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If you want to know where the future lies in the automotive industry, just look where automakers are putting their money. Obviously, major investment is going into electric and other alternative fuels…

New Car Reviews

2021 Hyundai Venue Ultimate Road Test

If you want to know where the future lies in the automotive industry, just look where automakers are putting their money. Obviously, major investment is going into electric and other alternative fuels with minimal returns so far, but amongst more conventionally-powered segments, the subcompact crossover SUV category is growing faster than any other.

In fact, the subcompact SUV segment has more than tripled from just eight competitors in 2010 to a shocking 25 this year, while the subcompact car category has simultaneously contracted from nine rivals in 2010, and an even more significant total of 18 in 2014 (mostly due to boat loads of fuel-friendly imported city cars taking a stab at our market before mostly saying sayonara, auf wiedersehen, and arrivederci, not to mention annyeong for the South Korean-sourced Chevy Spark EV), to just six now, one of which (Chevy’s Bolt EV) is purely electric. The result is this affordable SUV class becoming the majority of brands’ market entry point; hence the importance automakers are placing on these smallest of small SUVs.

Speaking of size, the segment has not only grown in numbers, but also in diversity. So far, eight brands offer two or more models within this category, with Kia providing three. Even Buick, General Motors’ near-luxury division, which only has four models to its name, includes two in this segment alone, a tally that grows 2.5 times under GM’s umbrella when factoring in Chevy’s threesome (they added the all-electric Bolt EUV this year).

Similar to how the mid-size SUV segment is divided into two- and three-row alternatives, subcompact SUVs can be had as micro-sized city car replacements or slightly larger alternatives to yesteryear’s subcompact hatchbacks. A good example of the latter is Honda’s HR-V, which was formed off the back of the now defunct Fit. Similarly, Hyundai’s class-leading Kona (which gets updated for 2022) rides on an all-new B-SUV platform only shared with Kia’s Seltos, but the Venue being reviewed here was built on the back of the old Accent and current Rio 5 (kind of… keep reading).

In an attempt to add some clarity to this vast market segment, the current crop of SUVs bridging the gap between “micro-utes” (as I like to call them) and conventional compacts, like Toyota’s RAV4, Honda’s CR-V and Hyundai’s Tucson, include (sorted by popularity) the just-noted Kona, Seltos, and HR-V, plus the Subaru Crosstrek, Nissan Qashqai, Mazda CX-30, Jeep Compass, Buick Encore GX, Mitsubishi RVR, Kia Soul, Soul EV, Niro, Niro Plug-in Hybrid, and Niro EV, Chevrolet Trailblazer, Chevrolet Bolt EUV, VW Taos, and upcoming Toyota Corolla Cross.

The Venue, on the other hand, which is one of the smaller micro-utes available, is based on the Hyundai-Kia K2 platform that, in regular “K” instead of “K2” form, previously underpinned Accent as noted a moment ago. Yes, I know the Accent was a full subcompact and not a city car, but it’s related to the K1 platform used for smaller hatchbacks not sold here. Either way, it’s tiny for an SUV, and follows a trend initiated by the aforementioned Encore and Trax, which have done very well over the past decade, not to mention others that have long departed, such as Nissan’s Juke and Cube, and the Scion xB (a slightly larger and much more conventional looking second-gen Juke remains available in other markets).

In today’s entry-level crossover SUV segment, the Venue is joined by the Nissan Kicks, Toyota C-HR, Mazda CX-3, Ford EcoSport, Mini Countryman, Jeep Renegade, and Fiat 500X, plus the Encore and Trax, although Mazda will buck the downsizing trend by dropping its CX-3 after the 2021 model year, and therefore solely rely on its larger CX-30 for pulling in new buyers.

To be fair to Mazda, they’re a smaller independent automaker with nowhere near the deep pockets of Hyundai, so a complete redesign of the smaller utility may not have been in the cards due to budgetary constraints. Hyundai is therefore more capable of gaining market share in a sub-segment that probably won’t achieve the same level of sales as its larger subcompact, the Kona, which is currently the overall subcompact sales leader.

Its lead is so significant, in fact, that it’s hard to imagine any rival catching up. Maybe a redesigned Qashqai could close the gap, being that Nissan’s oddly named utility previously owned top-spot in the subcompact category, but now the Kona outsells the Qashqai by almost three to one, with 31,733 deliveries in 2020 compared to just 11,074. The difference has shrunk to about 2.5 to one over the first six months of 2021, however, with 15,715 Konas down Canadian roads compared to 6,384 Qashqais, but it’s still a massive lead.

The Venue is newer to the market than its key Kicks rival, so it still has some catching up to do. Last year it found 10,740 entry-level SUV buyers compared to 14,149 for the Kicks, the latter being number one in the smaller micro-ute group, yet the Venue’s success was still impressive for its first full year on the job, not to mention the fact that Hyundai didn’t have anything to sell into the subcompact SUV class before the Kona that arrived partway through 2018, compared to Nissan that’s been selling Cubes and Jukes in Canada since 2009 and 2010 respectively, many of these models’ customers naturally gravitating to the Qashqai and Kicks.

In case you’re wondering where the Venue stacks up in sales compared to all the others it directly competes against, its near 11k 2020 tally landed it in second place behind the Kicks, followed by the C-HR with 7,135 deliveries last year, the Encore with 6,650, CX-3 with 6,445, Trax with 3,887, Countryman with 1,637, Renegade with 362, and 500X with 35 (that’s not a typo).

As of Q2 2021’s close, the Venue was still in second, although the refreshed Kicks’ numbers grew to 9,628 units compared to just 2,021 for the littlest Hyundai (that’s not a typo either), with the C-HR only managing 1,553 deliveries, the Encore a mere 534, which therefore caused it to be jumped by the CX-3’s 1,510 unit-sales and Trax’ 891, while Mini’s SUV found just 310 new owners (it is more of a luxury ute, however, and therefore much higher in price), the smallest Jeep coaxed in an insignificant 15, and the spicy Italian an infinitesimal 6.

So why is the Venue so successful in a market segment it only just entered in the latter months of 2019? It’s cute, well-appointed, comfortable, roomy for its outward dimensions, drives well, and is easy on fuel, while, based on Hyundai’s overall brand reliability, it should also be dependable. Hyundai ranked third (or fourth) amongst mainstream volume brands in the latest J.D. Power and Associates 2021 Vehicle Dependability Study (whether or not we choose to include Buick in the mainstream sector or premium), while its sister company, Kia, placed first.

Toyota, incidentally, was second, while Hyundai’s Tucson tied for runner-up in the same study’s “Small SUV” category, beaten by Kia’s Sportage, which was basically the same vehicle under the skin before its recent redesign (and will be once again after Kia updates the Sportage for 2023). Now that these two utilities have grown in size to match the RAV4, CR-V and Nissan Rogue, I expect them to compete in the “Compact SUV” class, leaving room for the Venue, Kicks and others to vie for the Small SUV award.

Kudos in mind, the Kona Electric was top of its “Electric/Plug-In Hybrid SUV/Crossover” class in the consumer section of Vincentric’s 2021 Best Value in Canada Awards, while the most recent J.D. Power 2021 Canada ALG Residual Value Awards placed the conventionally-powered Kona highest in its “Micro Utility Vehicle” category. Hyundai won other awards in different categories, but for the sake of relevance I thought it best to leave such reporting to its small SUV sector.

It will be interesting to see how the Venue will fare, or for that matter if those at the helm of the various third-party analytical firms choose to further divide their SUV categories in order to allow a more even playing field for this new class of smaller, less expensive utility. Let’s see what happens.

If I were on one of these organizations’ panels, I’m pretty sure of how I’d vote after spending a week with the Venue. Or at least I was sure after a week behind its wheel, when I made it clear in my notes by saying, “Hyundai has created another hit! The Venue is my new favourite sub-subcompact SUV!” Just the same, while writing this review now, I’ve been driving a refreshed 2021 Kicks SR for the better part of a week, which has been very impressive as well, so I should probably temper my enthusiasm for the Venue, just a bit.

From a styling perspective, the Venue can only be described as cute. Much the same could’ve been said about the Kicks before its update, but Nissan gave the refreshed 2021 model a larger, bolder new grille and sleeker headlamps, resulting in a micro-SUV that just may now appeal to more everyday guys. Despite having a fairly large grille of its own, the Venue presents a softer, kinder look, complete with a tiny set of narrow driving lights/turn signals up on top of the front fenders (à la Jeep Cherokee in its current fifth-generation, albeit pre-mid-cycle makeover), plus larger headlamps underneath, which are surrounded by cool circular LED signature lighting, and finally a classy light satin-grey apron underscoring everything.

The latter stays the same across the Venue’s four-trim range, but the otherwise halogen driving lights and automatic on/off headlamps become LEDs when adding the Urban Edition Package to Trend trim, or when upgrading to top-line as-tested Ultimate trim; the headlights being bifunctional and even including adaptive cornering capability. My tester also had its normally blackened grille insert swapped out for a bright metal one, standard with Ultimate trim, while its sharp looking 17-inch alloys, shod with 205/55R17 all-season tires, are shared with the just-noted Trend.

The $500 Urban Edition Package will be a must-have for artistic types that want splashes of exclusive two-tone colour decorating key exterior components, such as the unique lower front and rear fascias, mirror caps, rocker panel garnish, and roof, some of these colours adding a bit more to the bottom line, but well worth it for those who want it. This said, Ultimate trim targets a more conservative crowd that clearly want to keep things classy, my tester finished in $200 Fiery Red exterior paint, which is clearly the most eye-catching colour from a somewhat more subdued palette of blues and shades.

Despite the Urban Edition Package making the Venue look sportier, it’s devoid of the Ultimate’s rear disc brakes, utilizing the base model’s rear drums instead. Both upper trims receive great looking premium cloth upholstery with leatherette bolsters inside, however, with the Ultimate also getting an exclusive driver’s sliding armrest with a hidden storage box below.

The gauges are analogue, expected in this class, with a large monochromatic display at centre. While black and white displays might’ve been ok a number of years ago, I found this multi-information display a bit disappointing, considering I was driving a top-line model. Ultimate trim also gets a clearer high-definition 8.0-inch centre touchscreen, which looked fabulous, but unusually, this upgrade includes a downgrade from wireless Android Auto and Apple CarPlay smartphone integration to a less convenient wired system.

It’s the only trim to get navigation, however, not that it’s as necessary after integrating your smartphone, but HD and satellite radio upgrades are always a big bonus to this music buff, and while it sounds quite good for the class, it doesn’t include the cool driver’s seat headrest-mounted speakers found in the top-tier Kicks. Many will appreciate Hyundai’s Bluelink smartphone connectivity service, mind you, which is available in Ultimate trim, while I would never complain about the extra front USB-A port found in Trend trims and above either.

I should mention the centre infotainment system’s processor is extremely fast when reacting to inputs. For instance, you can move the map around with your finger in real-time without any delay or image degradation. I even flicked it around extremely fast for testing purposes, and it never missed a beat.

What is missing? Most 2021 Nissan Kicks trims swap out one of the USB-A ports for a USB-C, not available in the Venue, while my top-tier Kicks SR Premium tester included a split-screen backup/overhead parking camera within its 8.0-inch display, instead of a simpler rear-view only setup. On the Venue’s side, the base Kicks only comes with a 7.0-inch centre display, one inch smaller than Hyundai’s entry-level monitor. This said, neither offer a wireless charging pad, which is something that would benefit all owners no matter the trim level.

Both top-level micro-SUVs include single-zone automatic climate control, the Venue’s laid out in an attractive and space-efficient three-dial design including buttons and digital readouts integrated within, although the Venue provides three-way heatable front seats in all trims, which heat up to near therapeutic levels, while the Kicks makes buyers move up to its second-rung SV trim for warmers that don’t get quite as hot. Heated steering wheels that warm up all the way around the rim are also on the menu for both micro-crossovers, with each requiring a buyer to move up one notch in their respective trim hierarchies.

Trims in mind, the Venue is available in four, including Essential, Preferred, Trend and Ultimate, priced at $17,599, $21,599, $22,699, and $24,999 (plus freight and fees) respectively. Hyundai is currently offering the 2021 model with up to $1,500 in additional incentives according to CarCostCanada, while CarCostCanada members were saving an average of $1,250 at the time of writing. Find out how the CarCostCanada system works, and be sure to download their free app from the Google Play Store or the Apple Store, so you can access all of their important info when you need it most, some of which includes factory financing/leasing rates, rebates, and dealer invoice pricing that can save thousands upon purchasing any new vehicle.

The only model available with a six-speed manual is base Essential trim, with all others making Hyundai’s Smartstream iVT standard. iVT stands for Intelligent Variable Transmission, incidentally, which when translated into simple English means it’s a chain belt-based continuously variable transmission that’s been designed to reproduce the shift pattern of a manual transmission in order to provide a more natural feel, plus respond quicker to driver input, while still delivering better efficiency than a regular automatic gearbox. What’s more, the iVT’s chain belt utilizes the belt’s tension in order to adjust the pulley’s diameter, therefore eliminating belt slippage and reducing drag. The chain belt is also maintenance-free, thus adding to transmission lifespan, which should improve long-term reliability.

It certainly doesn’t feel like a regular continuously variable transmission (CVT), which is what you’d be getting in the Kicks (not that I felt particularly put out by Nissan’s gearless box), with the Venue’s providing snappier shifts via eight “steps” that make it worthy of steering wheel-mounted paddles, let alone its gear lever-actuated manual mode.

Additionally, the Venue’s Sport mode really made a difference when pushing hard, impacting engine response and allowing slightly higher revs between shifts, plus it affects shift speed as well, with the result being a more entertaining Sport mode than found in the Kicks, but then again, it’s not as dramatic as the Mazda CX-3’s (an SUV that’s being discontinued in North America, by the way).

So set, the Venue sprinted away from standstill at a fairly quick pace, or at least quicker than expected from a 1.6-litre four-cylinder that only makes 121 horsepower and 113 lb-ft of torque. That efficient autobox, which needs to take some credit for the Venue’s impressive 7.9 L/100km city, 7.0 highway and 7.5 combined fuel economy with the iVT autobox or 8.6, 6.8 and 7.8 respectively with the manual (the CVT-only Kicks is rated slightly better at 7.7 L/100km city, 6.6 highway and 7.2 combined), has something to do with the engine’s power delivery, no doubt, but take note that despite its SUV styling the Venue is not available with all-wheel drive.

Just like the Kicks the Venue is front-drive only, notable from the initial front-wheel spin experienced at full throttle from a standing start, which I might add was quickly followed by traction control intervention and the just-noted straight-line performance. It therefore had no trouble getting ahead of most stop light dawdlers, and was acceptably fast for those moments when I wanted to dart in and out of congested city traffic.

Steering is direct enough, and it’s turning circle very small, allowing dreamy manoeuvrability in parking lots and laneways. Get it on a winding back road and the Venue performs quite well too, albeit within reason. It’s no Mini Countryman after all, and at about half the price when loaded with features, we shouldn’t expect it to be.

On the highway, however, it was a complete joy. I bet you didn’t expect me to say that, because top-speed isn’t anything to write home about. It maintains illegal highway speeds easily, however, so no issue there (unless you’re not paying attention and get caught), but more importantly, the little Hyundai offers great tracking ability and a wonderfully smooth ride for such a short wheelbase.

As noted earlier, the Venue is one of the truest of micro-SUVs, with its 2,520-millimetre span from front to rear axles even short for the subcompact class. It’s actually second smallest, behind Ford’s EcoSport, with a wheelbase of 2,519 mm, while even the rather small interior of Toyota’s C-HR rides on a much lengthier wheelbase measuring 2,640 mm.

Fortunately, the comparatively upright Venue feels larger inside than its external dimensions suggest. To clarify, it measures 4,040 mm from nose to tail, 1,770 mm from side-to-side, and 1,565 mm tall (or 1,590 mm with roof rails), while its front and rear track stretches 1,555 and 1565 mm respectively, which once again makes it shorter than anything else in the class save the EcoSport, but its 1,770-mm of width makes it exactly the same as the H-RV from side-to-side, while wider than the CX-3, the base Trax, and once again the EcoSport. Vertically, however, its 1,590-mm height makes it nowhere near as tall as the 1,650-mm high EcoSport or many of its other rivals, but it’s still taller than the CX-3, C-HR, and Kona, making its headroom quite expansive.

The Venue’s cargo capacity is good at 902 litres when the 60/40-split rear seatbacks are folded flat, while dedicated luggage space is 528 litres, just 16 litres short of the Kona’s 544 litres behind the rear seats. The Kicks offers 915 litres of maximum cargo space, incidentally, but the gain is so nominal it’s more or less a wash, yet its dedicated storage volume measures 716 litres, which is a significant bonus in this tiny SUV class.

Back up front, the driving position is excellent, with the tilt and telescopic steering column’s rake and reach capable of being moved far enough rearward to provide my long-legged, short-torso frame ample comfort and control over the lovely leather-clad steering wheel, which allowed for a relaxed seatback while a wrist could easily hang over the top of the steering wheel rim; the ideal check for driver seat positioning. I also found plenty of space from side-to-side, although folks used to a larger utility might find themselves sitting a bit closer to their front passenger than in compact or mid-size SUVs.

The rear passenger compartment is spacious and the seats comfortable too, plus despite being a bit tight for three adults there’s a seatbelt in the middle for a third passenger, better left for smaller folk or children. There’s no foldable centre armrest, which is common for this class, but it would’ve been a nice addition. Likewise, there aren’t a lot of rear-seat creature comforts, unusual for a top-line Hyundai, but once again very normal for an entry-level vehicle. This means there are no rear seat warmers, no rear air vents, and not even a port to plug in and charge a personal device. The Kicks, on the other hand, provides two USB-A chargers on the backside of the front centre console.

It’s a nicely finished, relatively refined cabin too, but don’t expect a lot of soft-touch surfaces. The dash-top is made from a nicely textured composite, but it’s hard, and each door upper is hard-shell plastic as well. Even the door inserts offer no cushioning, the only area to get some slightly padded leatherette, stitched with contrasting thread no less, are the door armrests.

This, unfortunately for Hyundai, is a big downgrade from the latest Kicks SR Premium that pampers with pliable, padded, premium-level pleather, also with contrast-stitching, from the very left to the very right of the dash facing, plus the centre armrest, instead of being a firm yet pliable rubber in the case of the Venue, is just as comfortable as the cushy door armrests that flow down in one single piece from the equally comforting door inserts. What’s more, Nissan even wraps each side of the lower front console in stitched, padded leatherette, protecting the inside knees from chafing while looking downright sensational at the same time, so Hyundai might want to give its ultimate Venue a bit more luxe when it comes up for a refresh.

The Venue’s aforementioned leather-wrapped steering wheel is very nice, however, but once again I think you’ll be more impressed by the top-line Kick’s more padded and sportier shaped flat-bottom leather-clad rim, while both models’ leather-enhanced shift knobs will probably be more of a personal taste issue—although the leatherette boot shrouding the Venue’s gear lever wears a more pronounced contrast stitching that adds a bit more style.

The Venue’s fabric seats are really attractive, and finished in leatherette with light grey stitching and similarly coloured piping on the bolsters. The textured inserts feature a swoopy light grey “J” pattern (or reverse-J on the driver’s side) that matches a similar black-stitched pattern on the lower cushions, which I have to say is not only really nice, but totally unique and much more creative than most automakers offer. Hyundai even repeats the pattern on the back seats, something not always seen in the lower classes.

Some other details include metallic white trim around the vent bezels and under the tablet-style infotainment touchscreen, although the latter looks more like a free Alcatel giveaway tablet from five years ago than anything from Samsung or Apple. The shifter surround gets the same metallic white treatment, while the door handles are in a dark grey metallic finish. All of the switchgear is impressive for the class too, featuring nice dense composites, extremely tight fitment, and high-quality damping. I have to say, whoever came up with this interior design should get some sort of award, at least from Hyundai, because it’s really well done.

Not surprisingly these days, but still a treat in such a small, inexpensive vehicle, my Venue came well-stocked with advanced driver assistive systems in a suite dubbed Hyundai SmartSense. Of course, this list includes Forward Collision-Avoidance Assist with Pedestrian Detection (a.k.a. automatic emergency braking), plus Blind-Spot Collision Warning, Lane Keeping Assist (that’s so good it can nearly drive itself on the highway, and even on city streets, almost like the Hyundai Driving Assist semi-autonomous feature), Lane Change Assist, Rear Cross-Traffic Collision Warning, and Driver Attention Warning, while automatic High Beam Assist adds convenience.

A feature I really like is a subtle audible notification that lets you know when the car in front leaves after being stationary at a stoplight. This is useful if you happen to be looking down to change the radio station, setting some other function in the infotainment system, or operating the HVAC system, or for that matter talking to someone in the car.

It’s these types of thoughtful features that raise Hyundai above most peers, and have made it a success story in Canada. The Venue is now the most affordable way to get into the Korean brand when buying new (albeit only a few hundred less than the base Elantra), and the least expensive crossover SUV in the country, by a long shot. Factor in their five-year or 100,000 km comprehensive warranty, and this cute little utility becomes difficult to argue against.

Review and photos by Trevor Hofmann

Honestly, other than being rare compared to Honda Civics, Toyota Corollas, Hyundai Elantras and Mazda3s, and therefore something different to take notice of, the new Jetta never really caused me to do…

New Car Reviews

2019 Volkswagen Jetta GLI 35th Edition Road Test

Honestly, other than being rare compared to Honda Civics, Toyota Corollas, Hyundai Elantras and Mazda3s, and therefore something different to take notice of, the new Jetta never really caused me to do a double take. It’s attractive in an inoffensive way, the new grille a bit more daring than the previous model’s horizontal slats, but compared to the initial artist’s renderings that came out ahead of the real deal in 2017, and photos that followed, it comes across a bit watered down in the metal. The new Jetta GLI, however, is a different story. In fact, I find this car quite attractive, and I’m willing to guess it might even pull eyeballs toward less expensive trims.

As with all GLI models thus far, the Jetta’s chrome exterior detailing has been blacked out and splashes of red added across the grille and uniquely around the outer edges of the wheels that frame big red brake calipers, plus of course the discreet GLI badges front and back, while now it now gets a set of thin, blade-like garnishes on each front fender that also feature a “35” designation as part of this 35th anniversary edition. Those otherwise grey-painted twinned-five-spoke 18-inch wheels were shod in 225/45 Hankook Kinergy GT all-season tires, not the even sportier 19s found on a Golf R, but they were still sticky enough when pushed hard.

Before delving into performance, other notable GLI trim pieces include a strip of glossy black edging along the top portion of the grille, plus more shiny black detailing around the lower fascia’s corner vent bezels, overtop the mirror caps, on the front portion of the roof as well as the rear third section, connecting the larger sunroof panel in the middle so it all looked like one clean sheet of dark glass, and lastly for the tastefully discreet rear deck lid spoiler. It’s a really attractive car from front to back, and more importantly for me, the type of compact sport model that a mature driver doesn’t feel out of place driving.

Inside, nicely bolstered, inherently comfortable perforated leather seats with red stitching and nicely patterned inserts simultaneously look sporty and luxurious, and therefore exactly what Volkswagen fans should expect, while the steering wheel is performance perfection. It features a slightly flat bottom and ideally shaped thumb spats, plus red baseball-style stitching around the inside of the leather-wrapped rim. Volkswagen continues the car’s red performance theme with more red thread on the leather shifter boot, the centre armrest, the “GLI” portion of the “GLI 35” seat tags, plus the same logo on the embroidered floor mats and stainless steel treadplates.

Of course, there’s plenty of satin-silver aluminum around the cabin too, the aforementioned steering wheel featuring more than its share, foot pedals aside, plus plenty on the centre stack and lower console as well. Some faux carbon-fibre trim and inky piano black surfacing adorns the dash and upper door panels, the former completely soft to the touch thanks to a premium-level rubberized composite along the entire top and ahead of the front passenger, with the latter finished similarly to the front door uppers, as are the door inserts and armrests.

All of this sounds great, but I’m going to guess most eyes will be pulled more quickly towards the fully digital gauge cluster, which boasts an Audi-like Virtual Cockpit design dubbed Digital Cockpit in VW-speak. Like in the pricier German brand’s cars, the GLI’s Digital Cockpit features a “VIEW” button on the steering wheel that turns the gauge package into a multi-function display, even capable of placing the centre-mounted infotainment system’s navigation map directly in front of the driver where it’s most needed. It can do the same with most functions, making it one of the most impressive electronic features available in the mainstream volume-branded sector.

The just-noted centre display is a large eight-inch touchscreen featuring premium-like high-definition resolution, plus brilliant graphics with rich colours and contrasts, and like the gauge cluster it comes loaded with functions like tablet-style tap, pinch and swipe features, Android Auto, Apple CarPlay, and Mirror Link for integrating your smartphone, audio, navigation, app, driving mode and fuel-saving eco interfaces, plus a performance driving component with a lap timer and more.

I was surprised, however, that active guidelines weren’t included as part of the rear parking monitor, especially in this top-tier trim, and my tester even included the $995 ($1,005 for 2020) optional Advanced Driver Assistive Systems (ADAS) package featuring a multi-function camera with a distance sensor. This bundle also includes Light Assist automatic high beam control, adaptive cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind spot monitoring with rear cross-traffic alert, and the Lane Assist lane keeping system.

Just below is a three-dial dual-zone automatic climate control interface that looks good, is easy to use and functions well, plus along with three-way heatable front seats that can be controlled from this panel as well, are three-way ventilated cushions for making summer months more bearable. Just one powered and infotainment-connected USB-A port hangs above a rubber-based wireless device charger, which is big enough for the largest of smartphones, all of which tucks in behind the gearlever and its U-shaped collection of switches, including an electromechanical parking brake, buttons for turning off the traction control and auto stop/start system, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.

Just above, a sunglass holder sits in the overhead console, the latter also housing switchgear to open the large powered moonroof that includes an attractive opaque fabric sunscreen with an aluminum front section that looks especially upscale.

This said the GLI, which at $32,445 for the manual-shift model or $33,845 for this DSG-equipped version, doesn’t exactly come cheap, so much is expected as far as fit, finish, materials quality and general refinement goes, but if you were to spend some time in any Golf GTI, for instance, and then decide you needed a trunk instead of a hatch to mitigate security risks, per se, you just might be disappointed. To be clear, the entry-level Golf GTI starts at $30,845, which is $850 less than the $31,695 base Jetta GLI, but the Mexican-built hatch pulls the fabric-wrapped A pillars already standard in less expensive Golfs up to the sportier variant, unlike the any Jetta, which are built alongside the Golf at VW’s Puebla, Mexico assembly plant as well, while all the plastic below the waist, and some of the chest-height surfaces are pretty basic hard composites.

Yes, I know the Jetta is a compact model, but now that competitors from Japan and Korea are delivering much higher materials quality, particularly top-line versions of the new Mazda3, Toyota Corolla and even Kia’s Forte that I drove just before this GLI, and factoring in that VW used to offer the most premium-like cabins in the mainstream volume-branded sector, this Jetta GLI was a bit of letdown. The new Forte comes in a sporty GT trim now, by the way, which competes directly with this GLI, yet unlike its rival from VW, the Kia’s inside rear door panels are finished with the same high-quality soft-touch detailing as those up front, while the German brand didn’t even bother including a padded insert at all, and instead formed its door panel solely from hard plastic, making its rear compartment one of the least appealing to look at or touch in this class or any.

Heatable outboard seats were a nice feature, but the interface surrounding the buttons used to turn them on was as low-rent as you’re likely to see in this segment. The seats themselves were nice, thanks to the same red-stitched perforated leather as those up front, and nicely carved out bucket-style outer positions that should hold rear passengers in place during spirited driving. A fairly large flip-down rear armrest gets a pair of cupholders integrated within (or is that a trio?), but unlike previous Jettas there’s no centre pass-through for stowing skis or other long cargo. Instead, when needing to expand on the dedicated cargo area’s already generous 510 litres, the 60/40 split-folding rear seatbacks will force one of the rear passengers into the less comfortable centre position. This is mostly par for the course in this class, however, it’s just that VW stood out before, and still does when opting for a Golf.

Volkswagen more than makes up for such shortcomings with the GLI’s on-road experience, however, this sport sedan being one of, if not the most engaging entry within its mainstream volume compact four-door segment. The 228 horsepower 2.0-litre turbo-four puts out plenty of torque at 258 lb-ft (up 18 hp and 51 lb-ft of torque over its predecessor), resulting in some difficulty keeping the front wheels from spinning during spirited takeoff (if it was only available, VW’s 4Motion all-wheel drive would help in this respect), while the new seven-speed dual-clutch automated gearbox feels even quicker through the paddle-actuated gears than the old six-speed DSG, albeit with the added benefit of a taller final gear for improved fuel economy (9.3 L/100km city, 7.2 highway and 8.4 combined for the as-tested auto or 9.6, 7.3 and 8.5 respectively for the manual) and (theoretically) a higher top speed.

Ripping off zero to 100km/h in 5.8 seconds it’s one quick Jetta, while Sport mode really adds to the experience. It’s nothing like the Golf R or equivalent super sport compacts such as Subie’s WRX STI or (RIP) Mitsu’s EVO, but it respectably puts otherwise sporty alternatives like Mazda’s 3 GT to shame in a straight line, and even makes the once-mighty Civic Si seem as if it’s dawdling off the line. Wheel slip during takeoff aside, the Jetta GLI proved unflappable through high-speed corners, even when broken tarmac threatened to upset the rear end, but thanks to a fully independent suspension with a multilink setup in the rear, a move up from the regular Jetta’s comparatively remedial torsion-beam rear suspension. Instead, the inside rear suspension absorbed the jarring pothole and ensuing thump with ease, allowing the tire’s sizeable contact patch to maintain full traction and hook up as I exited the corner. Try that in a regular Jetta and things might get very out of shape, not to mention the Mazda3 I noter earlier (although I must say the Japanese compact manages such situations surprisingly well and combines AWD with its own G-Vectoring Plus to make up for some of its torsion-beam shortcomings).

This said, back more pedestrian speeds (or rather while stopped during parking manoeuvres), I experienced something that’s never happened to me before. When I came to a stop to park the auto start/stop system automatically cut off the engine, which is not unusual in itself, but when I quickly decided to reverse so as not to be park too close to the car in front of me the engine wouldn’t restart when in reverse. I had to shift it back into “P” and then dab the throttle in order to reignite the engine, at which point I could shift back into reverse to back up. Very strange. It worked perfectly through the rest of the week, mind you, as did the entire car.

The aforementioned $32,445 (manual) and $33,845 (DSG) base prices meant the 2019 GLI 35 is nicely equipped, with features not yet mentioned including fog lights, LED headlamps, proximity-sensing access with pushbutton ignition, rain-sensing wipers, an auto-dimming rearview mirror, a formidable eight-speaker BeatsAudio system with a sub, a powered driver’s seat with two-way power lumbar and three-position memory, plus more. This feature set and all previously noted equipment remains intact for 2020, by the way, so therefore those that find a new 2019 are basically buying the same car for less.

This in mind, take note that VW Canada is offering up to $3,000 in additional incentives on 2019 models that were still available at the time of writing, while the new 2020 GLI, which as just-noted is unchanged other than for the loss of this 35th Edition (for obvious reasons), can be had with up to $1,000 in additional incentives, although average CarCostCanada (where the following information was found) member savings were $2,500 for the 2020. Check out CarCostCanada’s 2020 and 2019 Volkswagen Jetta Canada Prices pages to learn about available manufacturer rebates, leasing and financing specials, and dealer invoice pricing that could save you even more, plus make sure download the free CarCostCanada app from the Google Play Store and Apple iTunes store.

Although the latest Jetta doesn’t exactly light my fire in lesser trims, this new Jetta GLI is a step ahead in many respects, particularly when it comes to styling, straight-line performance and interior electronics. I’d like to see VW improve some of the materials used inside for a more refined cabin, but this probably won’t bother you too much while driving anyway, unless you’re trying to impress someone riding in back. Then again, at least your father-in-law will appreciate the comfort of the GLI’s independent rear suspension, excellent seats and decent legroom while he’s complaining about all the cheap plastic.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

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.

It would be easy to look at the Veloster as an automotive anomaly, a car that doesn’t quite fit into the compact sport coupe segment, but I prefer to think of it as a more practical sports coupe. …

New Car Reviews

2019 Hyundai Veloster Turbo Tech Road Test

It would be easy to look at the Veloster as an automotive anomaly, a car that doesn’t quite fit into the compact sport coupe segment, but I prefer to think of it as a more practical sports coupe.

After all, there’s good reason only a handful of volume-branded compact sports coupes remain in today’s auto sector. Owners finally got tired of hearing complaints from family and friends trying to access their rear seats, so they bought sporty four- and five-door alternatives. Heck, even the mighty VW GTI can only be had with four doors these days, yet instead of conforming to near wagon-like levels of practicality Hyundai took a good idea that was poorly executed by GM’s Saturn division for its 1999 SC sports coupe, that saw a second rear-hinged half-door added to the driver’s side for easier back seat entry, and adapted it to the more appropriate passenger’s side with an easier to use conventional hinge on a larger three-quarter sized door. Voila! A car that looks like a coupe from the driver’s side and a particularly sleek four-door hatch from the passenger’s side.

Sales were initially quite strong in Canada, but have steadily tapered off since its first full year of 5,741 units in 2012, but thanks to a ground-up redesign for this 2019 model year the Veloster has responded with a 36.6-percent uptick to 1,295 units as of October’s close, although only 279 examples were sold during July, August and September of this year, representing a collapse of 55.1 percent compared to Q3 of 2018, so we’ll have to wait and see if 2019’s final three months fare any better.

Before we see Hyundai transform the Veloster into a volume-branded BMW X4 in order to keep its coupe alive while the world transfers interests from cars to crossover SUVs (an interesting prospect), those who still appreciate sports coupes for their lower centre of gravity and inherently better handling should take note of the new Veloster’s change from a torsion beam rear suspension design (the old car’s Achilles heal) to a new independent multi-link setup, the update thoroughly transforming its ride and handling.

The new Veloster’s underpinnings are much more compliant than the previous model’s, providing comfortable cruising around town with less drama over rough pavement, yet the little coupe remains firm enough to feel like a sport model. Still, despite what feels like a more docile suspension setup it’s much better through the corners, especially when pushed hard over broken asphalt mid-turn, which would have upset the outgoing model. Now you can cut the apex with less concern of finding an unforeseen bump or pothole, the rear suspension now absorbing such obstacles with no rear shudder or loss of tire patch contact.

While the Veloster comes standard with a 2.0-litre four-cylinder engine good for 147 horsepower and 132 lb-ft of torque, which drives the front wheels through a standard six-speed manual or optional six-speed automatic, my Veloster Turbo tester uses a 1.6-litre turbo-four making 201 horsepower and 195 lb-ft of torque. It still twists the front wheels through an as-tested standard six-speed manual gearbox, although those wanting automation can choose a new seven-speed dual-clutch EcoShift DCT gearbox with paddle shifters on the steering wheel. I’ve driven a six-speed version of the latter in previous Velosters (see 2016, 2015 and 2014 reviews), and it proved to be quick shifting and very engaging, so I can only imagine the new seven-speed unit is even more fun to row through the gears, but being a purist when it comes to sports cars I’d be inclined to save the $1,500 and keep the DIY transmission.

It’s a well sorted six-speed with easy, progressive clutch take-up that feels ideally suited to the torque-rich turbocharged four-cylinder. Maximum torque arrives at 1,500 rpm and continues all the way up to 4,500, while max power, arriving at 6,000 rpm, makes laying further into the throttle worthwhile. The little engine hits redline at 7,000, although it’ll spin higher if you enjoy hearing the high-pitched mechanical whine, with sport mode really improving performance along the way. Really, push the big, grey “SPORT” button to the left of the shifter and the Veloster Turbo immediately transforms from nice economical runabout to a truly enthusiastic performance car.

Even better, there are zero negatives when choosing the Turbo over the base Veloster at the pump, with the manual transmission resulting in 9.4 L/100km in the city, 7.1 on the highway and 8.4 combined for the base engine and an even better 9.4 city, 7.0 highway and 8.3 combined for the Turbo, while the base car’s six-speed auto is good for a claimed 9.1 city, 7.1 highway and 8.2 combined compared to just 8.5, 6.9 and 7.8 respectively for the Turbo with its seven-speed DCT. Yes, you read that right. Opt for the better performing Turbo and you’ll save on fuel, at least if you don’t bury your foot in the throttle every time you take off.

A quick drive will be more than enough for you to attest to the Veloster’s sport coupe credentials, but once again living with the car for a week reminded me of just how practical it is. The rear liftgate opens high and wide enough to stow big items, and while not as accommodating as most compact hatchbacks the dedicated cargo area measures a reasonable 565 litres (20 cubic feet), or about the size of a full-size sedan’s trunk, and a considerable increase over the old first-generation Veloster’s 440-litre (15.5 cu-ft) trunk. Of course, you can lower the rear seats to expand its usability, their divide placed at the 66/33-position instead of the usual 60/40, which makes sense for a car that only seats four. With both rear seatbacks laid flat the Veloster allows for 1,260 litres (44.5 cu ft) of gear-toting space, which is once again a significant increase over the previous model’s 982 litres (34.7 cubic feet) of maximum load carrying capacity.

The long driver’s door and proximity-sensing keyless entry make access to the cockpit ultra-easy, and the two passenger doors means that no one needs to compromise when coming along for the ride. Sure the first rear passenger to enter needs to slide along the seat to get to the other side, making me wish Hyundai hadn’t included a fixed centre console with cupholders and a storage bin in between, but it’s not too difficult to negotiate and provides some useful functionality (a folding centre armrest would work better).

With the driver’s seat positioned for my five-foot-eight, long-legged, short-torso frame I had about four to five inches ahead of my knees, plus a reasonable amount of space for my feet, although it was a bit tight for my toes underneath the driver’s seat. There was plenty of space from side to side, however, plus about three inches remained above my head, so it should be roomy enough for somebody under six feet.

The two rear seats are nicely carved out for good lateral support, while their backrests push outward slightly at the lower back to improve comfort on road trips. Amenities are limited to power window switches on the left panel and rear door, while the armrests are the only padded surfaces other than the seats.

This is also true for the front seating compartment, incidentally, the Veloster’s almost complete lack of soft-touch surfaces disappointing. Even the dash top and instrument panel or hard plastic, but at least some of these were given a matte textured treatment, whereas each door panel, armrests aside, were entirely comprised of glossy hard composite.

The red on black sport driver’s seat is as comfortable and supportive as it looks, while its two-way powered lumbar support almost ideally met the small of my back. I was able to set up the seat to my preferences thanks to fairly long reach from the tilt and telescopic steering column, further optimizing comfort and control, while the seat warmers and heatable steering wheel rim came on quickly and strong.

Upon ignition, via a button on the centre stack to the right of the steering column, a transparent head-up display powers up out of the dash top. I must admit it was a bit distracting at first, as it’s right in the line of sight (as it should be), but when selecting sport mode it provided a nice tachometer graphic that proved helpful when pushing the engine to redline, while I grew to appreciate it for other functions too. Just below, a colour multi-information display is set without an easily legible set of analogue dials, while controls on the steering wheel spokes, plus to the left and right of the dash were high in quality, well damped, and easy to reach.

Likewise for the infotainment display atop the centre stack, although the only button at its base was for the car’s hazard lights. Its quick-access switchgear can be found lower down the centre stack, between the audio system’s power/volume and tuning knobs, but I ended up using the steering wheel controls mixed with the touchscreen for most functions.

Thanks to a $3,000 Turbo Tech package, which includes the just-noted head-up display, leather upholstery, driver’s seat lumbar support, and Sport mode function noted earlier, not to mention rain-sensing wipers, rear parking sensors, and automatic climate control (with an auto defogger), my test model had a bigger 8.0-inch infotainment touchscreen with integrated navigation and a great sounding eight-speaker Infinity audio system with an external amplifier.

Before I get ahead of myself, the 2019 Veloster starts at $20,999 plus freight and fees, with the Turbo hitting the road at a base of $25,899. The Turbo Tech package boosts that price up to $28,899, while a $500 Performance package can be added with or without the Tech upgrade, and includes a special set of 18-inch alloy wheels on 225/40 Michelin Pilot summer-performance tires.

The base Veloster sports 18-inch alloys too, by the way, plus auto on/off headlights, LED daytime running lights, power-adjustable heated side mirrors, remote entry, a leather-wrapped heatable multifunction steering wheel, a tilt and telescopic steering column, cruise control, power windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Apple CarPlay and Android Auto, a rearview camera with dynamic guidelines, six-speaker audio, Bluetooth hands-free phone connectivity with audio streaming, a leather-wrapped shift knob, heated front seats, manual six-way driver and four-way front passenger seat adjustments, blindspot detection with rear cross-traffic alert, all the expected active and passive safety features, plus more.

Upgrading to the Turbo adds LED headlights, LED side mirror turn signal repeaters, LED taillights, a unique grille and extended side sills, proximity keyless access with pushbutton ignition, a 4.2-inch TFT multi-information display replacing a more conventional 3.5-inch trip computer within the gauge cluster, a large powered glass sunroof, silver vent rings, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, and more.

I could delve into available colours and more, but being that this review is being published as 2020 Velosters are arriving, you’ll need to accept what you can get if you want to take advantage of year-end discounts and zero-percent financing (the 2020 model was being offered with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more at CarCostCanada, where all pricing for trims, packages and individual options are itemized, plus info about available manufacturer rebates as well as dealer invoice pricing that could save you thousands.

Something else to consider is the new Veloster N, which gets a new 2.0-litre turbocharged four-cylinder good for a lofty 275 horsepower and 260 lb-ft of torque. It comes solely with a six-speed manual gearbox incorporating downshift rev-matching, while an electronically controlled limited slip differential helps get all that power down to the road, and an electronically controlled suspension connecting to 19-inch alloys on 235/35 Pirelli summer-performance tires maximize grip. Normal, Sport, N and Custom drive mode selections, plus a driver-adjustable active exhaust system, make this very special Veloster even more engaging, while fuel economy is still reasonably low at 10.6 L/100km in the city, 8.3 on the highway and 9.5 combined. It can all be had for a very affordable $34,999, so I urge you to take a look.

Something else to consider with the 2019, base model 2020s are no longer available with the manual transmission, which is a bit of a shame as this entry-level model is no longer a cheap fix for performance purists and custom tuners, while the new entry price rises by $1,400 to $22,399. Of course, Hyundai wouldn’t have dropped it if buyers were demanding an entry-level six-speed manual, but it’s nevertheless a negative. Soon, the only way to get a manual will be the $27,499 Turbo, so therefore budget-oriented performance fans will want to start searching for their base 2019 Veloster now. Also noteworthy, Hyundai has changed up some trim names for 2020, dropping GL and Tech from the 2019 car and adding Preferred and Luxury to the new version. The Veloster N is still available in one single trim line for the same price, but if you’re looking for it at CarCostCanada, take note it’s now a separate model for 2020.

No matter the model year or trim designation, the redesigned Veloster is wholly better than the car it replaces, with much better performance and nicely updated electronics, while it retains an ideal mix of sporty coupe styling elements and practical hatchback livability.

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.

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the…

New Car Reviews

2019 Toyota Avalon XSE Road Test

Beauty is truly in the eye of the beholder, and to many a luxury car buyer it seems desire grows commensurately with the size of its grille. Enter the 2019 Avalon, which incidentally is identical to the upcoming 2020 model, a car that’s gone from having one of the larger front grilles in the industry to now leaving very little room for anything but the grille.

The frontal aperture looks larger in as-tested base XSE trim due to a gloss-black surround instead of the top-line Limited trim’s chrome, while the deeper, inkier, glossy mesh grille inserts appear more menacing than the loftier model’s horizontal ribs. Toyota further emphasizes the XSE’s sporting nature with black side mirror housings and a black rear deck lid spoiler, small in size yet quite noticeable when the car is doused in a lighter paint finish than my tester’s lovely Brownstone metallic.

Even the XSE’s LED headlamps look more piercing than the Limited’s upgraded triple-beam LEDs, while its once graceful taillights have given way to a single body-wide LED infusion hovering over a thick black diffuser-style lower bumper cap bookended by a quad of circular chrome tailpipes with the XSE or two large rectangular chromed tips for the Limited. Likewise the XSE’s machine-finished 10-spoke 19-inch alloys with black-painted pockets are decidedly more aggressive looking than the upscale Limited’s shiny silver multi-spoke 18-inch rims.

With the 2019 refresh one thing is for sure, Toyota isn’t willing to idly stand by watching ever-increasing SUV popularity destroy their beloved full-size flagship luxury sedan without a fight. The new Avalon now begs to get noticed, which shows a significant turnaround from the model’s formative years when it was more content living life in the shadows.

My favourite Avalon was the 2005–2012 fourth-generation model, a truly elegant car that provided much better performance than its classy styling promised. While hardly a sport sedan, the Av has continued to improve over the years, with this fifth-gen model, particularly in base XSE trim, its most dynamic yet.

To be clear, the XSE is only base in Canada. South of the border, where Avalon sales are more than 100 times greater (Americans bought 22,453 Avalons during the first nine months of 2019, compared to just 212 over the same three quarters in Canada, despite the US only having 10 times the population), it’s offered in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims. As anyone shopping for an Avalon knows, the hybrid isn’t offered here, Toyota having long provided this fuel-friendly alternative in Lexus’ ES line instead. The two full-size luxury sedans share all subsurface components, by the way, and thanks to even stronger sales under its premium brand (in Canada too, where the ES is only outsold 35 to 1, with 37,896 US deliveries compared to 1,081 in Canada), the Avalon continues to exist north of the 49th.

The numbers above attest that you, dear reader, either digest all things automotive or, if considering purchasing, have very unique taste. Yes, the Av certainly has exclusivity going for it, an appeal that isn’t wholly price related, in that you’ll likely never see one of these pull up next to you at a stoplight, or show up in your neighbour’s driveway, unless he or she happened to like yours so much they went out and bought one of their own.

This is more likely to happen with the new generation, as it will no doubt get noticed, but the overwhelming trend is downward in this full-size volume-branded sedan category. Even the mighty Dodge Charger and Chrysler 300 pairing that saw 4,704 collective sales over the same nine months had to accept this comparatively large number was the result of a significant downward slide of 14.15 and 39.31 percent respectively, while GM’s Chevrolet Impala and Buick LaCrosse managed 2,075 total deliveries during this period for respective 16.96 and 15.13 percent downturns, which no doubt only added internal support for their upcoming discontinuation. The 710 sales of Nissan’s Maxima and mere 7.07 percent year-over-year shrinkage is downright impressive next to Toyota’s aforementioned 212 Avalon delivery total, the latter a 17.19-percent reduction, whereas all must look positively meteoric from Kia’s standpoint, its Cadenza finding just 19 buyers since January for the segment’s worst 54.76 percent YoY plunge. Shockingly Kia hasn’t cancelled the Cadenza for Canada, but in fact will introduce a totally redesigned one for 2020.

Bravery should be rewarded, whether by manufacturer or consumer, and to the latter end buyers in this class do end up getting a lot of luxury car for their money. The $42,790 base Avalon XSE’s list of standard features includes the aforementioned LED headlamps and LED taillights, plus 235/40R19 all-season tires, proximity-sensing keyless entry, pushbutton ignition, a powered tilt and telescopic steering column, a leather-wrapped multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch infotainment touchscreen with Entune and Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, eight-speaker audio with satellite radio, Bluetooth streaming audio, a wireless smartphone charger, four USB charging ports, a powered moonroof, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, Toyota’s Softex breathable leatherette upholstery, heatable front seats, an auto-dimming rearview mirror, a universal garage door opener, dual-zone automatic climate control, and more.

Entune Safety Connect is also standard, providing automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistive, while standard advanced driver assistive and safety systems include automatic high beams, adaptive cruise control, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, blind spot monitoring and rear cross-traffic alert, plus all the expected active and passive safety features including two airbags for front occupant knees, plus more.

The multi-information display just mentioned sits in the middle of a mostly analogue instrument cluster, which is nothing new, but I like that it does more than just provide the usual trip information. For instance, it also provides route guidance instructions right where you need them, while the big touchscreen atop the new centre stack might lack in the way of colour and therefore doesn’t make enough use of its high-resolution capability, but it does incorporate Toyota’s new Entune smartphone integration, which I like a lot better than Android Auto. The system lets you connect to functions, music and info like traffic conditions, fuel stations, weather forecasts, stocks and more via a variety of apps including Scout GPS, Yelp, Slacker, NPR One and more through your smartphone.

Those wanting more can opt for $47,790 Limited trim, which adds 235/45R18 all-season tires, the previously noted triple-beam LED headlamps, a more complex set of LED taillights, ambient interior lighting, a 10-inch colour head-up display with customizable settings, a heatable steering wheel rim, four-way powered driver’s lumbar support, driver’s memory, semi-aniline leather upholstery, ventilated front seats, heated rear outboard seats, a 360-degree surround bird’s-eye view parking monitor, navigation, a 14-speaker 1,200-watt JBL Clari-Fi surround sound audio system, Connected Services by Toyota Premium Audio, a three-year subscription to Scout GPS Link, intelligent clearance sonar (front parking sensors), automatic rear cross-traffic braking, and more.

All these features are great, but honestly some should be part of the base package. The Avalon XSE is hardly cheap at almost $43k, so why does Toyota force its very small number of interested buyers to buck up another five grand just to get a heated steering wheel? Sure, plenty of other features come with this trim too, but a warm steering wheel rim should be a prerequisite for designating the word “luxury” on any car attempting to lure in Canadian buyers. After all, our winters have been getting colder, not warmer as our news media wants us to believe (February 2019 was the coldest ever in Vancouver). Making matters worse, the Av on this page was the only car I tested in weeks without a toasty steering wheel, the others being an off-road specialty 4×4 pickup truck and a small luxury-branded car. Toyota is normally quite slow in adopting trending features, the latest Camry not offering one at all. This deficit was made worse while writing a review of a 2019 Kia Forte during the same week, which included a heated steering wheel in its most basic $16,000 model. Fortunately Toyota is starting to figure out that it’s been losing sales to upstarts like Kia, and now offers an optional heated steering wheel in the new 2020 Corolla, and will do likewise for the Camry in 2020.

The Avalon’s interior refinement is quite good above the waist, meaning that soft, pliable composites are used across the entire dash top and both front and rear door uppers, while a softer padded and stitched surface treatment gets added along the middle portion of instrument panel, just below a beautifully textured metal-like inlay and really attractive three-dimensional metallic and black horizontal section that melds into the corner vents. The bottom half of the dash, including the glove box lid, is made from a harder plastic, as are the lower door panels, but the doors’ middle sections, below the premium-like uppers, are comprised of soft-touch synthetics, ultrasuede and stitched leatherette.

The centre stack is mostly made up of black, glossy, glass-like surfacing, the upper section blending seamlessly into the main infotainment touchscreen, and the bottom portion housing a digital readout plus controls for the HVAC system. This doesn’t come across as upscale as the previous Avalon’s metal-finished centre stack surface treatment, the latter model’s tiny hollowed-out hockey stick-shaped switchgear absolutely stunning, albeit the new design modernizes the look and is certainly easier to use. The top portion of the centre stack appears to hover in the air, thanks to buttresses that allow access to a large wireless phone charge pad sitting below a padded retractable bin lid. The rest of the lower console is finished in stitched and padded leatherette, and is nicely detailed with satin-silver trim around the gear selector and cupholders, while this aluminized trim completely surrounds the console and centre stack as well, plus the steering wheel, much of the switchgear, and other highlights elsewhere. It’s a very attractive cabin that does a decent job of providing premium levels of luxury, even including fabric-wrapped A-pillars.

In case you were wondering how the Avalon measures up to the slightly smaller Camry that joins the aforementioned Lexus ES by also riding on Toyota’s TNGA-K (GA-K) platform architecture, it’s 100 millimetres (4.0 inches) longer from nose to tail, with a 50-mm (2.0-in) longer wheelbase, plus it’s also 10 mm (0.4 in) wider and fractionally lower by the same 10 mm (0.4 in). The new 2019 Avalon is also larger than the previous version, with its overall length up by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase stretched by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width increased by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and height lower by 20 mm (0.8 in) to 1,440 mm (56.5 in), resulting in a leaner more athletic stance.

The new Av backs up its dramatic new styling with more energy under the hood, its enhanced 3.5-litre V6 now put out 10 more horsepower and 17 additional lb-ft of torque for a new total of 278 and 265 respectively, while in XSE trim this improved performance is complemented by an “Engine Sound Generator” that beefs up the exhaust note artificially through the audio system when Sport mode is engaged. Before any snide comments, BMW does this with its M cars and Ford with its Mustang and Ecoboost-powered F-150 pickup trucks (plus a number of others, I’m guessing), the result being music to the ears of gearheads.

Even better, Toyota has mated its upgraded V6 with a completely new eight-speed automatic transmission (not a CVT like one of the Av’s supposedly sportier competitors), and by so doing said goodbye to its antiquated six-speed gearbox, plus they’ve add steering wheel-mounted paddle shifters to make the entire package more engaging.

Underpinning the new Avalon is an extended version of the stiffer, more agile chassis that improved the newest Camry, and likewise makes the new Lexus ES more fun to live with, while the XSE’s front struts and rear multi-link setup is sport-tuned even further before being bolted to the one-inch larger 19-inch rims and rubber noted earlier.

Despite all the performance upgrades, the Avalon’s ride continues to be very comfortable, but as anyone reading about the upgrades would imagine, the comfortable ride came with a lot more capability than ever before. The extra horsepower proved enjoyable off the line and the new automatic certainly more engaging than the outgoing one, particularly with Sport mode engaged, although it still took too long for those shifts to occur, so a true sport sedan this is not. Still, this XSE handled considerably better through fast-paced curves than its already adept predecessor.

I also found the seating position very good for a Toyota. Actually, I find Toyota improving their cars’ driving positions in most models recently tested, in that they now offer more telescopic steering column reach to complement their already good seat adjustability. This allowed me to move the Avalon’s driver’s seat rearward enough for comfortable legroom while extending the steering column amply for relative arm comfort and reasonable control, all this necessary due to my having a longer legged, shorter torso frame. I could have used more steering column extension, but the Av’s setup was passable.

This said the driver’s seat’s two-way powered lumbar support was disappointing, particularly considering competitors in this price class offer four-way powered lumbar support that better meets up with the small of my back. Still the seats were quite comfortable without using the extra lumbar support, while the rear seating area is massive, bordering on limousine-like, and comfortable as well. Likewise, the trunk is large at 456 litres (16.1 cu ft) and offers 60/40 folding access for longer items, although a centre pass-through would improve passenger/cargo flexibility even more.

All said I think most luxury sedan buyers that spend a little time with the new Avalon will like it. It’s well built, as most would expect from Toyota, should be reliable, is packed with most of the features one would expect in a $40k-plus car, and provides wonderfully comfortable yet surprisingly sporty performance.

What’s more, with the 2019 model year ending and the identical new 2020 Avalon soon arriving, Toyota is motivated to sell all the remaining stock, which is why you can to now save up to $2,500 in additional incentives (at the time of writing). Just go to CarCostCanada to learn more, and while you’re at it, check out both 2019 and 2020 model year pricing information, including trims, packages and individual options, and also find out about the latest rebates and even dealer invoice pricing, that puts you in charge when negotiating with your local retailer.

I love it when an automaker makes my job easy. For 2019, which has actually been a stopgap model year for Volkswagen’s Passat before the current version gives way to the second-generation of this special…

New Car Reviews

2019 Volkswagen Passat Wolfsburg Edition Road Test

I love it when an automaker makes my job easy. For 2019, which has actually been a stopgap model year for Volkswagen’s Passat before the current version gives way to the second-generation of this special North American-built car, it only comes in one fully loaded Wolfsburg Edition trim line, which certainly reduces my need for research. Now I can focus more on the fun stuff, like styling, interior design and quality, how comfortable it is, what it’s like to drive, and so on.

It’s been around since 1972 in some form or another, arriving to North American markets a year later. Named Passat in Europe since inception, the initial Giorgetto Giugiaro-designed Audi-esque four-door fastback and wagon were dubbed Dasher here, and then Quantum for its similarly four-ring inspired second generation. The B3 finally took on the Passat nameplate, but as much as I liked that car, especially in 2.8-litre VR6 form, and the B4 that followed, the 270 horsepower 4.0-litre W8-motivated B5 with all-wheel drive was my personal favourite, and amongst the first Passats I got to know as a fledgling automotive scribe back in the early aughts.

That’s when VW rivalled Audi for performance and interior refinement, the unabashedly bold Phaeton luxury sedan showing up the following year with 335-horsepower V8 and 420-horsepower W12 powerplants plus $96,500 and $126,790 base prices respectively, and soon after that the 309-horsepower Touareg V10 TDI delivering a mind-blowing (for the time) 553 lb-ft of torque. Back then Volkswagen came closer to premium status than any other mainstream volume brand, and while today’s VW-badged vehicles still provide some upscale features not often offered amongst rivals, such as minimalist design, fabric-wrapped roof pillars (but only the A-pillars now), fully digital high-definition primary instrument clusters, and rear seat centre pass-throughs (or even better 40/20/40-split rear seatbacks), soft-touch surfaces are unfortunately less common, plus key switchgear is often hollow and cheap feeling, and chassis’ aren’t always fully independent (the new Jetta once again uses a torsion beam rear suspension, unlike the mostly IRS-equipped cars it competes against).

It certainly looks nice in this lovely Tourmaline Blue Metallic paint, one of six standard exterior colours available this year, including the usual white, black, grey and silver shades plus gorgeous Fortana Red Metallic, while the sportier R-Line exterior trim package comes standard this year, as do auto on/off LED headlamps with LED daytime running lights, LED taillights, and a stylish set of silver-painted twin-five-spoke 19-inch Salvador alloy rims wrapped in 235/40 all-season tires, and that’s just what we can see on the outside.

It looks downright rich inside, thanks to my tester’s beautiful cream-like Cornsilk Beige cabin motif (the interior comes in black and grey too, depending on exterior colours), with the dash top, door uppers and carpets done out in black for contrast. The horizontally ribbed leather seats look completely high-end, while splashes of textured metal, brushed aluminum and chrome are tastefully applied, as is de rigueur piano black lacquered plastic surface treatments on the superbly crafted steering wheel’s spokes, on the centre stack surrounding the infotainment and HVAC interfaces (albeit the latter not quite as impressive due to loose, wiggly knobs), continuing down to the lower console, and glitzing up the rear seating area vent panel on the backside of the front console, which also houses a USB-A charge port and three-way rear outboard seat warming buttons.

Heatable rear seats and all of the high-end features already mentioned in a $32,995 mid-size sedan? That’s right, it’s a pretty decent deal made even better thanks to a $2,000 no-questions-asked discount right off the top, which is an end of the model year, goodbye, so-long, don’t let the door hit you on your way out kind of send-off to a model that’s served its purposes relatively well over the past nine or so years. You can learn all about this rebate and any other available savings by visiting CarCostCanada, and while you’re there make sure to read up on dealer invoice pricing that makes it easier than ever to get the best deal possible.

Additional standard features include proximity-sensing keyless access with pushbutton ignition, a leather-wrapped multifunction steering wheel with paddle shifters, a colour multi-information display with a trip computer, a leather-clad shift knob and handbrake lever, brushed stainless steel pedals, rain-sensing wipers, heated washer nozzles, dual-zone automatic climate control, an auto-dimming rearview mirror, a powered glass sunroof, front sport seats, three-way heatable front seats to go along with those in back, an eight-way power-adjustable driver’s seat with two-way powered lumbar support, driver’s seat and side mirror memory, LED reading lights in the front and rear, an Easy Open trunk lid, 60/40 split-folding rear seatbacks with a centre armrest and pass-through down the middle, and much more.

A smallish albeit proximity-sensing (yes, a row of digital controls pops up when your hand gets near) 6.33-inch centre touchscreen provides quick response times and clean, simple, high-resolution (albeit unimaginative) graphics, plus the usual tap, swipe and pinch gesture controls that work ideally with the standard navigation system’s map, while additional infotainment features include Android Auto, Apple CarPlay and MirrorLink smartphone integration, plus Bluetooth, voice control, an SD card slot, and a pretty poor rearview camera image with the top portion of the display actually cut off by what seems like an hallucinogenic psilocybin-induced semicircle that might be more distracting than helpful, plus there aren’t any dynamic guidelines let alone an overhead 360-degree view.

The Fender premium audio system was fairly good, and included six speakers and a subwoofer, plus satellite radio, a CD player, USB audio input/charging (but only one in this big car), and more. While the Passat’s infotainment system has most of the right ingredients, swapping my keys for a new 2020 GTI at the end of the week made its much larger touchscreen an obvious improvement, its incredible resolution, plus its superior depth of contrast and colour, having me looking forward to the new 2020 Passat’s system.

A lid at the base of the centre stack lifts to expose a rubber tray for storing your personal device, but it wasn’t large enough for my average-sized smartphone, so I suppose I was happy no wireless charging pad was connected to it either. Instead, the aforementioned USB and an aux port sit beside a 12-volt charger, while the row of switches next to the shift lever just behind included a button for front and rear parking sensors and another for the semi-autonomous self parking system, plus four dummy buttons that made me feel like this particular model was missing a lot of equipment. For instance, there was no heated steering wheel, a shame considering how impressive the flat-bottom leather-wrapped rim and its array of high-quality switchgear was, plus the leather front seats weren’t ventilated.

Then again, the Passat’s list of standard safety features is impressive, with autonomous emergency braking, blindspot detection with rear cross-traffic alert, lane assist, adaptive cruise control, driver assistance, park distance control and park assist leaving little to be desired, but it’s the way all of these systems worked that I liked more. Sometimes advanced driver assistive systems can be overly sensitive, engaging too early or misreading a given situation and then reacting when they shouldn’t, all of which could potentially cause a driver to turn them off, but after hardly noticing they were there during my weeklong drive, the Passat’s lane keeping assist system kept me locked next to the white lane when I tried veering off the highway without my turn signal on. While a bit annoying, I immediately became grateful that the system only came into play when needed, and it worked very well.

I noted earlier that Volkswagen’s interior materials quality isn’t quite as good as it used to be, but I’d best explain this in detail with respect to this Passat. It’s mostly on par with key rivals, although from a brand that previously was way above average when it comes to soft-touch padded surface treatments and other refinements, it’s now below average. This said the quality of pliable composites used on the dash top and door uppers is above par, but before sounding too positive, the lower dash and glove box lid, the sides of the centre stack, and the lower door panels are a lower than average grade of hard plastic. And there’s the rub. Some areas are finished so well that the Passat’s in a class of one, yet other details seem more suited to an entry-level subcompact.

The powertrain poses an equal dichotomy, in that it measures up to most competitors’ base engines, yet finds itself stuffed into the bay of a near-premium offering. It makes sense that VW chose the car’s more fuel-efficient 2.0-litre four-cylinder as its sole offering instead of last year’s optional 3.6-litre V6, being that the latter engine wasn’t a popular upgrade, but in a market segment that often provides engine options with well over 200 horsepower the Passat’s 174 ponies and 184 lb-ft of torque aren’t exactly going to excite the masses, on paper at least.

In reality, all that torque arrives at just 1,500 rpm, so it feels a lot sportier off the line than the numbers suggest. The front wheels are fed power through a tried and tested six-speed automatic transmission, with the aforementioned paddle-shifters providing plenty of hands-on engagement, important because the mid-size four-door manages fast-paced curves a bit better than most family sedans. A fully independent front strut and rear multi-link suspension setup with stabilizer bars at both ends makes sure it grips tarmac decisively, but despite better than average handling its ride is still plenty compliant, providing a bit more firmness than most Japanese, Korean and domestic mid-size sedans, but never unpleasantly rough or jarring.

All this and it gets reasonably good fuel economy at 9.3 L/100km in the city, 6.5 on the highway and 8.1 combined, another reason VW opted for the four instead of the six. Add to this a near comprehensive four-year or 80,000 km warranty, and the Passat starts looking like a very intelligent buy.

Practical issues in mind, the Passat’s front seating area is sizeable enough for large occupants, and the driver’s seat is comfortable albeit slightly firmer than average. It gets fore and aft two-way lumbar support that just happened to meet the small of my back perfectly, while the lower cushion reached far enough forward to almost completely cup under my knees. Rear seat roominess is even more generous and dutifully comfortable in the outboard positions, while the trunk is larger than average at 450 litres (15.9 cubic feet), plus its 60/40-split rear seatbacks are made even more agreeable to passengers and long cargo by including the aforementioned pass-through right down the centre. This could be a dealmaker for skiers preferring to keep their boards securely locked inside when not strapped onto their boots.

As for whether the 2019 Passat Wolfsburg Edition’s many attributes cause it to be a dealmaker for you or not, you’ll never know unless you try one on for size. The fact so few are on the road compared to Camrys, Accords and literally every other mainstream mid-size sedan currently available (Volkswagen sold just 570 Passats YTD as of Q3 2019, compared to 11,579 Camrys and 9,089 Accords, with the only car in the class selling fewer units being VW’s own Arteon with just 288 deliveries so far this year), will set you completely apart from the crowd as you’re arriving in style, and some may even mistake it for something premium, like an Audi. I begrudgingly continue to like it, not because it’s particularly better than anything else, but more so because I’m a sucker for European-badged exclusivity and contrarily root for the underdog more often than not.

Here’s hoping the new 2020 Passat improves on this outgoing model’s weaknesses while keeping its many attributes, so it can truly be hoisted above all others the way its predecessors could. This said if VW chose cut corners in order to bring pricing down, and by so doing didn’t make the upcoming redesign more refined and premium-like inside than this passing generation, the Passat will unfortunately continue on as an also-ran, garnering very little interest and eventually disappearing from our continent. That would be a shame.

Back in January of 2014 at the North American International Auto Show in Detroit while introducing the FT-1 (Future Toyota) concept, which was the styling inspiration behind the new Supra sports car,…

New Car Reviews

2019 Toyota C-HR Limited Road Test

Back in January of 2014 at the North American International Auto Show in Detroit while introducing the FT-1 (Future Toyota) concept, which was the styling inspiration behind the new Supra sports car, Toyota president Akio Toyoda issued a companywide decree for, “no more boring cars,” and the C-HR before you is now a good example of what he was requesting, at least when it comes to design. So what do you think? Does it have Toyoda-san’s desire for “style that stirs peoples’ emotions and makes them say ‘I want to drive this’?”

The 63-year-old grandson of Toyota group’s founder, Kiichiro Toyoda, likely approves as he was in charge when the C-HR was initially being drawn up, signed off on those designs, and gave the go-ahead for the production model before you, and remains in charge of the corporation today, so therefore reaps the rewards for a job well done, or alternatively pays any penalties for missing the mark.

I’ll reserve comment on CH-R styling, first because my opinion is irrelevant, you’re the buyer after all, so only you should be deciding what appeals to your eyes, and secondly because I’ve already admitted to liking Nissan’s Juke, which is about as polarizing a design as any to ever grace Canadian roads. In other words, my taste isn’t your taste, so feel free to like what you like, and choose not to buy what you don’t.

What matters more is Toyota finally filling the subcompact SUV segment with some sort of entry, and I give them kudos for bravery, being that most having already succeeded here did so by leaning toward practicality over originality. That Toyota showed up with a sportier looking, smaller than average entry, and therefore putting styling ahead of practicality, was certainly a surprise.

A quick look at the segment sales leaders clearly shows that passenger/cargo roominess and flexibility is king, with models like the Honda HR-V, Kia Soul, and Subaru Crosstrek dominating up until last year, and newcomers like the Nissan Qashqai and Hyundai Kona finding even stronger sales more recently due to their pragmatic approach and more. It’s as if the new C-HR picked up where the now discontinued Nissan Juke left off (that latter SUV replaced by the new Kicks, which is selling well), albeit without the top-line Juke’s impressive performance. Performance may also be a key ingredient for the Mazda CX-3’s formidable Canadian sales, plus arguably attractive styling.

The C-HR is now in its second model year after arriving on the scene in May of 2017, and is quite a nice subcompact SUV. My tester was outfitted in new Limited trim, which reaches to a higher level than last year’s XLE that I previously tested and reviewed, and I must say it combines mostly comfortable operation with the majority of its peers’ high-level features, reasonably strong performance, and excellent fuel economy.

Interior refinement is a C-HR strongpoint, but I wouldn’t go so far as to say it overachieves when compared to longstanding competitors like the aforementioned CX-3 in its top-line GT trim, which is really spectacular, even when using this Limited model as Toyota’s standard-bearer. Top of the goodies list is a padded and stitched leatherette dash-top, which includes a large bolster that spans from the right side of the instrument panel to the passenger’s door, while a similar albeit smaller padded piece gets fitted to the left side of the gauge cluster. The door uppers receive the same high-quality soft touch composite surfacing, while the armrests are even softer and more comfortable.

If piano black lacquered plastic is your thing, you’ll be overjoyed with all of the shiny, inky stuff found in this tiny Toyota SUV. I personally would like to see less, and not because of its addition to interior styling, but rather that it tends to attract dust like a magnet and scratch all too easily. Better, the door inserts and lower panels are finished in a diamond-textured hard plastic that’s like nothing else I’ve ever seen in the car industry, looking good and appearing durable. More importantly it doesn’t feel cheap like this segment’s usual glossy hard plastic, plus the tiny diamonds complement the even more unusual assortment of diamond-shaped dimples carved into the roofliner above.

Before delving into any additional C-HR interior styling and quality issues, I should point out this 2019 C-HR received some significant upgrades that should help it find more buyers than last year’s model, starting with a new base LE trim level that chops over a $1,000 from the 2018 C-HR’s base price. Still, $23,675 is hardly as affordable as some of the sales leaders mentioned earlier, the Qashqai now starting at just $20,198 (only $200 more than last year despite getting loads of new features), and the new Nissan Kicks arriving as the category’s best bargain at just $17,998. This said its list of standard features is generous to say the least, so keep reading if you want some more detail about that.

Another factor going against the C-HR’s success is the much larger and more accommodating Nissan Rogue costing a mere $3k and change more, while the all-new 2019 RAV4 starts at just $27,790 (find new vehicle pricing for all makes and models including the C-HR and RAV4 at CarCostCanada, with detailed info on trims, packages and options, plus otherwise hard to get rebate info and dealer invoice pricing that could save you thousands).

On the positive, the base C-HR LE includes Toyota’s new Entune 3.0 infotainment system that I happen to love. This includes a larger 8.0-inch touchscreen and supports Apple CarPlay smartphone integration (if you can’t beat ‘em, join ‘em), and Toyota’s excellent in-house smartphone integration app. I like the Entune phone app much more than Android Auto, both when using it on my Samsung S9 and within the car’s interface. Better yet, the big new display now incorporates the C-HR’s backup camera for a much clearer and safer rear view, which previously was a tiny monitor crammed into the rearview mirror, and thus hardly useful at all.

Entune smartphone integration also includes the ability to link the Scout GPS app to the centre display for navigation maps and routing, which proved easy to operate and very accurate, while Entune App Suite Connect boasts separate apps for traffic, weather, Slacker, Yelp, sports, stocks, fuel and NPR One, although I’m not sure if anyone in Canada will care much about the latter U.S.-specific National Public Radio station.

Some additional standard features found on the base C-HR LE worth mentioning include automatic high beam headlights, adaptive cruise control, remote access, an acoustic glass windshield, auto up/down powered windows all around, a leather-wrapped shift knob, a 4.2-inch TFT multi-information display within the gauge cluster, an auto-dimming rearview mirror, illuminated vanity mirrors, dual-zone auto climate control, six-speaker audio, the piano black lacquered instrument panel trim noted earlier, fabric upholstery, front sport seats, 60/40-split rear seatbacks, a cargo cover, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, all the usual active and passive safety features including a driver’s knee airbag and rear side thorax airbags, plus more, which is a very generous entry-level assortment of features that should put to rest any criticisms about its base price being higher than some rivals.

Last year’s sole XLE trim level is pretty well carryover for 2019, other than its higher $25,725 price and the new Entune 3.0 Audio Plus system, with its larger display, noted earlier. Additionally, XLE trim gets automatic collision notification, a stolen vehicle locator, an emergency assistance SOS button, and enhanced roadside assistance, with yet more features including 17-inch alloy wheels, a leather-wrapped steering wheel rim, upgraded cloth upholstery, heatable front seats (which are normally standard fare in Canada), and two-way powered lumbar support for the driver’s seat.

An XLE Premium package, which pushes the price up to $27,325, adds 18-inch alloy wheels, proximity-sensing access with pushbutton ignition, heated power-folding side mirrors with puddle lamps, blindspot monitoring with rear cross traffic alert, and lane change assist.

As noted earlier in this review, also new for 2019 is this as-tested $28,775 top-line Limited trim, which adds rain-sensing wipers, a very useful windshield wiper de-icer (especially after the past two ultra-cold winters), ambient interior lighting, and nicely textured leather upholstery in black or brown.

While the two new trim levels and upgraded infotainment system are improvements over last year’s C-HR, the 2.0-litre four-cylinder engine might leave some potential buyers (especially those coming out of the aforementioned Juke) feeling like its performance doesn’t measure up to its sporty exterior design due to just 144 horsepower and 139 lb-ft of torque, a lone continuously variable transmission (CVT) with a focus on fuel economy rather than get-up-and-go, plus no all-wheel drive option, front-drive being the only driveline configuration available.

Then again if you’re looking for a sporty looking SUV with great fuel economy the C-HR’s claimed 8.7 L/100km city, 7.5 highway and 8.2 combined Transport Canada rating might be just what your inflation deflated, carbon tax inflated personal budget demands.

Also a positive, the C-HR’s wide stance and low profile make it inherently well balanced, resulting in handling that mostly meets Toyoda-san’s never boring ideals. Once again it’s no CX-3, or Kona for that matter, but its MacPherson strut front and double-wishbone/trailing arm rear suspension setup is more than adequate for coursing through a serpentine back road at a speedy pace, while its ride quality is amongst the best in this class.

While we’re talking comfort, the front seats are superb, and its driving position is much better for my body type than some other Toyota models. My legs are longer than my torso, so therefore I normally need to push my seat farther rearward than someone else measuring five-foot-eight, before adjusting the steering column as far back as can be. Unfortunately, some Toyotas simply don’t fit me due to a lack of telescopic steering column reach, so I was once again happy to be reminded that the C-HR provides a highly adjustable tilt and telescopic steering wheel, which provided me all the comfort and control needed.

Even pushing the driver’s seat far enough rearward for my longish legs, I still had about four inches from the front seatback to my knees, plus about three inches above my head (approximately two inches less than up front), which should help taller passengers feel right at home. I also enjoyed enough space from side to side in all outboard positions.

Strangely, there’s still no folding centre armrest in back, but at least Toyota provides cupholders at armrest level in the rear door panels. Fortunately the C-HR’s rear seats are quite comfortable, particularly for the lower back. Then again I didn’t appreciate rear seat visibility out the side window, the SUV’s oddly shaped doors forcing rear passengers to look directly into a black panel when turning their heads. This makes me question whether kids will like riding in back, even when seated in a booster.

Another concern you may want to question is cargo roominess. The C-HR’s sloping rear liftgate cuts into vertical space, resulting in a scant 538 litres (19.0 cubic feet) of capacity behind the rear seatback, which lags behind the segment leaders. Of course you can fold the C-HR’s 60/40-split rear seatbacks down for a much more accommodating 1,031 litres (36.4 cu ft) of available space, but once again it’s nowhere near the largest in this class.

I hate to leave any review on a negative, so I’ll point out that the C-HR managed an impressive five-star safety rating from the NHTSA, and thanks to Toyota’s good name should provide reliable service throughout its tenure. Yes, I know that’s nowhere near the level of excitement that Mr. Toyoda would likely want to hear from a review of one his newest products, but some vehicles were built more for comfort, convenience, efficiency and dependability than speed, handling or wow factor, and that should certainly be reason enough to consider a new C-HR for your personal ride.

News & Reviews- Tag: FWD