seats feature the same thread along with a unique two-tone colour treatment thanks to a lighter grey used for their fabric inserts. The seats’ two-way warmers heat up quickly, and can be set to do so automatically each time the car is restarted, as can the heatable steering wheel that makes better equipped Corolla Hatchbacks a lot more pleasurable to live with year round.

The contrast stitching doesn’t transfer over that steering wheel, but its meaty, nicely shaped sport rim feels good in the hands no matter the temperature, and the telescoping steering column provides a lot more reach than the iM’s did, allowing me to set up the driver’s seat more ideally for my long-legged, short torso body. Comfort in mind, the two-way powered lumbar support did a reasonably good job of applying pressure to the small of my back, although slightly lower would’ve been better.

Set up and ready to go, the upper half of the sport steering wheel frames a brightly lit primary instrument cluster featuring the usual array of tachometer, speedometer, fuel and temperature gauges, with the first one set up in a semicircle to the very left, the second dominating the middle position, and the latter two combined in another semicircle to the right. At the centre of the arching speedometer is the multi-info display, providing the usual types of functions a driver might need, from trip information to fuel economy, phone info to cruise control details, etcetera, all accessible via a really nice set of steering wheel controls.

The big centre display hovers above the dash like a fixed tablet, and features quick-access buttons down both sides, plus rotating power/volume and tune/scroll knobs at the bottom of each row. The touchscreen responds to tap, swipe and pinch gesture inputs quickly, this especially useful for the navigation system’s map, while screen resolution is good, aiding the clarity of the backup camera, the colours are attractive with reasonably deep contrast, and the graphics are more functionally straightforward than outright good looking. In other words, Toyota’s Entune interface looks as if a team of engineers designed it rather than a graphic artist, but it certainly works well.

Another carryover feature from Corolla iM to Hatchback is the independent multi-link rear suspension (IRS), something now also provided by the 2020 Corolla sedan, albeit for the first time. The two new Corollas ride on the completely different Toyota New Global Architecture (TNGA) platform architecture, so it’s not exactly the same IRS, but it nevertheless improves the Corolla’s ride and handling more than if set up with this segment’s usual torsion beam rear suspension design, while the new TNGA platform increases torsional rigidity by 60 percent, again aiding handling while also making the body and all occupants safer from impact.

The stiffer construction can certainly be felt on the road, more structural strength allowing for greater compliance from the suspension and therefore the better ride quality just noted, while the IRS also prevents secondary jarring from the rear when pushing it a bit harder over bumpy roads. This kept my tester’s 225/40R18 Bridgestones in better contact with the road below, and the more often a tire’s contact patch is touching pavement the more chance it has of making a given corner, the Corolla Hatchback much more stable through fast-paced curves than some of its peers that don’t yet offer such sophisticated rear suspension setups.

I honestly had no complaints about the old Corolla iM’s 16-valve, DOHC, 1.8-litre four-cylinder that put out just 137 horsepower and 126 lb-ft of torque, as it was a free-revving engine that was plenty of fun to row through the gears, although the six-speed manual was more fun to play with than the easier-to-live-with CVT-S automatic, the “S” referring to Sport. Every aspect of new Corolla Hatchback’s drivetrain is a great deal more enthusiastic, however, so I’m not lamenting the loss of the iM one whit, its direct-injection 2.0-litre four-cylinder making 168 horsepower and 151 lb-ft of torque, which is 31 horsepower and 25 lb-ft of torque more than the iM, and therefore more than enough to offset the new Hatchback’s 118-kg (260-lb) gain in curb weight, to 1,388 kg (3,060 lbs).

Of course, nothing increases output better than cubic centimetres, and 200 is roughly 10 percent of added displacement, but Toyota replaces its old Valvematic system with much more sophisticated VVT-iE (Variable Valve Timing – intelligent by Electric motor), a Lexus development now trickling down to Toyota’s offerings. Basically it’s the same dual VVT-i system used in other applications, albeit with an electrically operated actuator adjusting and maintaining intake of the camshaft timing. Exhaust camshaft timing remains controlled via a hydraulic actuator. In other words, the new engine is much stronger and maintains its energy over a wider rev range.

As for the upgraded continuously variable transmission, usually the Achilles heel of any car attempting to be sporty, the old iM’s was good and the new Corolla Hatchback’s is ruddy brilliant. Truly, this is one of the best CVTs I’ve ever tested, with really quick, snappy shift increments when in Sport mode. What’s more, Toyota’s Direct-Shift CVT includes a whopping 10 gear ratios, which is more than any other I’ve experienced. Of course, they’re pseudo gears, but they nevertheless feel very realistic and are plenty of fun to actuate via the paddles noted earlier. Left to its own devices it’s a smooth, linear shifting CVT that most should appreciate, while it really helps to lower fuel economy.

Despite all the extra engine output and added mass noted a moment ago, the new Corolla Hatchback more than edges the old Corolla iM out when it comes to fuel economy, the new model’s claimed 7.5 L/100km city, 5.8 highway and 6.7 combined rating much thriftier than the iM’s 8.3 city, 6.5 highway and 7.5 combined rating. The new car’s manual is better on fuel too, with a rating of 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined, compared to 8.8 city, 6.8 highway and 7.9 combined for the old model.

I love it when automakers provide us with a “have your cake and eat it too” experience, and for the most part that pretty well sums up this car. It’s faster and more fun to drive yet saves money at the pump, and improves most every other aspect of car ownership too, but nevertheless all that mass noted earlier, which was partially acquired by making the Corolla Hatchback 100 millimetres (3.9 inches) longer than its predecessor with a 40-mm (1.6-in) longer wheelbase, plus 30 mm (1.2 in) wider, albeit a slight 25 mm (1.0 in) lower to the ground, doesn’t add up to inches inside. In fact, while front legroom, rear headroom and rear shoulder room have been increased fractionally by 7 mm (0.3 in), 2 mm (0.1 in) and 10 mm (0.4 in) respectively, front headroom is less accommodating by 33 mm (1.3 in), front shoulder room is narrower by 10 mm (0.4 in), and rear legroom is shorter by 71 mm (2.8 in), while the dedicated cargo compartment is 14 percent smaller, shrinking from 588 litres (20.8 cubic feet) to just 504 litres (17.8 cubic feet).

Nevertheless, I found it roomy enough and comfortable in all outboard positions, although take into consideration that I might be long-legged but only measure five-foot-eight on a particularly elevated day, so taller folk may feel more confined. Like the iM, the Corolla Hatchback’s cargo area gets a removable carpeted load floor with a compact spare and tiny bit of stowage space below, while 60/40 split-folding rear seatbacks can be laid flat to expand its cargo capacity, although Toyota makes the size of the Hatchback’s maximum gear-hauling capability a secret, just as it did with its predecessor.

I can’t for the life of me comprehend how an automaker makes a car larger in almost every respect, yet loses interior room, unless they’ve taken a car that had already some of the highest safety accreditation it could have and made it better, and to its credit the new model achieves best-possible “Good” ratings in all IIHS categories, except for “Crash avoidance & mitigation” in which the headlights merely achieve “Acceptable” or “Marginal” ratings depending on trim or option, although it should be noted this is a U.S. agency and the U.S.-spec Corolla Hatchback isn’t identical to ours. The Corolla Hatchback actually gets a rare “G+” rating for its child seat “LATCH ease of use,” while the NHTSA gives it a 5 star safety rating.

I give the new Corolla Hatchback four stars for being a superb little compact hatch that’s big on style, build quality, features and performance, yet a bit smaller than expected on interior roominess. This said it should be high on your list if you’re considering a compact hatchback.

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