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Acura is smartly bringing back one of its most revered nameplates for 2023, and simultaneously ditching a three-letter moniker that never managed to garner as much devoted loyalty. The ILX has long been…

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New Acura Integra five-door priced right for June launch

Acura is smartly bringing back one of its most revered nameplates for 2023, and simultaneously ditching a three-letter moniker that never managed to garner as much devoted loyalty.

The ILX has long been a very impressiv

The new 2023 Acura Integra pulls recent memories of the old ILX. — While this five-door hatch could’ve easily been the 2nd-generation ILX, Acura smartly chose to bring back its legendary Integra nameplate.

e compact sedan capable of running alongside the smallest offerings from Europe’s, Asia’s and the U.S.’ biggest luxury players, thanks to a combination of the previous ninth-generation (2012–2015) Honda Civic Si underpinnings and 2.4-litre engine with a much more sophisticated eight-speed dual-clutch automated gearbox. Certainly, the compact four-door has needed a redesign for years, so therefore sales have waned, but along with a significant update for 2023, Acura has blessed it with a much more endearing name.

Along with the new designation, a much-needed restyling, and a host of other improvements, the new 2023 Integra receives a base price of $34,350 (plus freight and PDI) that’s closer to upper trims of the outgoing ILX, which currently ranges from $31,400 to $36,800.

Integra roots go back 37 years

2023 Acura Integra in the city. — Those wanting a compact, efficient performance car might want to consider the new Integra, especially now that it provides more interior room.

The ILX has already been with us for a decade, although it was given two facelifts in 2016 and 2019, the first one upgrading the drivetrain to its current iteration, and last one being a more dramatic visual departure, in that it received the brand’s latest “Diamond Pentagon” grille. Plenty of additional upgrades were made to each iteration as well, including the model’s sportiest A-Spec trim added to the latter.

Before the ILX, Canadians wanting an entry-level Acura had the option of the 2006–2011 CSX, which was exclusive to our market, albeit with styling shared with the Honda’s domestic-market Civic, while once again it shared plenty of parts with Honda’s Civic Si, albeit only in Type-S trim (beginning in 2007).

The new 2023 Acura Integra from the rear. — The new Integra actually looks closer to the past RSX (4th-gen Integra) from the rear than any Integra sold in North America.

The CLX replaced the Canadian-exclusive 1997–2005 EL, which was more of a gussied up Civic in that it offered no performance option, yet nevertheless managed to accumulate 51-percent of Acura Canada’s sales in its first year and remain the Canadian division’s best-selling model from 1997 to 2003.

Up until 1996 the point of entry into the Acura brand was this article’s subject namesake Integra, or at least the inspiration for the name, which started life in 1986 and therefore joined the mid-size Accord-based Legend as one of the Japanese luxury brand’s initial two launch models.

Following Acura tradition by riding on affordable Honda Civic underpinnings

2023 Acura Integra under lights. — The Integra’s sloping rear window is a convenient hatchback, aiding practicality.

Like that original Integra, the renewed 2023 version is based on Honda’s ultra-popular Civic, although back in the mid ‘80s Acura had a Civic Coupe (and hatchback) to utilize for two-door hard-points, whereas the most recent 11th-generation Civic is only available in four-door sedan and five-door hatchback body styles.

Understandably, fans of the original Integra were disappointed when the new 2023 model showed up as a five-door hatchback in prototype form and once again in production trim, despite early first-, second- and third-generation Integras being sold as four-door sedans (plus four-door pillared hardtops) and five-door liftbacks, not only as three-door liftbacks, often referred to coupes (the fourth-gen Integra, which only came in three-door liftback form, was known as the RSX here).

Five-door Integra makes sense in today’s market

The 2023 Acura Integra in production. — The new Integra is now in production, and this photo shows its hatchback lifted in the background.

Old Integras are most collectable in sportier looking three-door form, which, by the hubbub of controversy surrounding the new Integra’s initial announcement, must have been how many fans initially imagined the majorly-hyped new version before it came out. Looking across the auto mall at Ford, disgruntled Acura enthusiasts might just want to be grateful the new Integra isn’t a crossover SUV (looking at your Mustang Mach-E).

With no three-door model in the Civic lineup, and the need to base the Integra on an existing body style, it makes sense Acura chose the liftback option to pay tribute to the luxury brand’s past. Doing so also results in the sportiest of its two Civic donor platforms, plus better access to the cargo area than the outgoing ILX’ trunk.

High-revving Honda Si engine making way for more efficient 1.5-litre turbo-four

The new 2023 Acura Integra's interior. — The new Integra will be offered with both manual and automatic transmissions.

Those who love the high-revving 2.4-litre ILX engine might be disappointed that its replacement loses 900 cubic centimetres, but take heart because the new Civic-sourced 1.5-litre unit is much more efficient (which matters these days) and utilizes a turbo to produce more output overall at 200 horsepower and 192 lb-ft of torque, compared to 201 horsepower and 180 lb-ft for the ILX.

Where the outgoing engine has been both lauded and criticized for its quick-spinning, peaky performance, with serious enthusiasts loving its mechanical audio track and intense accelerative VTEC forces in the upper rev-range, it was always a bit too sporting for some. After all, the current ILX, and soon this new Integra, need to serve as Acura’s entry-level product for all.

The 2023 Acura Integra as viewed from the driver. — The new Integra promises to be a strong performer.

Therefore, the new model’s more subdued engine note and broader, more automatic-friendly torque band, which ranges from 1,800 to 5,000 rpm, should make it much more enjoyable with the eight-speed dual-clutch automated gearbox, not to mention easier to drive casually around town, while max power can still be found at a lofty 6,000 rpm, or 800 rpm lower than the ILX, meaning that those wanting to rev the engine out will still have an adrenaline inducing, VTEC-enhanced soundtrack to draw upon. That this engine is also used in today’s Civic Si is just another nod to both the ILX’ past and previous Integra’s, et al.

Acura incorporates fabulous six-speed manual transmission from Civic Si

The new 2023 Acura Integra's six-speed manual transmission. — Honda has long been lauded for its manual transmission, which means the new six-speed in the top-line Integra should be very special.

Where the outgoing ILX was not available with a manual transmission (odd considering the Civic Si that donated its 2.4-litre four only was offered with a six-speed manual), the new Integra can now be had with a six-speed DIY gearbox in top-line Elite A-Spec trim at no extra charge, with both the manual and automatic models starting at $42,550, while positioned between base and Elite A-Spec trims is the regular A-Spec at $37,050. According to Acura, the six-speed manual is a “segment-exclusive” feature (sad, but true), which could cause plenty of traditional performance enthusiasts to flock to this front-wheel drive model, despite rear-wheel drive normally being the configuration of choice for the go-fast crowd.

The 2023 Acura Integra's instrument cluster and centre stack. — Acura has clearly biased the Integra’s interior toward a performance-oriented buyer.

Then again, Honda’s Civic is quite possibly the best-handling front-driver ever created, in 306-horsepower 10th-generation Type R trim at least (the new one is expected later this year as a 2023 model, incidentally), so the automaker knows a thing or two about maximizing handling prowess in this less-than-optimal layout.

Making the most of its dynamic chassis design is a standard sport-tuned suspension, plus the Elite A-Spec adds an Adaptive Damper System that provides even more control of the road below. Likewise, the Elite A-Spec model features a customizable Individual mode for its Integrated Dynamics System, with the rest of the Integra’s trim lines coming standard with the usual Comfort, Normal, and Sport driving modes.

Impressive top-level technologies included

2023 Acura Integra — All Integra trims come standard with a configurable 10.2-inch digital driver’s display dubbed Acura Precision Cockpit.

So far, no Tech trim (currently top-of-the-line with the ILX) will be offered, which kind of makes sense being that all 2023 Integras will feature a standard configurable 10.2-inch digital driver’s display, dubbed Acura Precision Cockpit. Then again, a head-up display unit is optional with the Elite A-Spec package, as is a higher-end 9.0-inch infotainment touchscreen featuring wireless Apple CarPlay and Android Auto smartphone integration. The just-noted wireless capability of its smartphone integration will once again make this package’s Qi-compatible wireless charging pad something useful (it isn’t when forced to plug-in for smartphone integration), while this top-tier upgrade also includes a 16-speaker ELS STUDIO 3D audio system.

Back to standard kit, the Integra’s advanced safety features include a special set of driver and passenger airbags that were “designed to control head rotation in a crash,” says Acura, while rear seat airbags are also included. What’s more, a new single-camera AcuraWatch system boasts enhanced Traffic Jam Assist (TJA) and Traffic Sign Recognition (TSR). Lastly, a one-year free trial of AcuraLink services will also be included across the line, also incorporating the brand’s Security and Remote packages at no extra cost.

All Integra trims come standard with best-in-class roominess

The Integra offers red leather upholstery in A-Spec trim. — Once again available with rich red leather upholstery in A-Spec trims, the new Integra promises class-leading interior room.

According to Acura, the Integra also promises class-leading rear legroom and cargo volume (the latter partially due to its convenient hatchback design), which are two bonuses the ILX couldn’t boast of.

After all is said and done, it’s difficult to criticize Acura for making a much better ILX and then rebranding it with a legendary name. Calling this five-door model an Integra brought it much more press than merely making it the second-generation ILX, while badging it with a memorable moniker also pulls on the heartstrings while making it easier to bring up in conversation with friends. Just ask anyone not seriously into cars what an ILX is, and you’ll get a stunned look. Do the same for the new Integra, and while you might get a quizzical, doe-eyed gaze, you’re also more likely to receive a curious response. A name like Integra is more easily embedded in one’s memory too, aiding Acura’s marketing efforts, while reducing its spend. Overall, it just makes sense.

Introducing the Next-Gen Integra (0:30):

Next Generation 2023 Acura Integra Debut Featuring Pierre Gasly (1:02):

2023 Acura Integra Production Model Walkaround (6:02):

Story credits: Trevor Hofmann

Photo credits: Acura

After first driving the all-new 2019 Mazda3, I would’ve immediately said it was by far the best car in its compact segment. Then the new 2020 Toyota Corolla arrived, and while the Mazda3 might still…

New Car Reviews

2019 Mazda3 Sport GT FWD and AWD Road Test

After first driving the all-new 2019 Mazda3, I would’ve immediately said it was by far the best car in its compact segment. Then the new 2020 Toyota Corolla arrived, and while the Mazda3 might still nudge it out of the way for tops in class in my books, it no longer holds such an obvious lead.

Of course, sales numbers and what I find most appealing don’t always correlate, the Honda Civic leading this category in deliveries by a country mile. In fact, the Civic is the best-selling car in Canada and has been for years. Even after losing 12.8 percent in year-over-year 2019 sales it still managed to top 60,000 (60,139 to be exact) units, while the Corolla was second after a 2.5 percent year-over-year loss with 47,596 sales, the Hyundai Elantra was third after a 5.5 percent downturn resulting in 39,463 deliveries, and the Mazda3 you see on this page, along with its four-door sibling, was fourth after a surprising 20.4 percent drop to 21,276 units.

There are many others in this class too, Volkswagen’s Golf coming close to beating the 3 with 19,668 unit sales after an 8.4 percent dip, but to be fair to VW we need to lump its 17,260 Jetta deliveries into the mix after a gain of 14.1 percent, for a total of 36,928 VeeDub units and an effective fourth place, while Kia’s Forte also gained 8.0 percent for 15,549 unit sales. I won’t go into detail about the segment’s sub-10k competitors, but will say some, including Chevy’s Cruze and Ford’s Focus, have called it quits whereas Nissan’s Sentra, with just 7,719 units sold, probably should (although I haven’t driven the new one yet so we’ll need to wait and see if it’s got what it takes to break away from the bottom-feeder crowd).

Pulling the outgoing Sentra up beside any recent Mazda3 makes the Nissan look rather dowdy, but such is the case for comparing a car that hadn’t been significantly updated for seven years with one that’s been regularly redesigned, the last time being this very model year. I don’t want to make this review a hatchet job on the past Nissan Sentra, however, because a new one is coming and we’ll see how well it stacks up after testing. Still, I can’t believe Nissan will make the massive leap forward necessary in a single generation for the Sentra to measure up to the best in this class, which in my opinion is the Mazda3.

So why am I writing a review about a 2019 model so far into the 2020 calendar year? That’s easy, as there are plenty of new 2019s still available throughout Canada in every trim. I don’t specifically know why this is the case. Possibly Mazda Canada didn’t expect the 20-plus percent downturn in sales last calendar year and therefore overestimated their allocation, but you should take advantage of any savings nonetheless, because the 2020 Mazda3 hasn’t changed very much in either four-door sedan or hatchback body style. I’m covering the five-door Sport model in this review and will write another review of the sedan shortly. For this review I’ve tested two top-line GT trims in both front- and all-wheel drive, so I’ll cover most of the important issues, particularly what it’s like to drive the new i-Activ AWD system.

Regarding potential discounts for a 2019 Mazda3 Sport, CarCostCanada is reporting up to $1,000 in additional incentives without haggling, compared to $750 with the 2020. That’s not a lot, but I’m guessing you’ll be able to negotiate a larger discount if you have all the information you need to do so. This in mind, a CarCostCanada membership will provide access to dealer invoice pricing, so you’ll know exactly how much the dealer paid for the car you’re negotiating on. This could save you thousands with or without a trade, plus CarCostCanada also provides info about the latest manufacturer rebates. Make sure to check them out before you visit the dealership.

Back to the car in question, the five-door Sport model is mechanically identical to the Mazda3 sedan despite its performance-oriented name, which gives it both 2.0-litre and 2.5-litre SkyActiv engines, the first good for 155 horsepower and 150 lb-ft of torque and the upgrade making 186 horsepower and 186 lb-ft of torque, with six-speed manual and automatic transmissions standard and optional across the entire lineup (even in top-line GT trim, which is a bonus for performance fans), the former a slick-shifting relatively short-throw gearbox with a nice, easy, evenly weighted clutch take-up, and the latter providing manual-shift capabilities including paddle shifters in GT trim, while both transmissions come with a drive mode selector featuring a very responsive Sport setting. i-Activ AWD is only available with the automatic, incidentally.

For 2020, the Mazda3 Sport GT comes standard with proximity-sensing keyless entry, which was previously part of the optional Premium package that my 2019 test car includes. The Premium package adds a more stylish frameless rearview mirror for 2020, plus satin chrome trim throughout the cabin, although this 2019 model certainly wasn’t devoid of the latter.

For 2019, trims include the base GX starting at $21,300 plus freight and fees, the mid-range GS from $24,000, and the top-line GT from $25,900, with the 2.0-litre engine found only in the base model and 2.5 standard in GS and GT trims. The automatic transmission costs an extra $1,300 across the line, while i-Activ AWD adds $1,700 over and above the price of automatic-equipped models.

Both direct-injection, 16-valve, dual-overhead cam engines are given Mazda’s trademark SkyActiv name, but only the larger mill features segment-exclusive cylinder deactivation, while both can run on regular fuel, the former claimed to achieve a Transport Canada five-cycle rating of 8.7 L/100km city, 6.6 highway and 7.8 combined with its most efficient 2.0-litre four connected to the base manual transmission, or 8.6 city, 6.7 highway and 7.7 combined when the same engine is mated to the automatic. Alternatively, the 2.5-litre four is said to be capable of 9.2 L/100km in the city, 6.6 on the highway and 8.1 combined with its manual gearbox, 9.0 city, 6.8 highway and 8.0 combined with its automatic, or 9.8, 7.4 and 8.7 with its auto when mated to AWD.

Considering the power advantage, the top-line engine doesn’t give up much in economy. Of course, if you choose to use most of its power all the time you won’t be able to meet the claimed numbers, but I only flogged my two weeklong loaners for short testing purposes despite the spirited performance offered by the 2.5-litre four. As luck would have it, the red FWD model with the black interior came with the six-speed manual, and the grey AWD car with the red interior featured its standard six-speed auto with paddles, allowing me a nearly complete driving experience when it comes to the GT model.

First off, both models provide excellent driver ergonomics, which isn’t always the case in this compact class or higher. The driver’s seat, which is 10-way-powered including lumbar support in GS and GT trims when their respective Luxury and Premium packages are added, is wholly comfortable with decent lateral support and very good lower back support. Even more important for me is a tilt and telescopic steering column that provides excellent reach, due to my longer legs and shorter torso. Fortunately the Mazda3’s wheel can actually be pulled rearward more than necessary, which allows for ideal driver positioning regarding comfort and control.

The rear seating area is comfortable and spacious too. Headroom is good, with about three and a half inches of airspace left above my head, about four ahead of my knees, and plenty of space to put my feet underneath the driver seat when it was set up for my five-foot-eight frame. Likewise, I had about four inches between my left hip and shoulder to the door panel, which was certainly enough, plus there’s enough room to seat three average-sized adults in back, but I’d rather not have someone larger than a child in the middle on a longer trip.

Speaking of three being a crowd, Mazda includes a wide folding centre armrest with dual integrated cupholders too, but the 3 Sport doesn’t include a lot of extras in the rear seating area, such as overhead reading lights, vents on the backside of the centre console or anywhere else, USB charging ports or any other type of device charger, or for that matter heated seats.

The cargo compartment was definitely spacious enough for my needs. It’s nicely carpeted all the way up the sidewalls and of course the backs of each 60/40 folding seat, which unfortunately don’t offer a centre pass-through (as is the case with most competitors). The hard shell carpeted cargo cover is easy to remove, and needs to be flipped upside down on the cargo floor or shoved behind the front seats to store, while the 3 provides 569 litres of dedicated storage behind the rear seatbacks or 1,334 when they’re fully folded.

While we’re inside, I should talk about some key Mazda3 attributes, interior quality and refinement. The theme is minimalist, albeit impressively finished for the class. In fact, few mainstream volume-branded compact models come as close to delivering a premium product. The 3’s entire dash top and all door uppers are finished in a higher grade of padded composite than usual, while the instrument panel and door panels just below are covered in an even plusher stitched leatherette, one of my testers’ interiors even dyed in a rich crimson red to match its perforated leather upholstery.

I’ve liked the newest Mazda3 since first testing it in the aforementioned sedan body style, particularly the horizontal dash design theme that’s visually strengthened by a bright metal strip of trim spanning the entire instrument panel from door to door. It cuts right through the dual-zone automatic climate control interface, and provides a clean and tidy lower framing of the vents both left and right. This top-line model adds more brushed metal, including beautifully drilled aluminum speaker grilles plus plenty of satin-aluminized trim elsewhere. Mazda continues its near-premium look and feel by wrapping the front door uppers in the same high-quality cloth as the roofliner.

Framed by a lovely leather-clad sport steering wheel, the rim held in place by stylishly thin spokes endowed with high-quality metallic and composite switchgear, the primary instrument cluster is a mix of outer analogue dials and inner digital functionality, organized into Mazda’s traditional three-gauge layout. The speedometer is at centre, and therefore part of the larger 7.0-inch screen that doubles as a multi-information display. It’s not as fully featured as some in the industry, but it certainly serves its purpose well.

The 8.8-inch centre display is a tablet-style design sitting wide and low, yet due to a narrow profile it makes for a relatively small screen compared to most currently on the market. This will either be a positive or a negative depending on how much you like big screen infotainment, or not, and only required some extra attention paid to the backup camera when reversing. The camera is nice and clear with a high resolution, while active guidelines are provided, but it’s a bit on the small side.

The rest of its functions work very well, with Mazda once again going with a white on black background for the majority of interface panels, except of course navigation which is bright and colourful, as is the satellite radio display that shows attractive station graphics. The system is solely controlled by a rotating dial on the lower console, which once again gives the car a more premium look and feel than the mainstream segment’s usual touchscreen centre display, but I would’ve appreciated the ability to also tap, swipe and pinch the screen for various functions. Nevertheless, I was able to do most things easily with this infotainment system, including connecting my smartphone via Android Auto (Apple CarPlay is also included).

I should probably itemize everything in the previously-noted upgrade packages, the GS trim’s Luxury package featuring the 10-way power-adjustable driver’s seat with memory mentioned earlier, plus leatherette upholstery, an auto-dimming rearview mirror, and a powered glass moonroof with a manual-sliding sunshade, whereas the GT comes standard with the auto-dimming centre mirror and moonroof while being available with a Premium package that exchanges the faux leather upholstery for real hides and including the power/memory driver’s seat, plus it links the exterior mirrors to the memory seat while adding auto-dimming to the driver’s side.

Additional GT Premium package features include 18-inch alloy wheels in a black metallic finish, a windshield wiper de-icer, proximity-sensing keyless entry, a windshield-projected colour Active Driving Display (ADD) (a.k.a. head-up display), rear parking sensors, a HomeLink wireless garage door opener, SiriusXM Satellite Radio (with a complimentary three-month trial subscription), SiriusXM Traffic Plus and Travel Link services (with a complimentary five-year trial subscription), the aforementioned navigation system, Traffic Sign Recognition (TSR), and a bevy of advanced driver assistance systems including Smart Brake Support Rear (SBS-R) that automatically stops the car if it detects something in the way (like a curb, wall or lighting standard), and Smart Brake Support Rear Crossing (SBS-RC) that does the same albeit after detecting a car or (hopefully) a pedestrian, these last two features complementing the Smart Brake Support (SBS) and Smart City Brake Support (SCBS) automatic emergency braking from the GS, plus that mid-range model’s Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), forward-sensing Pedestrian Detection, Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS), Driver Attention Alert (DAA), High Beam Control System (HBC), and last but hardly least, Radar Cruise Control with Stop & Go. Incidentally, the base GX model features standard Advanced Blind Spot Monitoring (ABSM) with Rear Cross Traffic Alert (RCTA), meaning the occupants of a Mazda3 GT with its Premium package are as wholly protected as in any luxury branded alternative.

I could go on and on talking about GX, GS and GT features, such as the GX trim’s standard LED headlamps, LED taillights, LED interior lighting front and rear, pushbutton ignition, electromechanical parking brake, three-way heatable front seats, Bluetooth connectivity, SMS text message reading/responding capability, and more, plus I really appreciated the sunglasses holder in the overhead console that comes standard in the GS, which protected the lenses of my Ray-Bans thanks to its soft felt lining, not to mention the GS model’s auto on/off headlights (the base model only shuts them off), rain-sensing wipers, heated side mirrors, two-zone auto HVAC, and heatable leather-wrapped steering wheel rim (I love this feature in the depths of winter).

The GT’s standard Adaptive (cornering) Front-lighting System (AFS) with automatic levelling and signature highlights front and back made for clear night vision, plus its upgraded 12-speaker Bose audio system provided excellent sound quality, and the 18-inch alloys on 215/45 all-season rubber were no doubt an improvement through the corners when compared to the GX and GS models’ 205/60R16 all-season tires on 16-inch alloys, the fact that Mazda doesn’t offer steel wheels with covers like most of its rivals being a bonus nevertheless.

Speaking of wheels and tires, the sportier Mazda3 GT produces a slightly firmer ride than the two lesser trims, but it certainly never felt rough. On the positive it handles sublimely, always feeling stable and in control despite its rather remedial front strut and rear torsion beam suspension setup, the aforementioned 2020 Corolla, the Civic and others coming standard with fully independent chassis designs.

Additionally, the more potent 2.5-litre engine provided a lot of get-up-and-go, while its Sport mode made a significant difference in performance off the line and during passing manoeuvres. The automatic’s manual mode only requires the flick of the shift lever to engage, while as previously noted Mazda provides the GT with shift paddles on the steering wheel that work best when manual mode is chosen, but they’re not needed in order to change gears. Then again, the manual shifts so nicely you may want to save $1,300 and swap cogs on your own, which would be my preference being that I don’t commute daily.

The AWD system, incidentally, makes response off the line immediate with zero to very little front wheel slip, which isn’t the case with the FWD version, particularly in wet weather. I also noted more high-speed control in both wet and dry conditions with the AWD car around corners, although I must say that my manual-equipped FWD tester provided its own level of control that an automatic simply can’t match when really pushing hard. I’d personally go with AWD, however, just to save me the hassle of chaining up on my way to the ski hill or when traveling up country mid-winter, as I’m sure this feature would turn the Mazda3 into a little mountain goat when matched with a good set of winter tires.

All in all the Mazda3 is a great driver’s car, as well constructed as many luxury-branded compacts, more than adequately filled with features, popular enough so that its resale value remains high, impressively reliable, and safe according to the IIHS that gave the U.S. version a Top Safety Pick award for 2019. Added to all this it’s one of the best looking models in the compact segment, once again providing a premium appearance that seems pricier than its reasonable window sticker proves. I can’t help but recommend the Mazda3 to anyone wanting an excellent compact car at a great value.

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.

The Fit is the least expensive way to put a Honda car in your garage, but it just might be the smartest choice no matter how much you’d be willing to spend. Ok, the same Japanese brand’s HR-V subcompact…

New Car Reviews

2019 Honda Fit LX CVT Road Test

The Fit is the least expensive way to put a Honda car in your garage, but it just might be the smartest choice no matter how much you’d be willing to spend.

Ok, the same Japanese brand’s HR-V subcompact crossover SUV incorporates the same ultimately innovative rear seating system, illusively dubbed Magic Seat, with even more cargo room, so either model might do the trick, but being that this Fit starts at just $15,590 compared to the HR-V’s $23,300 price tag, it’s the perfect choice for active lifestyle folks on more of a budget.

To be clear, my 2019 Fit tester was in second-rung LX trim, upgraded yet further with its optional continuously variable transmission (CVT), to its asking price moved up from $18,990 for the six-speed manual to $20,290, but the LX CVT with Honda Sensing not only provides the LX trim’s body-colour rear roofline spoiler, an auto-up/down driver’s window, illuminated steering wheel-mounted audio and cruise controls, larger infotainment touchscreen incorporating Apple CarPlay and Android Auto smartphone integration, multi-angle rearview camera with dynamic guidelines, Siri Eyes Free compatibility, text message function, Wi-Fi tethering, extra USB device connector (for a total of two), filtered air conditioning, heatable front seats, centre console with armrest and storage bin, HondaLink Assist automatic emergency response system, cargo cover and more, but also includes forward collision warning with automatic emergency braking, lane departure warning, lane keeping assist, road departure mitigation, an ECON mode button, and the list goes on.

The LX gets everything from the base model too, a shortlist including auto-off multi-reflector halogen headlamps, LED brake lights, heated power-adjustable side mirrors in body-coloured housings, body-colour door handles, remote entry, powered locks and windows, intermittent front and rear wipers, a tilt and telescopic steering column, 160-watt four-speaker AM/FM/MP3/WMA audio, Bluetooth phone connectivity with streaming audio, etcetera.

The Fit has always been a bit polarizing visually, but what subcompact hatchback is a style leader? Maybe Kia’s Rio could be called good looking, but most entry-level buyers likely agree this third generation Fit is a lot more eye-catching than the bland original and slightly less bland second generation, or at least it was for me, while the most recent 2018 refresh that adds yet more of Honda’s edgy new design language makes it look even better.

This upgrade came with an even edgier new Sport trim that I covered last year, this model’s $19,990 price placed right in the middle of four additional trims including base DX, my tester’s LX designation, $22,290 EX, and the $24,390 top-line EX-L NAVI. If you ask me, as much as I like the glossy black alloys and additional black and red exterior trim of the Sport, plus the performance-oriented black and red interior upgrades, the LX is probably the smartest option from a purely pragmatic point of view.

It’s an “everything you need, nothing you don’t” argument as verified by the features list above, the only upgrade I’d like being proximity-sensing access and pushbutton ignition, while once inside any Fit, old or new, or better yet having lived with one for enough time to experience how brilliantly practical it is, you’ll appreciate that styling matters a lot less than choosing the right car to accomplish the things you want to do. It’s the pragmatic minivan argument shrunken down to genuinely small proportions, yet play around awhile with its Magic Seat configurations and you’ll quickly understand that size really doesn’t matter when innovative engineering is factored in.

It’s long been one of the roomiest cars in its class, and the most versatile by far. People thinking they need to go full-size for more headroom had best expand their vision, as most will be cranking the Fit’s height-adjustable driver’s seat upward in order to take advantage of all the space overhead, thus providing a near SUV-like downward view at adjacent traffic below. The same can be said for legroom, which is more plentiful than most four-door sedans, while the Fit’s cargo space superiority certainly lives up to its name.

For those not familiar with the Fit’s rear Magic Seats, at first glance they seem to provide the same 60/40 split-folding second row as every competitor, not even including a centre pass-through, or my favourite 40/20/40 rear seat divide, but upon closer inspection it’s easy to see those rear seats sitting upon folding metal legs that allow the lower cushions to be lifted up against the seatbacks like those in the rear compartments of some pickup trucks. This provides a large 139-litre (4.9 cubic-foot) area for loading in tall cargo, like potted plants or bicycles (with front wheels removed), while still leaving all 470 litres (16.6 cubic feet) of available cargo space behind the second row. Drop those cushions back in place before pushing the rear seats into the floor exposes 1,492 litres (52.7 cubic feet) of maximum gear-toting capacity. That’s a lot for this class, and even the larger compact class. Yes, even Honda’s own Civic Hatchback is short some 184 litres (6.5 cubic feet) of maximum cargo volume when compared to the Fit.

It’s good for people too, the Fit’s front seats providing wonderful comfort with excellent support, firm but not overly so. The steering column’s reach is ample for the majority of body types, making for an ideal driving position. Likewise, the rear outboard positions offer good comfort, having left my five-foot-eight long-legged, short-torso frame about five inches ahead of my knees and more than enough room to stretch out my legs when the driver’s seat was positioned for my height, plus about three and a half inches above my head and four or so next to my shoulders and hips.

Parked in that driver’s seat, a mostly digital gauge cluster gets a large three-dimensional speedometer at centre, this being the only analogue component, that’s surrounded by brilliant blues, greens and reds on a deeply contrasted black background, these highlighting various functions of the multi-information display mounted within the just-noted speedometer. The steering wheel switchgear that controls it, and other features, are excellent, and there are plenty of them.

Move over to the centre stack you’ll find one of the best infotainment displays in the segment, filled with smartly organized digital buttons leading to simply laid out function interfaces, with the audio panel augmented by a throwback analogue power/volume knob that I appreciated for its easy adjustment while driving. Just below is a compact manual HVAC panel nicely detailed with large dials featuring knurled metal-like grips.

As you might expect in this needs-driven class, the upper dash top is made from harder plastic, but Honda goes a step further than most subcompact rivals by finishing off the instrument panel ahead of the front passenger in a nicely sculpted soft-touch synthetic, while over on the other side is a handy feature not offered by any challenger, a pop-out cupholder just to the left of the steering wheel, where it’s easier to reach. It’s positioned directly in front of the corner vent, so will either heat up or cool down your drink depending whether you have the heat or air conditioning on. This can be a pleasant bonus, but take note it can also warm up a bottle of water.

Believe it or not, the aforementioned Sport model and two trims above actually get a set of paddle shifters attached to the steering wheel next to that cupholder, which says a lot about this car’s drivability. Ahead of the firewall is a 1.5-litre four-cylinder engine that puts out a surprisingly strong 130 horsepower and 114 lb-ft of torque, or 128 and 113 respectively when hooked up to its optional CVT. Those numbers lift it into rare territory for this class, with only one base competitor making more. This provides a bit of fun off the line, more so for the manual, yet still plenty of straight-line speed for the CVT as well, plus decent highway passing performance and enough on tap to power out of corners when tackling the twisties.

And yes, despite its front strut and rear torsion beam suspension, the latter allowing for all that cargo space mentioned before, it carves a fairly quick corner, only becoming unsettled when pushed too hard through winding, bumpy pavement. This said the Fit was really designed more for urban commuting than blasts down rural mountainside two-laners, its ride set up for comfort first and foremost, and therefore providing good compliance over rough patches of inner-city tarmac.

Commuting in mind, the Fit’s claimed 8.1 L/100km city, 6.6 highway and 7.4 combined rating for the manual is very good, although the CVT is even easier on the wallet at only 7.0 city, 5.9 highway and 6.5 combined. Some rivals offer slightly better efficiency, but not together with the Fit’s performance, especially when comparing automatic transmissions.

Summing up, the Fit is one of the better subcompacts to drive while providing superb fuel economy and unparalleled practicality, all together with good comfort, plenty of leading convenience features and safety technologies, plus Honda’s good name to keep it reliable and prop up its resale value. The Fit gets a pretty dramatic facelift for 2020, so make sure to visit CarCostCanada for all the latest rebate info on 2019s, as Honda retailers will be motivated to discount them. Also, before you try to negotiate, find out about the dealer invoice price so you know exactly what the retailer is paying in order to get the best deal possible. CarCostCanada is currently showing up to $1,000 off in additional incentives, so make sure you check out all the details before visiting your local retailer, and also learn about the 2019 Fit’s additional trims, packages and individual options.

Toyota will give its ever-popular Corolla compact sedan a fresh new face for 2020, but thanks to the all-new 2019 Corolla Hatchback there’s no need to wait. This sporty new five-door variant carries…

In Our Garage

2019 Toyota Corolla Hatchback XSE

Toyota will give its ever-popular Corolla compact sedan a fresh new face for 2020, but thanks to the all-new 2019 Corolla Hatchback there’s no need to wait.

This sporty new five-door variant carries on where the Corolla iM left off, the latter model a superb little car that deserved a lot more attention that it received due to impressive interior quality and adept handling, but alas it struggled from anonymity because it wore a Scion badge.

Past brand identity problems aside, the real reason the iM was so good had to do with its European roots. The iM, and now the new Corolla Hatchback, are in fact second- and third-generation Toyota Auris models, their more demanding Euro-target audience making them feel more upscale inside than any previous North American-market Corolla, and causing them to drive with greater focus on performance.

The new Corolla Hatchback offers one engine and two transmission choices. The engine, a direct-injection 2.0-litre four-cylinder, incorporates the usual VVT-i as well as VVT-iE, the former electrically powering the variable valve timing system via the intake cam, and the latter via the exhaust cam, resulting in 168 horsepower and 151 lb-ft of torque, whereas the transmissions include the usual six-speed manual in lower trims and a rather elaborately named alternative dubbed Direct Shift Continuously Variable Transmission (Direct Shift-CVT), which is an automatic CVT boasting a manual mode with 10 forward speeds via Simulated Shift Control. Agreed, it doesn’t sound like an ordinary continuously variable transmission, but does the Direct Shift-CVT live up to the hype of its complex nomenclature?

Of course, we’ll tell all in our upcoming road test review, including commentary on ride and handling that should continue to be a highlight with the Corolla Hatchback thanks to a variation of the iM’s independent multi-link rear suspension, the sedan outfitted with a less capable rear twist-beam design.

All of this high-end kit doesn’t come cheap, although the 2019 Corolla Hatchback’s $20,980 starting only seems steep when comparing it to the entry-level Corolla sedan’s $16,790. The new Hatchback comes well equipped for just under $21k, including full LED headlamps with automatic high beams, LED taillights, proximity-sensing access, pushbutton ignition, automatic climate control, a 4.2-inch colour TFT multi-information display, an 8.0-inch centre touchscreen with a backup camera, Apple CarPlay smartphone integration, Toyota’s proprietary Entune smartphone integration that also comes with Entune App Suite Connect featuring traffic, weather, sports, stocks, a fuel station locator, Slacker, Yelp, and NPR One, while additional standard kit includes six-speaker audio, power windows with auto up/down all around, all the segment’s usual active and passive safety features plus an airbag for the driver’s knees, pre-collision warning and mitigation with pedestrian and bicycle detection, lane departure alert and road departure warning with steering assist, and adaptive cruise control.

Move up to the CVT for a reasonable $1,000 and the list includes full-speed adaptive cruise control, lane tracing assist, and Scout GPS Link navigation/route guidance added to Entune App Suite Connect, while my tester was also outfitted in top-line XSE trim that substitutes Scout GPS Link with its own embedded navigation and otherwise fills the centre touchscreen with Entune 3.0 Premium Audio that includes traffic and weather info, Entune Destination Assist, Entune Safety Connect featuring automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, and otherwise updates infotainment with satellite radio and wireless charging.

What’s more, the base model’s 15-inch steel wheels get replaced by a sweet looking set of machine-finished 18-inch rims on grippy 225/40 all-seasons, while LED fog lamps enhance the front fascia, chrome gets added to the rear bumper, and the interior gets updated with an eight-way powered driver’s seat with two-way powered lumbar, front seat heaters, special Sport fabric upholstery with leatherette trim, a heatable leather-wrapped steering wheel (with paddle shifters when upgraded to the CVT), a 7.0-inch digital driver’s display, dual-zone automatic climate control, blind spot monitoring, and an anti-theft system, all for $26,980 with the manual or $27,980 with the CVT.

Notably, some of that kit gets pulled up from lesser SE and SE Upgrade trims, which are available for $22,580 and $23,980 respectively, but that’s it with respect to factory options except for $225 Blizzard Pearl paint that’s only offered in top-line XSE trim. This means my tester’s Smoked Paprika Metallic is one of six available no-cost standard colours in XSE guise, the seventh a shade dubbed Super White that’s only offered in base and SE trims.

Some dealer added accessories worth noting include a dash camera for $650, which really should be on everyone’s must-have list, a $155 cargo liner, an $80 cargo net, and $250 worth of door sill plates, while the exterior can be dressed up with a seriously sporty extended rear rooftop spoiler for $535.

By the way, all of the 2019 Corolla Hatchback’s pricing information can be found at CarCostCanada, including trims, packages, and standalone options, plus you can also find out about any available rebates, as well as dealer invoice pricing that could help you save thousands when negotiating the purchase of your new car.

The new Corolla Hatchback, which gets the more exciting Corolla Sport nameplate in Japan, rolls on the compact GA-C version of the Toyota New Global Architecture (TNGA) modular unibody platform that also underpins current versions of the Corolla sedan and Touring Sports (the latter wagon sadly only available in other markets), Prius/Prius Plug-in/Prime, C-HR compact crossover, and upcoming Lexus UX compact luxury crossover, making it one of the more ubiquitous platforms in existence.

I know that most readers will be unfamiliar with the outgoing Corolla iM, but for the interest of the few that are this new Corolla Hatchback measures a full 100 millimetres (3.9 inches) longer than its predecessor at 4,375 mm (172.2 in), while its wheelbase spans 40 mm (1.6 in) farther between the axles at 2,640 mm (103.9 in). The new model has also grown from side-to-side, expanded by 30 mm (1.2 in) to 1,790 mm (70.5 in), while its overall height has decreased by 25 mm (1.0 in) to 1,435 mm (56.5 in). What about mass? The Corolla Hatchback’s curb weight is actually up by a substantive 118 kilograms (260 lbs) to 1,388 kg (3,060 lbs), but this extra girth is more than offset by the aforementioned engine’s increase of 31 horsepower and 25 lb-ft of torque, at least on paper.

Come back for our review to find out how it feels by the seat of the pants, and whether or not its supercalifragilisticexpialidocious CVT lives up to its longwinded name. Until then, scroll back up to enjoy our comprehensive photo gallery…

Hey wagon lovers! Take a look in our garage this week. This is the entirely new-from-the-ground-up 2019 Volvo V60 in top-line Inscription T6 AWD trim, which means that it looks fabulous, comes filled…

In Our Garage

2019 Volvo V60 Inscription T6 AWD

Hey wagon lovers! Take a look in our garage this week. This is the entirely new-from-the-ground-up 2019 Volvo V60 in top-line Inscription T6 AWD trim, which means that it looks fabulous, comes filled with all of Volvo’s latest non-plug-in tech, and is one luxurious family hauler.

It’s also really roomy. In fact, we think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to a substantive 124-mm (4.9-inch) greater length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, or so reports claim, while the new V60 also boasts 20 percent more cargo room than the outgoing car.

The new V60 sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform, which incidentally will support a new 40 series line of cars in the near future. SPA and the models built upon it have been widely praised by auto critics like us and Volvo customers alike, while sales of new Volvo products have been skyrocketing since the brand’s transformation that started with the second-generation XC90 SUV back in 2015.

We’re not expecting this V60 sport wagon to sell anywhere near as well as that XC90 mid-size SUV or the more recently introduced XC60 compact crossover SUV, or for that matter the new V60 Cross Country that adds a little more off-road flair via the way of a raised suspension and rugged looking matte black body cladding, but the regular V60 should provide more road-hugging handling prowess, which we’ll report on later in our upcoming road test review. Big sales or not, the V60 supplies a major dose of Volvo DNA to the entire brand.

After all, Volvo has had a wagon in its lineup longer than most people can remember, and now that the larger V90 has been slated for cancellation in Canada (it was only ever available via special order in the U.S.), availability of this V60 is critical for keeping up the Swedish brand’s pragmatic image.

Pragmatic yes, but sitting down inside replaces any such practical thoughts with feelings of pampering hedonism, being that the 2019 V60 continues Volvo’s new brand ethos of providing more luxury than any rival. We won’t tell you all of our experiences yet because we’ve only taken delivery of the car and haven’t even written our notes down, but being that it looks much like everything else from the Swedish carmaker we’re expecting to find more soft-touch surfaces, satin-silver trim, jewellery-like detailing, and genuine hardwood inlays than rivals from Germany, Japan or the U.S., while Volvo’s electronic interfaces are some of the best in the business, from its standard 8.0-inch digital driver display within the gauge cluster to the optional 12.3-inch version of those same primary instruments, not to mention its standard 9.0-inch tablet-style Sensus centre-stack touchscreen.

Volvo’s Sensus touchscreen has become our go-to example of how to do infotainment systems correctly, thanks to incorporating one of the most user-friendly and feature-filled interfaces in the auto industry. The new V60’s boasts 50 percent faster processing speeds than previous iterations used in other models resulting in quicker startup, faster response from the backup camera, much improved voice activation, and speedier navigation route calculation. The standard backup camera includes dynamic guidelines and graphics for the standard rear parking sensors, while other standard functions include Apple CarPlay and Android Auto smartphone integration, 4G LTE in-car Wi-Fi, a 10-speaker 330-watt audio system, satellite radio, a four-year subscription to Volvo On-Call that features remote start and vehicle tracking, and lastly two standard USB charging ports.

The base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 despite its all-new design and upgraded everything, including those aforementioned “Thor’s Hammer” LED headlamps. Additional standard features include 18-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, unique Iron Ore decor inlays, Moritz leather upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, a metal cargo scuff plate, black integrated roof rails, dual chromed tailpipes, and more.

This being a Volvo means plenty of safety gear comes standard too, so therefore all 2019 V60 trims get City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Of special note, the 2019 V60 introduces a new Oncoming Braking system to the entire Volvo lineup, which if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h ahead of an impact, which could potentially be a lifesaver and certainly help to minimize life-altering injury.

Momentum trim is available with the choice of two powertrains, the first being the T5 FWD that consists of Volvo’s well-proven 2.0-litre direct-injected and turbocharged engine, good for 250 horsepower and 258 lb-ft of torque, and the second the T6 AWD that costs an additional $4,000 for a total of $48,900 yet adds a supercharger to the turbocharged four-cylinder resulting in 316 horsepower and 295 lb-ft of torque. The former allows for a zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the latter cuts standstill acceleration runs down to 5.7 seconds and ups maximum velocity to 249 km/h (155 mph).

Both use a quick-shifting and highly efficient eight-speed “Geartronic” automatic transmission with manual mode to transfer power to the drive wheels. The new V60 can also be had with available Drive Mode Select that includes Comfort, Eco, Dynamic sport, and Individual driving modes, while fuel-saving and emissions-reducing automatic start/stop, that shuts the engine off when it would otherwise be idling, comes standard. The V60’s official Transport Canada fuel economy rating are 10.2 L/100km in the city, 6.8 on the highway and 8.7 combined for the T5 FWD, or 10.9 city, 7.7 highway and 9.5 with the T6 AWD, which puts it right in the hunt for top efficiency within the ultra-narrow niche known as the compact luxury D-segment wagon category.

To be clear, the V60 is only up against the BMW 3 Series Touring, the least efficient 2018 model of which bested the most economical V60 by a very slight margin, while turbo-diesel and plug-in hybrid variants were even thriftier, for a price (most expect the 2019 3 Series to be even more of a fuel miser, although they haven’t shown a Touring version yet), whereas the all-new 2019 Mercedes-Benz C-Class Wagon only comes with one engine and driveline so far with no fuel economy specifics yet announced.

The V60’s Dynamic Chassis is comprised of aluminum double wishbones up front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring, Volvo promising both a comfortable ride and sporty handling from this fully independent setup that we’ll report on in our upcoming review.

Being a niche model within a shrinking non-crossover/SUV category there aren’t any adaptive suspension options, but those choosing base Momentum trim can swap out the standard Charcoal (black) or Blond (beige) leather upholstery with sharp looking $400 City Weave plaid textile inserts in either colour, while standard Black Stone or Ice White exterior paints can be upgraded to one of nine $900 metallic finishes. Additionally, a set of $1,000 18-inch five Y-spoke diamond cut alloy wheels can be added too, while individual options include a $250 Charcoal headliner, $1,150 graphical head-up display unit, and $1,200 14-speaker, 600-watt Harmon/Kardon audio system.

Momentum buyers can also add a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert; and lastly a $3,400 Momentum Plus Package incorporating dynamic cornering headlamps, headlight washers, fog lamps, proximity-sensing keyless access with a hands-free tailgate function that lets you open the liftgate by waving a foot below the rear bumper, the aforementioned 12.3-inch digital instrument cluster, Drive Mode Select, four-zone automatic climate control, navigation (that lets the cruise control access map data for adjusting vehicle speed through corners when appropriate), Road Sign Information, and more.

If you opt for the T6 AWD, all of the same standalone options and packages remain, except for wheels that start with a unique set of open-spoke 18-inch alloys as standard equipment and can be upgradable to a set of $1,000 19-inch alloys, while special Amber caramel brown leather becomes an interior option.

Moving up to $55,400 Inscription trim adds the T6 AWD powertrain as standard equipment, plus a unique chromed waterfall grille, bright metal integrated roof rails, unique 10-spoke 18-inch diamond cut alloy wheels, fog lamps, cornering headlights, a special leather-wrapped and metal edged Inscription key fob, low, medium or high steering assistance via Power Steering Personal Settings, Driftwood decor inlays, the 12.3-inch digital gauge cluster, perforated Nappa leather upholstery, four-way powered lumbar support, ventilated front seats, and more.

Option out a V60 Inscription T6 AWD and you can have special $1,000 19-inch multi-spoke alloys, the aforementioned Charcoal headliner and graphical head-up display, as well as a $3,750 19-speaker 1,400-watt Bowers & Wilkins audio upgrade, and $1,300 massaging front seats. The Momentum Plus Package is no longer offered due to most of it being standard in Inscription trim, but the three remaining Climate, Convenience and Vision packages are still available.

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

While Momentum and Inscription are the only two trims currently available, we’d like to think that a sportier V60 R-Design will arrive at some point in the near future, which we’d hope would add special 18-inch alloy wheels with the option of unique 19s, plus steering wheel-mounted paddle shifters, and slightly edgier interior and exterior design, while it would incorporate most of the same features offered in the Inscription. Likewise, we hope the V60 will also be available with Volvo’s T8 Twin-Engine powertrain that uses a plug-in hybrid drivetrain to increase engine output to 400 horsepower while reducing fuel consumption considerably. Additionally, the outgoing V60 was also available in factory-built Polestar trim, a car we covered in 2017 guise right here. This was a fabulous performance, so needless to say we’d love to see something similar recreated for this all-new V60.

For now we’ll enjoy a double dose of our more luxury-oriented 2019 V60 Inscription for two weeks no less, much thanks to Volvo that provided an extra week of pampering comfort over the holidays. This will give us plenty of time to experience all of its goodness while doing our best to suss out any weaknesses (sorry Volvo). So until our full road test review arrives make sure to peruse our photo gallery above…

You can count the number of luxury sport wagons available to Canadians on one hand. Raised crossovers and low-volume plug-in electrics aside, BMW offers one true wagon, Mercedes-Benz antes up with two,…

New Car Reviews

2018 Volvo V90 T6 AWD R-Design Road Test

You can count the number of luxury sport wagons available to Canadians on one hand. Raised crossovers and low-volume plug-in electrics aside, BMW offers one true wagon, Mercedes-Benz antes up with two, and Volvo gives us the choice of another duo, one of which I recently spent some quality time with.

I purposely slid the word “quality” into my previous sentence to highlight the incredible lengths the Swedish brand has gone to up its game when it comes to fit, finish, premium materials, attention to detail, technology leadership, powertrain advancements, and just generally providing an awe inspiring sense of occasion that at the very least measures up to its German contemporaries, and often surpasses them.

My tester this time around was the 2018 V90 in T6 R-Design trim, which in Volvo-speak means that I had the sportiest of its three trim levels, showing second on the brand’s rung of aspirational feature sets, yet for the most part on the same level as top-tier V90 Inscription trim.

To clarify, the V90 is offered in $60,500 base (but by no means basic) Momentum trim, $65,100 R-Design guise, or lastly as the $66,700 Inscription, and make sure you see all prices, including dealer invoice pricing that could save you thousands, at CarCostCanada, where I referenced these. As you can see there’s little price differentiation from R-Design to Inscriptions trims, so both can be considered top of the line. It really comes down to priorities. Personally, I’m more attracted to this sportier R-Design model, but I must admit to really liking the design of this practical five-door sport wagon no matter the trim.

A quick review of features shows you’ll be getting an impressively outfitted car no matter which version you choose, with the base Momentum including standard 18-inch alloy wheels, auto on/off “Thor’s Hammer” LED headlights with active cornering and high-pressure cleaners, fog lamps, proximity access, pushbutton start, an electromechanical parking brake, a leather-wrapped multifunction steering wheel, a leather shift knob, rain-sensing wipers, a powered panoramic sunroof, an auto-dimming rearview mirror, an 8.0-inch digital gauge cluster, Road Sign Information (RSI), adaptive cruise control with Pilot Assist semi-autonomous driving capability, dual-zone automatic climate control, a large tablet-style touchscreen filled with one of the best infotainment interfaces in the industry, a clear backup camera with dynamic guidelines, rear parking sensors, accurate navigation with detailed mapping, 224-watt 10-speaker audio, satellite radio, Volvo On-Call featuring remote start and vehicle tracking, active noise control, leather upholstery, heatable power-adjustable front seats including four-way lumbar and driver’s memory, power-folding rear seat headrests that flip down to make seeing rearward easier when no passengers are in back, power release folding rear seatbacks, a hands-free powered liftgate, and more. Whew! That’s a long list, and Momentum is just the base model.

Volvo never shortchanges its loyal clientele on standard safety features either, so along with Volvo’s usual tire pressure monitoring, hill start assist, electronic brake force distribution, emergency brake assist, ABS, usual collection of airbags including one for the driver’s knees, etcetera, the V90 comes equipped with autonomous front collision mitigation with pedestrian detection as well as a lane keeping aid, and the systems weren’t overly sensitive so they gave off no false alarms, yet came into action each time they were needed.

Autonomous in mind, aforementioned Pilot Assist won’t completely take over the steering wheel, but as a precursor to full autonomous driving it works together with the adaptive cruise control to provide short-duration self-driving in the city and on the highway, so long as road markings are clearly visible. It works quite well too, but for the time being such systems are in their development stage and therefore are more novelties than anything particularly useful. I did find it helpful during bumper-to-bumper rush hour traffic, however, where it when about its business quite effectively, allowing me to relax a bit more than I would normally.

R-Design trim enhances styling with unique diamond-cut 19-inch alloys framing an upgraded sport suspension, a special blackened grille and trim, matte silver side mirror caps, and silk metal side window trim, while inside it gets an even nicer perforated leather sport steering wheel with paddle shifters, metal foot pedals, a full 12.3-inch digital gauge cluster that’s beautifully detailed and filled with functions, four-zone auto climate control that includes a panel with controls in back, a subwoofer for the stereo, richer Nubuck leather upholstery, ultra-comfortable contoured sport seats with added side bolstering and a driver’s cushion extension that nicely cups under the knees for added support, unique Metal Mesh décor inlays, a black headliner, rear side sunshades, and plenty of R-Design branding.

I won’t go into too much detail regarding Inscription trim, but as noted before its feature set is much the same as with the R-Design other than the latter model’s sportier theme getting replaced by a unique chromed waterfall grille and ritzier chrome elements on the outside, whereas the interior is pure class due to beautiful Linear Walnut trim and stunning perforated Fine Nappa leather. Also, take note the Inscription includes ventilated front seats, front passenger seat memory, and more.

No matter the trim specified, everything comes together within a cabin that’s not only beautifully finished as noted earlier, but also supremely comfortable and ergonomically ideal. Finding the perfect driving position is easy, and that’s a big bonus for me as my shorter torso and longer legs don’t always fit within Volvo’s competitors. The V90 offers ample telescopic steering wheel reach and plenty of rake, while the seat adjustments provide more than enough flexibility for most any body type to find a good position.

The outboard rear seats are comfortable too, and especially supportive at the lower back while wonderfully sculpted with thick side bolsters similar to those up front, plus the flip-down armrest is wide and filled with pop-out cupholders as well as a handy lidded storage compartment. The large panoramic sunroof overhead offers an open and airy environment, while Volvo also provides real air via an excellent rear ventilation system that includes outlets on the backside of the front centre console plus additional vents on the B-pillars. Lastly, the three-way heatable outboard cushions noted earlier add rear passenger comfort on cold winter mornings.

Those rear seat heaters will be appreciated when traveling home from a day on the slopes too, and thanks to ultra-useful 40/20/40 split-folding rear seatbacks they can be put to use while everyone’s skis are placed down the middle. Volvo also finishes the V90’s cargo area off beautifully, with a stylish metal cargo door protection plate that sits above another similar metal guard atop the bumper (this one a $155 option from the accessories catalogue), two of the nicest chromed tie-down hooks available from any luxury manufacturer, high quality yet durable carpeting most everywhere, and lastly a $215 reversible cargo mat from the accessories catalogue. What’s more, V90’s cargo cover is a technological marvel all on its own, automatically moving up and out of the way when the powered liftgate is opened, while below the strut-mounted load floor is a shallow but useful carpeted tray that sits above the compact spare tire and tools.

If you’re getting the idea that Volvo goes above and beyond to provide a new level of luxury to its fortunate followers, I’m glad. That’s what I’m trying to convey, and it gets even better when factoring in the driving experience. It starts with the most advanced 2.0-litre engine available today, the Swedish brand’s direct-injected four-cylinder benefiting from turbocharging as well as supercharging in order to make a stellar 316 horsepower and 295 lb-ft of torque. That’s real V6 power from a fuel-efficient four, the Transport Canada numbers coming in at 10.6 L/100km city, 7.6 highway and 9.3 combined, which is excellent considering the performance available.

Aiding the powertrain is an efficient eight-speed automatic with auto start-stop that shuts the engine off when it would otherwise be idling, reducing fuel consumption and emissions, but to just comment on this highly responsive transmission’s wallet and environmentally friendly attributes wouldn’t be doing it full justice, as, together with the aforementioned paddle shifters, it provides engaging hands-on performance that really ups the entire driving experience.

Improving handling and stability in both dry and slippery conditions is standard all-wheel drive, but my favourite V90 attribute is its incredible ride quality. Together with the previously noted seats, the V90’s cushioning ride is best in class, and that’s even after factoring in my tester’s $1,000 optional 20-inch eight-spoke silver diamond-cut alloys on 255/35 Pirelli P Zero performance rubber.

My test car didn’t include the $2,350 available Four-C Active Chassis and rear air suspension however, which would have made it even smoother, while upping performance by automatically maintaining a constant ride height. The Four-C system utilizes the standard Drive Mode settings, which include Comfort mode, Eco mode, and Dynamic sport mode, but specifically enhances the suspension calibration of each, while the standard Drive Mode system enhances powertrain and steering characteristics, plus climate control in Eco mode.

While we’re on the subject of options, my tester also included deep, rich $900 Onyx Black metallic paint on the outside and $750 worth of sensational carbon fibre inlays inside, plus a $2,000 Vision Package featuring auto-dimming power-retractable side mirrors, Blind Spot Information System with Cross Traffic Alert, and one of the best 360-degree surround parking cameras in the biz; a $1,500 Convenience Package with a compass integrated into the rearview mirror, front and rear parking sensors, and Park Assist Pilot semi-autonomous self-parking; a $3,000 Leather package featuring Charcoal leather R-Design seats and a tailored leather dash top and door uppers; a $1,250 Climate package with heated wiper blades, a heatable steering wheel, and those heatable rear outboard seats noted earlier; an outrageously good $3,250 Bowers & Wilkins premium audio system with a 12-channel amplifier, 1400 watts of output and 19 separate speakers including a tweeter on top of the centre speaker that minimizes acoustic reflection from the windshield; and lastly a $1,150 Graphical Heads-Up Display that projects speed, speed limit info, navigation directions and more onto the windshield ahead of the driver, with everything listed pushing my V90 R-Design tester’s list price up to $80,270 before freight and fees.

There were a few other options available, like rear entertainment, dual two-stage child booster seats integrated within the rear outboard seats, and the aforementioned suspension upgrade, but for the most part this is a fully loaded mid-size Volvo sport wagon.

Getting back to the competition, the V90 truly only really competes with the Mercedes-Benz E-Class Wagon being that both are mid-size E-segment vehicles, whereas the others are based on compact D-segment models. So if you happen to appreciate the practicality of a larger five-door body style yet want the low-slung performance of a luxury sport sedan, the V90 is an excellent choice.

Sad but true, one of the best compact Toyota models to come along since the Matrix is going the way of the dodo. Fortunately for small five-door lovers the Corolla iM is being replaced with the all-new…

New Car Reviews

2018 Toyota Corolla iM Road Test

Sad but true, one of the best compact Toyota models to come along since the Matrix is going the way of the dodo. Fortunately for small five-door lovers the Corolla iM is being replaced with the all-new 2019 Corolla Hatchback, and while I have yet to test the latter I can tell you right now it’ll need to be very good to even match the iM.

The Corolla Hatchback certainly appears like a worthy replacement, while to be honest the iM is probably starting to look a bit dated. And let’s be fair. It started out as the second-generation Auris in 2012, a Euro-spec Toyota that came to North America as the Scion iM in 2015 as a 2016 model. I drove that car in a bright day-glow yellow dubbed Spring Green, and was duly impressed by its performance, interior design, fit, finish and materials quality, standard feature set, and general goodness all-round, so therefore it was easy to accept the 2017 Corolla iM that surfaced the following year, which after just two model years is being sent to pasture.

As a send off, Toyota gave me two to play with one final time. While Spring Green is still shown as available on the brand’s retail website, my testers included a Barcelona Red Metallic painted version with the base six-speed manual, and an Electric Storm Blue example with the optional automatic, or rather continuously variable transmission (CVT). Alternatively, black, silver or white can be had, the latter being the only optional paint due to a pearlescent finish, but truthfully we’re getting to the end of the line so you may have to take what your dealer has on offer if you’ve got your heart set on a Corolla iM.

Why not wait for the Corolla Hatchback instead? I can’t recommend the new model or criticize it, but I’d be surprised if it comes finished to the same impressive levels as the iM. This said the new Corolla Hatchback is also the third-generation Auris in Europe, so it should also be above average when compared to similar North American offerings, unless they dumb our version down by cutting corners on interior quality—we already know the fully independent suspension is up to snuff. Let’s keep our collective fingers crossed, or alternatively take what we can get while the gettin’s good.

Let’s start with the mechanicals. Behind the iM’s sloping snout is a 16-valve, DOHC, 1.8-litre four-cylinder engine with Valvetronic, which puts out 137 horsepower and 126 lb-ft of torque for plenty of zoot off the line and no shortage of passing power. Of course, it feels a lot more energetic when mated to its six-speed manual, but that said the aforementioned CVT is actually Toyota’s CVT-S autobox, the “S” standing for Sport. Basically it features a shift lever-actuated manual mode that swaps “cogs” quite quickly and effectively, mimicking the real deal to the point of enjoyment, which makes it quite the rarity amongst CVTs that are normally the antithesis of sporty. The CVT-S also provides a Sport mode, accessible from a button on the lower console. Again, it adds some zest to the iM experience when wanting to let your hair down, but it’s nothing to get too excited about.

Another reason to choose the CVT-S over the manual is fuel economy, the six-speed quite efficient yet not as thrifty as the autobox at 8.8 L/100km city, 6.8 highway and 7.9 combined compared to 8.3 city, 6.5 highway and 7.5 combined. Whether or not the fuel savings are enough to make up for the automatic’s $835 hit to your wallet will come down to how you drive and the distances covered, but it’s possible the expense will even itself out after a few years. Of course, it’ll be well worth the extra charge if you don’t drive stick or would rather not, plus if you’re paying monthly the difference between $22,750 and $23,585 is nominal.

Incidentally, I sourced the Corolla iM’s retail pricing at CarCostCanada.com, which is the most comprehensive new vehicle pricing resource in Canada, not only supplying every available trim and option plus the cost of each, but also showing otherwise hard-to-find dealer invoice pricing and up-to-the-moment rebate info so you can get the best possible deal when showing up at the retailer. And considering the Corolla iM is about to be replaced for good, you should be able to work out a very good deal if you’re well armed with information.

Those capable of more hand, foot coordination, or willing to learn, will benefit from a slick six-speed manual gearbox and a nicely weighted clutch, the base model a lot sportier and more enjoyable to drive due to the DIY gearbox alone, and while modulating the pedals can provide greater control through sharp, fast-paced corners, the iM’s adept suspension does most of the work.

As hinted about earlier, behind the scenes is a fully independent suspension that flies in the face of the regular Corolla sedan’s rear twist-beam setup, the iM’s much more sophisticated and considerably more expensive independent rear suspension (IRS) capable of providing near unflappable high speed cornering on smooth or even bumpy road surfaces, its multi-link rear design ideal for keeping rear end planted on the road no matter the pavement irregularities encountered. The ride quality is plenty smooth too, making this particular Corolla perfect for long, high-speed trips on the open freeway.

If the Corolla iM could get any better, I’d be inclined to place its aforementioned interior attributes at an even higher level than its ride and handling prowess. When I say the cabin gets close to premium, I’m not merely copping an overused term in order to imply that it includes a number of luxury sector features that give it a wannabe-premium flair, but rather it really does have an impressively finished passenger compartment. First off, the A-pillars come wrapped in the same high-quality woven fabric as the roofliner, while a better than average soft-touch synthetic covers the entire dash top, the upper half of the instrument panel, and the tops each front door panel.

Even better, Toyota added a contrast-stitched pad to both sides of the lower console for resting front occupant inside knees, this complementing an attractive and comfortable set of contrast-stitched padded fabric armrests and door inserts. Lastly, contrast-stitched leather surrounds the steering wheel, shift knob, boot, and handbrake lever, while Toyota turned to piano black lacquer and metallic trim for spiffing up some of the hard surfaces, plus a sporty motorcycle-inspired circular gauge cluster, very good quality switchgear, a touchscreen infotainment system that’s still better than what a lot of newer cars have on offer, and two stylishly upholstered, heavily bolstered, truly comfortable cloth sport seats.

If you’re not quite convinced, the iM’s standard features list might drive its value proposition home more effectively, thanks to auto on/off halogen projector headlamps with LED DRLs, LED side mirror turn signals, LED taillights, machine-finished 17-inch alloys with grey painted pockets, remote access, heatable, power-folding, power-adjustable side mirrors, a tilt and telescopic leather-wrapped multifunction steering wheel, cruise control, variable intermittent wipers, dual-zone automatic climate control, illuminated vanity mirrors, an overhead console with a nicely lined sunglasses holder, a 4.2-inch colour TFT multi-information display, a large high-resolution 7.0-inch Pioneer infotainment/display audio system with very nice graphics, a backup camera, Bluetooth phone connectivity and audio streaming, voice recognition, and a six-speaker AM/FM/USB/AUX stereo featuring Aha, internet radio, POI search, Gracenote, and more.

The move to Toyota last year meant this Corolla-badged iM now gets even more safety gear, so along with the usual four-wheel discs with ABS, brake assist, electronic brake-force distribution, traction and stability control, plus Smart Stop Technology that stops the car when both throttle and brake pedals are pressed simultaneously, all being part of the Japanese brand’s Star Safety System, as well as the usual assortment of airbags, including one for the driver’s knees and another for the front passenger’s seat cushion, the Corolla iM includes the entry version of the Toyota Safety Sense (TSS) system, dubbed TSS-C, the “C” short for Collision. TSS-C includes auto-dimming high beams, autonomous emergency braking, and lane departure alert, while the higher end TSS-P adds autonomous braking with Pedestrian detection, lane keep assist, and adaptive cruise control.

On this note, the Corolla iM doesn’t make the IIHS’ Top Safety Pick Plus or even Top Safety Pick list, the latter of which includes the regular Corolla, but perhaps this is more to do with not having its autonomous braking system tested. After all, the IIHS gives it best-possible “Good” ratings for its moderate front overlap and side crash tests, so if its small overlap front, roof strength, plus head restraint and seat tests were done it could very well get the same Top Safety Pick score as its four-door sibling. Also, the NHTSA has never tested the iM, whether in its earlier Scion incarnation or under its new Toyota Corolla nameplate.

While this generous load of standard features is impressive, the Corolla iM’s one-trim-fits-all strategy shows the weakness of the original Scion business model. On one hand it doesn’t allow for a stripped down base model capable of going head-to-head against competitors’ lower price points, which are often used just for marketing purposes, getting would-be buyers down to the dealership so they can be upsold into something with the iM’s level of features, but it’s an effective approach just the same, while on the other hand it doesn’t allow for the types of high end features that might make the iM more appealing to those willing to spend more for a premium-like experience. For instance, the iM can’t be had with proximity keyless access, pushbutton ignition, parking sensors, leather upholstery, cooled front and heatable rear seats, a regular moonroof let alone a panoramic glass roof, navigation, a surround camera, etcetera.

Toyota does offer dealer-installed accessories, mind you, including a larger rear rooftop spoiler, an infotainment upgrade with navigation, a Bongiovi Acoustics DPS audio upgrade, and interior ambient lighting with interchangeable blue, turquoise, green, yellow, red, purple and white colour choices.

I know, the ability to choose between ambient colours might sound a bit frivolous to those merely looking for a good quality car with a modicum of performance at a great price, so don’t bring it up and your local Toyota salesperson probably won’t either. After all, interior roominess and comfort is a much more important subject matter, neither of which should cause you concern unless you’re much taller than average. I’m only five-foot-eight, which is about average for a Canadian guy, so I had room galore up front, although take note the steering column’s telescopic reach doesn’t extend far enough rearward to make up for body types with longer legs than torsos/arms. This is true for most Toyotas, forcing me to position the driver’s seatback at an unnaturally upright angle in order to grasp the top portion of steering wheel rim, and even then it’s not comfortable and doesn’t provide optimal control. Certainly I could drive it, but for this reason alone I wouldn’t buy it. This will affect everyone differently, so make sure you test it out before singing on the bottom line.

As for rear seat roominess, I left the driver’s seat positioned for my height and sat behind to find about five inches of space ahead of my knees and plenty of room for my shoes below, plus there was almost as much space above my head. Toyota provides a flip-down centre armrest with integrated cupholders, which honestly was a bit low for my arm to rest comfortably, but it’s probably perfect for kids, while I’m guessing a smallish third passenger would be more than comfortable in the middle seat.

Toyota finishes off the cargo compartment nicely, by wrapping the floor, seatbacks and sidewalls in quality carpeting, while just below the load floor is a shallow storage bin above the spare tire. Additionally, four chromed tie-down rings are helpful for attaching a cargo net or strapping something down that might otherwise fall over during the drive. The rear seatbacks fold in the usual 60/40-split configuration, expanding the already sizeable 588-litre (20.8 cubic-foot) cargo area to a much more accommodating albeit undisclosed maximum capacity.

If the Corolla iM fits your size and style, I can certainly recommend it for all the other reasons just mentioned. It’s a great little five-door hatchback that moves the entire compact car sector up a notch or two in materials quality and refinement, while delivering a sporty driving experience in an all-round efficient package. Get it while you can, or check out the new 2019 Corolla Hatchback that could’ve just as easily been given the iM moniker.

News & Reviews- Tag: five-door