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Have you ever wanted something so badly that you fell asleep at night thinking about it and woke up with it still on your mind, repeatedly? That was me when a colleague I worked with at a small BMW retailer…

New Car Reviews

2020 BMW M5 Road Test

Have you ever wanted something so badly that you fell asleep at night thinking about it and woke up with it still on your mind, repeatedly? That was me when a colleague I worked with at a small BMW retailer back in ’96 (that eventually became Canada’s top seller) was selling his pre-owned E34 M5. The car was gorgeous, wickedly fast and semi-exotic, or at least as exotic as a four-door sport sedan could get.

I ended up working for that BMW dealership almost every day during the slow months in my seasonal business, because I was already a customer. I’d previously owned a wonderful ’74 Bavaria 3.0S and a bulletproof ‘82 528e, and was driving a little 325e while working there, so appreciated taking home whatever they’d give me on the pre-owned lot; a little green E36 325is being a regular that summer. I liked it so much, in fact, that I ordered my then-wife a brand new ‘96 325i Cabriolet with the factory aluminum hardtop. After missing out on the E34 M5 that went for silly money (or so I thought at the time), I settled for a similarly sleek ’89 E34 525i that was at least a step up in performance from my old, boxy Eta engine-powered 3 and 5 (albeit nowhere near as reliable).

I know I’m not alone when it comes to unfulfilled dreams, particularly with respect to the cars we enthusiasts initially wanted and the ones we settled for, that list a lot longer and more painful than I want to delve into right now, but at least after becoming an automotive pundit I earned the opportunity to drive some of the best cars ever made, some of which wore BMW roundels. Certainly, the various weeks spent with numerous M5s or an even better four days in Bavaria’s fabulous Z8 don’t quite measure up to the Aston Martins, Lamborghinis, Ferraris, Bentleys, Ford GT, Porsche Carrera GT, Bugatti, etcetera I’ve driven over the years (although the Z8 was one of the prettiest of them all), but truth be told I’d choose the M5 to drive every day.

BMW’s quintessential sport sedan has been a go-to conveyance for well-heeled commuters for three dozen years, with engine output having increased from 256 horsepower in the North American-spec E28 version to a stellar 617 in this year’s Competition model. The regular 2020 M5 makes do with “just” 600, which is good for a 3.4-second blast from standstill to 100 km/h, while the Competition knocks another 0.1 seconds off the clock.

Of course, if all that any of us wanted were straight-line performance we’d buy an old Fox-bodied Mustang, stuff a 5.2-litre crate engine into it and hit the strip (not that there’s anything wrong with that). The M5 has become legendary for how it bends its sizeable four-door body through curves, initially for being first this side of a Maserati Quattroporte and a few other exotics to do so, and second for being comparably affordable.

Times have changed and you can now get into a four-door Maserati for less than an M5, but I’ll delve into such minutia in a moment or two. For now, after noting the base M5’s 176 horsepower and 1.3-second to 100 km/h advantage, while admitting Maserati will soon ante up with a more potent Ghibli Trofeo that’s 20 hp shy of the entry-level M5 before even getting out of the gates, and without getting thrust into the deep comparison void that obviously includes AMG-Mercedes’ E63 S, Audi’s RS 6 (oddly only available as an Avant wagon), Cadillac’s CT6-V and Lexus’ GS F (although the American and Japanese entrants will soon be ranked alongside other discontinued super sedans such as Jaguar’s XF RS), I’ll go out on a limb and guess that the Bimmer is the most capable of its class members in the corners too.

It feels lighter and more agile when pushed hard, more E39-like than the F10’s somewhat cumbersome road manners, the carbon fibre roof and other nips and tucks slicing a critical 45 kilos (100 lbs) or so from its predecessor’s curb weight. All-wheel drive keeps all the aforementioned power at bay, and the eight-speed transmitting torque to the wheels shifts much quicker than any conventional automatic should.

A bright red “M2” button on the right-side steering wheel spoke triggers Sport+ mode, which eliminates a bevy of safety features in its default setting, resulting in lickety-split launches and even some power-induced oversteer when the car’s rear drive-biased underpinnings are coaxed beyond containment. Of course, such shenanigans should only be attempted on a track, particularly when having designs to attain the M5’s 305 km/h (190 mph) terminal velocity.

Out on the road, preferably a rural one that winds and undulates like a boa constrictor squeezing its prey, get ready to dust off slower moving traffic as if it’s floating in stasis. Passing power borders on the ridiculous, with braking force so strong you’ll hardly need to worry about fast-approaching curves. The rate this car can gobble up tarmac is hard to fathom until experiencing it first hand, and that it does so comfortably is even more amazing. Of course, it hardly rides on BMW’s most cosseting suspension setup, yet while firm it’s far from unpleasant.

The cabin is a cocoon silent too, other than the ideal amount of combined engine and exhaust note, a critical ingredient for petrolheads buying into this high-powered class. This quiet demeanor will be especially appreciated during everyday driving when you’re more likely to leave its sport modes off and turn the 1,400-watt, 16-speaker, 10-amplified-channel Bowers and Wilkins surround audio system up, and believe me the sound quality is almost as awe-inspiring as the driving experience.

More on that just-noted M2 button, it’s combined with an M1 button on the left-side spoke, both featuring pre-set sport settings with the option of personalizing them for your specific driving taste. I tend to like a combination of suspension compliance and engine/transmission eagerness, so to speak, the latter for obvious reasons and the former to overcome the poorly kept country backroads that allow me to test a car like this to its maximum (ok, for the record I was nowhere near the M5’s maximum, but out in the boonies I was able to experience much of its capability when safe to do so). I chose to set my M1 button up like that, and added firmer suspension setting to the M2 button, so when the road smoothed out, I could quickly switch over to maximize Gs. I increased shifting speed from D2 to D3 in M2 mode too, turned off the DSC, and more.

The M5’s gauge cluster is perfect for those who want a full digital experience while still maintaining some semblance of analogue design, this due to a set of aluminum rings wrapping the tachometer and speedometer screens. This doesn’t allow the complete takeover of a navigation map, for instance, which is a cool feature offered by other manufacturers, but most should find the large multi-info display at centre large enough for such purposes. No shortage of functions can fill the MID, all scrollable via steering wheel controls, while the system’s graphics and display quality is top notch.

As for the main infotainment touchscreen on top of the centre stack, it was good enough for my needs, although gets better for 2021, growing by more than two inches for a new total of 12.3 inches. And you heard me right, by the way, it is a touchscreen and therefore is as easy to use as a tablet or smartphone, but BMW continues to provide its rotating iDrive controller on the lower console, so spin the dial if you prefer or alternatively tap, swipe and pinch to your heart’s content.

I did my fair share of tapping and pinching elsewhere around the cabin too, my incessant quality checks annoying enough to drive a previous significant other nuts (hence, previous). Suffice to say the M5 offers up one of the nicest interiors in the super sedan segment, with some of the best quality materials available and workmanship that should make anyone proud. I mentioned the Bowers and Wilkins stereo already, so I might as well laud the system’s beautiful drilled aluminum speaker grilles first, as they’re lovely. The plenty of other metalwork throughout the interior, some accents made from brushed aluminum and others from bright, while glossy carbon fibre could be found in key locations, as could exquisitely stitched leathers.

The front seats are gorgeous and wholly comfortable, with more support than any other BMW product I’ve tested, and at least as much as its competitors. They boast complete adjustability including extendable lower cushions, while the driving position was superb thanks to a generous supply of steering column reach. Those in back should be comfortable enough, as long as they’re seated next to the windows, with the entire rear compartment finished to the same high quality as the front compartment. Lastly, the M5’s trunk is large and accommodating, plus best of all its usefulness can be expanded via 40/20/40 split-folding rear seatbacks.

If you like the 2020 M5’s styling you’re not alone, as the car has been a relative hit. This said the 2021 M5 will undergo some visual surgery, squaring off a slightly enlarged grille, modifying the headlights and tail lamps, plus tweaking some other design details as well. Most should be ok with the changes, but those happy with the 2020 might want to snap one up while they can. This said, BMW isn’t offering any greater deal with the 2020 model, at least not yet, with both 2020 and 2021 models available with up to $1,500 in additional incentives, according to CarCostCanada. Check out the 2020 BMW M5 Canada Prices page and 2021 BMW M5 Canada Prices page for more info, plus find out how you can access all the available incentives on the M5 and most other cars available on the Canadian market, including rebates, financing and leasing deals, plus dealer invoice pricing that could save you thousands. Also, download the free CarCostCanada app from the Apple Store or Google Play Store, so you can access all of this critical decision-making info on the fly.

The 2020 M5 starts at $115,300 plus freight and fees for the base car and $123,000 for the Competition model, while the 2021 M5 only comes in Competition trim, but has surprisingly gone down in price to just $121,000. Performance is unchanged, which means the 2021 M5 continues forward as one of the fastest four-door sedans on the planet, as well as one of the nicest to live with.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice…

New Car Reviews

2019 Dodge Durango SRT Road Test

Dodge is the Jolt Cola of the auto sector, or for those not old enough to remember that once revered albeit politically incorrect Coke and Tab alternative that went by the motto, “All the sugar, twice the caffeine!”, consider the domestic brand the automotive equivalent of an adrenaline-stoking energy drink (which the resuscitated Jolt Energy now is) amongst healthy, organic, fruity, detoxifying beverages, and then also mull over the thought (this one for the execs that eventually occupy the FCA/PSA boardroom in Amsterdam, London, Turin, Paris, Auburn Hills or wherever else they decide to meet) that if its parent automaker ever strays from this bad boy brand’s anti-establishmentarian mission it’ll be game over.

Why the concern? Dodge’s current parent, FCA (Fiat Chrysler Automobiles), appears to be merging with France’s PSA Group that includes Peugeot, Citroën, DS Automobiles (a relatively new luxury brand that pulls heritage from the highly advanced and iconic 1955–1975 Citroën DS) and even General Motors’ recently sold Opel and Vauxhall brands, the twosome currently rebadged versions of North American/Chinese Buick models and vice versa. If this happens it would become one of the largest auto groups in the world, including all the brands FCA currently controls, such as Fiat, Abarth (Fiat’s performance-oriented sub-brand), Fiat Professional (the vans sold under the Ram banner here), Lancia (at least what’s left of it, this once great Italian marque sadly down to one “fashion” city car now), Alfa Romeo, Maserati, and Ferrari (from a distance), Ram (a.k.a. Dodge trucks for those who missed that spin-off), Chrysler (which is now down to just two models, one of which will soon be discontinued), and lastly the always profitable Jeep line here at home and abroad (that’s 16 separate brands, incidentally). Let’s just hope Dodge doesn’t get pulled into a global homogenization program that waters down its entries to the point of irrelevance (taking advantage of economies of scale being a key driver behind automakers merging).

Nothing quite like the big seven-passenger Durango SRT exists outside of Dodge; even Jeep’s outrageously quick 707 horsepower Grand Cherokee SRT Trackhawk is a smaller two-row mid-size model. The Durango SRT is motivated by the same comparatively tame 475 horsepower version of FCA’s 6.4-litre (392 cubic inch) Hemi V8 that powers the regular Grand Cherokee SRT, but I promise you it’s no lightweight performer. Its 470 lb-ft of torque launches the 2,499-kilo (5,510-lb) brute from standstill to 100 km/h in just 4.6 seconds, its SRT Torqueflite eight-speed automatic performing quick shifts whether prompted by steering wheel-mounted paddles, the shift lever, or left to its own devices. It’ll continue on with a 12.9-second quarter mile, and tops out at an incredible 290 km/h (180 mph), which is the same top track speed as the Jeep Trackhawk, and otherworldly compared to most SUVs.

All this from a family hauler that can seat seven actual adults in complete comfort while stowing their gear in a 487-litre (17.2 cubic-foot) dedicated luggage compartment behind the third row, and towing a 3,946-kg (8,700-lb) trailer behind (which is 1,500 lbs more capable than the 5.7-litre V8-powered Durango and 2,500 lbs more than with the V6). The only knock against the Durango SRT is fuel-efficiency, which is thirsty at 18.3 L/100km in the city, 12.2 on the highway, and 15.6 combined, plus a bit less off-road capability due to slightly less ground clearance, but this said who’d want to risk ruining its low-hanging bodywork or black-painted 20-inch twinned five-spoke alloys on rocks or stumps anyway, while the three-season Pirelli Scorpion 295/45 ZRs they’re wrapped in are better suited for gripping pavement than anything too slippery.

The SRT’s frowning black mesh grille, multi-vented hood, more aggressive lower fascia, side skirts, and unique rear bumper with fat chromed tailpipes poking through each side makes a strong visual statement that’s hard to ignore, with nothing changing since arriving on the scene in 2017 for the 2018 model year. It carried forward into 2019 unchanged, and will do likewise for 2020, with only some of the Durango’s lesser trims getting minor updates.

The current third-generation Durango came along in 2010 for the 2011 model year, by the way, and with the update brought back some of the curves that were missing from the angled second-gen model. More premium-level interior materials quality was reintroduced as well, with all trims that I’ve tested having been impressively finished. This is especially true of the SRT, which gets a suede-like Alcantara roofliner and A-pillars, plus contrast-stitched leatherette covering the entire dash top and much of the instrument panel, all the way down each side of the centre stack in fact, while the front and rear door uppers are made from a padded leather-like material, and armrests finished in a contrast-stitched leatherette. As you might expect, everything from the waistline down is made from a harder plastic, but it feels very durable and capable of managing punishment.

The steering wheel is a mix of perforated and solid wrapped leather with nicely contrasted baseball stitching around its inner ring, while the spokes feature high-quality switchgear and those shift paddles noted earlier, plus Chrysler group’s trademark volume control and mode switches on its backside as well. All of the cabin’s other switchgear is well done for a mainstream volume-branded vehicle too, with the larger volume, tuning and fan speed knobs on the centre stack being chrome-trimmed and wrapped in grippy rubber.

The infotainment system just above incorporates a large 8.4-inch high-resolution touchscreen that works very well for all functions. I like the simplicity and straightforwardness of Chrysler group touchscreens, and I clarify those in Chrysler, Dodge and Jeep vehicles because they’re often very different than what you’ll find in other FCA brands, like Fiat, Alfa Romeo and Maserati. Screen quality aside, as the premium Italian brands use the latest high-definition displays, I like the Chrysler interfaces best, as they tend to be easier to use and more fully featured.

Along with individual displays for the audio system, auto climate controls including digital switchgear for the heatable/cooled seats and heated steering wheel, navigation with especially good mapping and easy, accurate route guidance, phone hookup and features, plus various apps, the SRT adds another display dubbed Performance Pages featuring power torque history, real-time power and torque, timers for laps etcetera, plus G-force engine and dyno gauges, as well as separate oil temp, oil pressure, coolant temp and battery voltage gauges, much of which is duplicated over on the gauge cluster-mounted multi-information display, giving this SRT a level of digital depth few others in the industry can match.

Under the centre stack is a rubberized bin that’s big enough for any smartphone. The expected 12-volt charger and AUX plug is in close proximity, plus two even more relevant charge-capable USBs, but unfortunately no wireless charging is available. There’s another 12-volt charger as well as a Blu-ray DVD player under the centre armrest, while Dodge includes a great sounding 506-watt Alpine audio system with nine amplified speakers, or an even better $1,995 optional Harman/Kardon system with 825 watts, 19 speakers and a sub.

The throaty sound of the SRT’s V8 makes any talk about audio equipment seem unimportant, mind you, whether it’s chugging away at idle or shaking the world around it at full roar, and the way it responds to right-foot input is dramatic for such a large utility. I wouldn’t use the term catapult do describe its takeoff, but it launches without hesitation before eclipsing any remotely legal speeds within seconds. Truly, if you need more there’s probably something wrong with the way your brain processes adrenaline, while the eight-speed auto’s ability to send its formidable power and torque to all four wheels is commendable. This beefed up gearbox provides quick and purposeful shifts, yet it’s impressively smooth even when allowing revs to rise. Its manual mode with paddles provides good hands-on engagement, which was helpful when pushing hard through corners, something the Durango SRT does effectively.

The Durango’s fully independent front strut and rear multi-link suspension carries over mostly unchanged from the base SXT to this SRT, but Dodge dubs it “SRT-tuned” and adds a Bilstein adaptive damping suspension (ADS) in place of the regular model’s gas-charged, twin-tube coil-over shocks, plus it replaces the solid stabilizer bars with a set of hollow ones, the end result being a wonderfully flat stance through tight curves and good tracking at any speed. Additionally, the electric power steering is performance-tuned and braking power is increased via a set of big Brembos, making stopping power almost as dramatic as acceleration. It’s compliant suspension, general comfort, great visibility and easy manoeuvrability makes it an easy SUV to drive around town too, and thanks to not being quite as wide as a true full-size SUV, like Chevy’s Tahoe or Ford’s Expedition, it’s no problem to park in tight spaces.

To be clear, the Durango is a considerable 120 mm (4.7 in) narrower than the Tahoe and 104 mm (4.1 in) thinner than the Expedition, but rest assured that it measures up where it matters most from nose to tail. Its 3,045-mm (120.0-in) wheelbase is actually 99 mm (3.9 in) longer than the Tahoe’s and just 67 mm (2.6 in) shorter than the Expedition’s, which means adults fit comfortable in all seating positions.

Less width translates into less side-to-side room inside, of course, but it’s still plenty wide within, and should be sizeable enough for larger folks. The driver’s seat is superb, and like the others (excepting the third row) is finished with an embossed “SRT” logo on its backrest. My tester’s seats were covered in a rich looking dark “Demonic Red” with white contrast stitching to match the decorative thread elsewhere, while Dodge included perforated leather inserts to allow breathability for the ventilated seats noted earlier. The leather quality is extremely soft and premium-like, while the seat sides even feel as if they’re finished in the same quality of leather, albeit black. The instrument panel and doors are trimmed out with genuine-feeling patterned aluminum inlays for a sporty yet upscale appearance, plus ample chrome highlights brighten the cabin elsewhere. This said you can upgrade this SUV with an SRT Interior Appearance Group that replaces the aluminum inlays with genuine carbon-fibre, plus upgrades the instrument panel with a leather wrap, possibly a good way to spend $3,250.

Like those up front, the SRT’s standard second-row captain’s chairs are ultra comfortable, while Dodge has fixed a nice centre console in the middle featuring two cupholders and a storage bin. Rear passengers can access a panel on the backside of the front console featuring dual charging USB ports, a 115-volt household-style three-prong socket, and switchgear for the two-way seat warmers, while a three-dial interface for controlling the tri-zone automatic climate system’s rearmost compartment can be found overhead, along with a separate panel housing an attractive set of dome and reading lights.

All of this Durango SRT goodness comes for just $73,895 plus freight and fees, incidentally, and right now CarCostCanada members are saving an average of $6,500 on all 2019 Durango trims, with up to $5,000 in incentives alone. You’ll need to go to the 2019 Durango page on CarCostCanada to learn more, at which point you can access pricing for trims, packages and individual options, plus money saving rebate info and even dealer invoice pricing that could save you thousands. It’s an excellent resource, giving new car shoppers all the info they’ll need to secure the best deal possible.

My tester was equipped with a $950 Technology Group that includes adaptive cruise control with stop-and-go, advanced brake assist, forward collision warning with active braking, plus lane departure warning and lane keeping assist, while a $2,150 rear Blu-Ray DVD entertainment system features a monitor on the backside of each front headrest, these folding upward from otherwise protected positions when not in use. A set of RCA plugs and an HDMI input can be found on the inner, upper side of each front seat, allowing external devices such as gaming consoles to be plugged in easily, all of which can turn any Durango SRT into the ultimate road trip companion.

That’s the beauty of it. This Durango SRT is one of the strongest performing SUVs available anywhere, yet as noted earlier it seats seven adults comfortably, stows all their gear, hauls trailers and much more. It’s the perfect four-season family hauler for speed fanatics, although you’ll want to swap out its three-season rubber for some good winter performance tires come late autumn. Other than that, load up the credit card with plenty of gas money, and you’ll literally be off to the races.

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said,…

New Car Reviews

2019 Aston Martin DBS Superleggera Overview

Aston Martin has been ultra active so far this year. Some time ago they promised to produce at least one new model every 12 months for the next seven years, so being busy certainly makes sense. This said, no one expected they’d bring three cars to market this year alone.

No wonder Aston Martin has become the world’s fastest growing carmaker as per percentage sales growth, which is a big change from a few years ago when it seemed more like of an alternative to more developed names like Porsche, Ferrari, and even Maserati.

We all know there’s an Aston Martin supercar on the way at some point in the future, but until that mid-engine exotic arrives the Gaydon, England manufacturer has something considerably more practical yet every bit as enticing on the offing.

Meet the 2019 DBS Superleggera, 007’s next ride and potentially your next love. It’s a credible foe to Ferrari’s 812 Superfast and a worthy replacement for James’ previous Vanquish, while it’s also one of the lightest and certainly meanest Astons to ever hit the street.

The name DBS should be well known to Aston Martin fans, as the Marek Reichman and Henrik Fisker designed model was the brand’s flagship model from 2007 through 2012, its predecessor the 2001 through 2007 first-generation Vanquish S. The DBS nameplate first appeared on in 1967, while the name Superleggera pays homage to the historic super lightweight construction technology of revered Italian coachbuilder Touring.

Like the Vanquish, which was based on the previous DBS that was originally sourced from DB9 roots, the new DBS Superleggera rides on the current DB11 platform architecture. This means it gets a 2+2 layout, the practical element referred to a moment ago. It’s no Rapide as far as rear seat roominess goes, but the two seatlets allow the possibility of a double date downtown if the rear passengers are smaller in stature, or more realistically the ability to drop kids off at school on the way to the office.

Continuing on the practical theme, a rear liftback provides more room than most supercars for gym bags, office gear, or the beautifully crafted four-piece Aston Martin branded set of available matching leather luggage.

The brown and black luggage shown is gorgeous, but interestingly it doesn’t match the DBS Superleggera’s black and red interior at all. Then again this is an Aston Martin, which means that red highlights on black aromatic Caithness leather and Alcantara is hardly the only interior combination on offer, but rather almost anything imaginable can be handcrafted by the skilled artisans on the Gaydon factory floor. The leather and Alcantara come standard, as does the race-inspired flat-bottom Obsidian Black steering wheel and gorgeous quilted Sports Plus performance seats with DBS embroidered logos in the headrests.

Basing the DBS Superleggera on the new DB11 also means that the gauge cluster and infotainment interface are as modern and up-to-date as anything in the industry, which actually might be a saddening story to lovers of the stunning analogue dials in the outgoing Vanquish S. Take some relief in the digital tachometer continuing to spin counterclockwise, and rejoice in the standard centre-mounted tablet-style 8.0-inch display that’s eons more advanced than the outgoing system, including its standard 360-degree parking camera with Parking Distance Display and Park Assist, navigation with detailed mapping, Bluetooth phone connectivity with audio streaming, Wi-Fi, and more. It’s all controlled by a knurled metal-edged rotating dial that sits under a comfortable palm rest on the front portion of the lower console, that’s both easy to reach and operate.

Now that we’re talking features, each DBS Superleggera also comes standard with full LED headlamps, signature LED taillights, a gloss carbon fibre exterior body pack, a quad of exhaust pipes with matte black finishers, 21-inch forged Y-spoke alloy wheels, a black cross brace under the hood, keyless entry, Piano Black interior trim inlays, side mirror tilt down on reverse, an electromechanical park brake, dual-zone automatic temperature control, front and rear parking sensors, heatable memory-infused front seats, tire pressure monitoring, and much more for a base price of just over $365,000.

The options list is even longer and more varied, and is by no means limited to exterior paints, the various body pack, roof panel, roof strake, hood louvre, side louvre, and mirror cap finishes, alloy wheels, black, red, grey or yellow brake calipers, and available titanium exhaust on the outside, or leathers, quilted or perforated upholstery, carpeting, trim inlays, interior jewellery, seatbelt colours, embroidery, and seatback veneers on the inside.

Some functional options that can add to the DBS Superleggera’s daily livability include ventilated front seats, a garage door opener, Bang & Olufsen BeoSound audio, Aston Martin tracking, and more.

Saving the best until last, all of the DBS Superleggera’s beautifully sculpted Reichman-designed bodywork is made from carbon-fibre composite, whereas an extruded bonded aluminum framework is hidden below. This keeps its curb weight down to just 1,693 kilograms, distributed 51:49 front to rear for optimal balance. The various exposed carbon-fibre aero bits are designed to maximize downforce while minimizing drag, critically important for such a lightweight car traveling at speeds of up to 340 km/h (211 mph).

Amazingly, the DBS Superleggera’s bodywork generates 180 kilograms of downforce at VMAX (maximum velocity), which is the highest figure ever registered for a series production Aston Martin. Even better, the increased downforce doesn’t cause any extra drag. Could it be the F1-inspired double diffuser or the modified DB11 curlicue and Aeroblade aerodynamics that allow such impressive aero characteristics? No doubt a combination of all three, plus this super GT’s beautiful shape from imposing nose to upswept tail.

Zero to 100km/h takes just 3.4 seconds while 0 to 160 km/h arrives in a mere 6.4 seconds, so inhale deeply before takeoff or you might end up feeling lightheaded from breathlessness. Likewise, Aston claims class-leading in-gear acceleration of 4.2 seconds from 80 to 160 km/h while using fourth gear, this showing the overall tractability of the powertrain.

The engine is Aston Martin’s in-house designed and built 5.2-litre twin-turbo V12, capable of spooling up a sobering 715 horsepower and 664 lb-ft of torque from just 1,800 rpm. All of that power exits the rear wheels via an alloy torque tube filled with a carbon-fibre propeller shaft, a new rear mid-mounted ZF eight-speed automatic gearbox, a mechanical limited-slip differential, dynamic torque vectoring, and a lower 2.93:1 final drive.

Taming this beast of an engine is a chassis that Aston evolved from the DB11, featuring forged double wishbones up front and a multi-link setup in back. The newest version of Aston’s adaptive damping system comes standard, comprised of sensors that detect road conditions as well as driver inputs before instantaneously making adjustments, all predicated via three dynamic driving modes dubbed GT, Sport and Sport Plus.

The speed-dependent electric power assisted rack and pinion steering is reportedly sharp thanks to a 13.09:1 ratio and just 2.4 turns lock-to-lock, while making contact with the road below are 265/35 front and 305/30 rear Pirelli P Zero performance tires mounted on 21-inch forged alloy wheels that frame 410 mm front and 360 mm rear ventilated carbon ceramic brake discs.

“DBS Superleggera not only marks the return of a great Aston Martin name, but signals our return to the very pinnacle of the Super GT sector,” said Dr. Andy Palmer, Aston Martin President and Chief Executive Officer. “Handsome beyond measure, its lightweight carbon composite and aluminum body is sculpted into a shape with tremendous presence and charisma. Thanks to the remarkable torque available from its twin-turbo V12, DBS Superleggera also packs a breathtaking punch, yet its dynamics have been carefully honed to engage drivers of all ability levels. Immaculately styled, obsessively engineered and outrageously potent, the new DBS Superleggera is every inch the Aston Martin flagship.”

A credible replacement for the Vanquish S and new flagship for the Aston Martin brand, the new 2019 DBS Superleggera is now available to order from your local Aston Martin retailer. I’d say don’t miss out, but its stunning design, superb performance, and limited supply make such a statement too obvious to mention.

Jaguar made news last year by introducing its formidable and efficient new gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine to its gorgeous 2018 F-Type sports…

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2018 Jaguar XE and F-Pace add new 2.0L turbo and drop price

Jaguar made news last year by introducing its formidable and efficient new gasoline-powered Ingenium turbocharged and direct-injected 2.0-litre four-cylinder engine to its gorgeous 2018 F-Type sports car, which allowed for significantly reduced base pricing of $68,500, a $10k advantage. Now two versions of that new engine are available in the 2018 XE and 2018 F-Pace, which has also allowed reduced pricing that targets a much broader range of luxury consumers.

The 2018 Jaguar XE comes to market with a new base price of $43,900 (plus freight and fees) compared to $45,000 for last year’s base 20d turbo-diesel version, saving entry-level buyers $1,100 off the top, albeit the XE 20d now moves up in price by $900 to $45,900. Likewise, the popular F-Pace compact SUV gets a $650 price drop from $50,900 last year to $50,250 this year, while the 20d turbo-diesel’s MSRP increases slightly by $350 to $51,250.

2018 Jaguar F-Pace — The new base F-Pace uses the same 247-hp 2.0-litre turbo-four as the new base XE. (Photo: Jaguar)

Along with the reduced pricing comes dramatically improved performance in base trim, the 20d highly efficient yet not as quick as the new gasoline-powered turbo four. The zero to 100km/h sprint time in the base XE 25t AWD drops to just 6.2 seconds from 7.9 seconds for the XE 20d AWD, whereas both are limited to a top speed of 195 km/h, but top speed increases to 217 km/h with the F-Pace 25t AWD compared to 208 km/h in the F-Pace 20d AWD, while sprinting from standstill to 100km/h is reduced from 8.7 seconds to 6.8.

This newfound energy is due to differences in the way gasoline and diesel engines make their power and torque, in this case the 25t good for 247 horsepower at 5,500 rpm and 269 lb-ft of torque from 1,200 to 4,500 rpm, while the 20d makes 180 horsepower at 4,000 rpm and 318 lb-ft of torque from 1,750 to 2,500 rpm, in both the XE and F-Pace.

The tradeoff is fuel-efficiency, with the XE 25t AWD estimated to achieve a Transport Canada five-cycle fuel economy rating of 9.8 L/100km in the city, 6.9 on the highway and 8.5 combined, and the XE 20d AWD good for a claimed 7.8 city, 5.8 highway and 6.9 combined. Similarly, the larger and heavier F-Pace 25t AWD is rated at 10.7 L/100km city, 8.8 highway and 9.9 combined, whereas the F-Pace 20d AWD gets an estimated 8.9 city, 7.2 highway and 8.1 combined.

As part of Jaguar’s value proposition, both the XE and F-Pace receive standard all-wheel drive in Canada, while this all-weather advantage is also joined up to a highly efficient, quick-shifting eight-speed ZF automatic that includes the brand’s unique rotating dial gear selector and shift paddles on the steering wheel.

A further scan of both models’ standard equipment lists adds to the value equation, with base Premium trim including dual tailpipes with chromed finishers, metal treadplates with Jaguar script, an electromechanical parking brake, a HomeLink garage door opener, JaguarDrive Control that adjusts steering and throttle mapping for Normal, Eco, Dynamic or Rain Ice Snow modes, rain-sensing wipers, touch-sensitive JaguarSense switchgear for the LED overhead lights, an auto-dimming rearview mirror, auto-dimming and power-folding heatable side mirrors with approach lights, driver’s memory for the powered seats and side mirrors, dual-zone auto climate control, a large 8.0-inch infotainment touchscreen, a backup camera, 11-speaker 380-watt Meridian audio, Bluetooth phone connectivity with audio streaming, more convenient 40/20/40 split-folding rear seatbacks, hill launch assist, All Surface Progress Control for greater control in slippery conditions, brake-system applied torque vectoring to improve handling and stability, tire pressure monitoring, and much more.

In addition, the base Jaguar F-Pace Premium includes 19-inch alloys instead of 18s for the XE, standard proximity-sensing keyless entry and ignition, a powered liftgate, satellite instead of HD radio, a reversible load floor that switches from luxury carpeting to a rubberized surface, and more.

Both new engines are available with Jaguar’s base Premium, mid-range Prestige and performance-oriented R-Sport trims, with features included in these upper trims including full LED headlights, leather upholstery, a heatable powered steering wheel, heated seats, a head-up display, navigation, advanced driver assistance systems, and much more.

An even more potent version of the 2.0-litre Ingenium turbo-four can be had in all of the above trims as well as with the top-line Portfolio model, this engine putting out 296 horsepower and 295 lb-ft of torque for a 5.5-second sprint from zero to 100km/h and top speed once again capped off at 195 km/h in the XE 30t AWD, plus a charge from standstill to 100km/h of 6.0 seconds and top speed of 233 km/h in the F-Pace 30t AWD. Despite the much-improved performance fuel economy is minimally affected, with the XE 30t AWD estimated to consume 11.8 L/100km in the city, 8.2 on the highway and 10.2 combined, and the F-Pace 30t AWD rated at 10.9 city, 8.7 city and 9.9 combined.

Of note, both XE and F-Pace can also be had with a 3.0-litre supercharged V6 that’s good for 380 horsepower and 332 lb-ft of torque, making the so-named XE S AWD a noticeable 0.3-seconds quicker from zero to 100km/h than the XE 30t AWD, with a quickest time of 5.2 seconds albeit no faster in its overall top speed, while the F-Pace S AWD takes a full half-second off of its zero to 100km/h launch time at just 5.5 seconds, before arriving at a higher terminal velocity of 250 km/h.

Like all Jaguars, the XE and F-Pace are built using lightweight, recyclable aluminum body panels, internal framework and chassis components, setting them apart from the majority of their competitors.

The XE is Jaguar’s entry-level sport-luxury sedan, positioned below the mid-size XF, which also gets both base and high-output versions of the new four-cylinder engine, and full-size XJ flagship model, whereas the F-Pace sits above the all-new 2018 E-Pace subcompact SUV, which is now Jaguar’s entry-level model at just $42,700, and also incorporates the two new turbo-four engines.

You can be forgiven for not noticing the mild changes made to Jaguar’s beautiful F-Type sports car as part of its 2018 mid-cycle update, but the sound emanating from the new base model’s tailpipes…

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2018 Jaguar F-Type gets 296-hp turbo-four and $10k price cut

You can be forgiven for not noticing the mild changes made to Jaguar’s beautiful F-Type sports car as part of its 2018 mid-cycle update, but the sound emanating from the new base model’s tailpipes should cause your head to spin when one passes by.

Under its long, elegant hood is a new 2.0-litre four-cylinder turbocharged “Ingenium” engine making a very healthy 296 horsepower and 295 lb-ft of torque, that when combined with its standard eight-speed Quickshift automatic transmission results in a very spirited 5.7-second sprint to 100km/h before attaining a limited top speed of 250 km/h (155 mph).

“Introducing our advanced four-cylinder engine to the F-Type has created a vehicle with its own distinct character,” said Ian Hoban, Vehicle Line Director, Jaguar F-Type. “Performance from an engine of this size is remarkable and is balanced with improved fuel efficiency and affordability, making the F-Type experience more accessible than ever before.”

The turbo four-cylinder F-Type should provide more than enough performance for many sports car enthusiasts, especially when considering that key competitors Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the Z4, and 237 for the 4C, while the aforementioned numbers line up right alongside Porsche’s dynamic duo, the 718 Cayman and Boxster that are good for 300 horsepower and 280 lb-ft of torque apiece.

In case you’re thinking the all-aluminum F-Type is more of a 911 fighter, or for that matter a good match for the larger R8, SL, i8, etcetera, you’re right in one respect. It can match or beat all of the above when powered by one of its more potent supercharged V6 or V8 engines, the new for 2018 F-Type 400 Sport special edition capable of 400 horsepower and a 4.9-second sprint to 100km/h, and F-Type SVR putting a cool 575 horsepower down to all four wheels for a 3.7-second dash to 100km/h, but more importantly the F-Type’s new $68,500 starting point, which is an even $10k less than last year’s base Coupe, makes it more affordable than all of the above except the little Audi when each competitor is upgraded to match the Jag’s standard features.

A Porsche 911, on the other hand, starts at $104,000, which is $35,500 more than the entry-level F-Type. Again, Jaguar has a full range of F-Type trims to go head-to-head with that 911 and almost any sports car currently available, which is a highly efficient way of taking on larger less exclusive brands and simultaneously delivering big value to its clientele.

No wonder the F-Type was Canada’s third most popular premium sports car last year, a position it’s carried forward throughout the first half of 2017 and could possibly surpass in Q3 and Q4 due to greater affordability of the new 2018 model. Of note, its sales already rank second in the 10 times larger U.S. market.

As noted, part of that value equation comes down to everything you get for your money, a shortlist of standard F-Type features including LED headlights with signature J-Blade DRLs, 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, power-folding heatable side mirrors with memory, rain-sensing wipers, an auto-dimming rearview mirror, a colour multi-information display, a powered steering column with memory, 12-way powered sport seats with memory, leather and Suedecloth upholstery, auto climate control, 8.0-inch touchscreen infotainment with a rearview camera, navigation, InControl apps (Spotify, Stitcher, Audiobooks, Accuweather, Tile, Glympse, and more, including new Jaguar ReRun developed with GoPro for creating your own video content with real-time on-board telemetry overlays such as speed, throttle position, gear selection, braking force, and g-force data, downloadable to your smartphone and therefore sharable on social media—beware of self-incrimination) and Pro Services (real-time traffic, door-to-door routing, etc), 380-watt 10-speaker Meridian audio, satellite and HD radio, rear parking sensors, an electromechanical parking brake, a performance-tuned eight-speed Quickshift automatic transmission with paddles, brake-sourced torque vectoring, auto engine start/stop, an active sport exhaust system, lane departure warning, and much more.

To be totally fair to those aforementioned competitors, most include heatable front seats and dual-zone auto climate control, both of which will cost F-Type buyers an extra $1,530 for the Climate package that also includes a heatable steering wheel and heated windshield, while a universal garage door opener is on the standard list of some rivals too, a $260 standalone option with the F-Type. Even with these options added it’s a better deal than average, however, while the ability to add auto high beams for $260 as well as lane keep assist, blindspot monitoring with rear cross-traffic alert, traffic sign recognition, an adaptive speed limiter (a.k.a. dynamic cruise control), and a driver condition monitor for just $870 when upgrading to the Drive Pack is excellent value in this class or any.

Of note, Jaguar offers a number of other option groups and features with the base F-Type too, including a $1,180 Black package that replaces chrome and body-colour exterior elements with glossy black; a $1,130 Interior Black package that adds a flat-bottom sport steering wheel with black spokes, gloss black instrument cluster dial rings, and black vent surrounds; a $2,250 Extended Leather package that adds leather-clad sunvisors and a leather headliner (the stitched leather dash top and instrument panel others charge you more for is already standard); $1,020 770-watt 12-speaker Meridian surround audio; $210 auto-dimming side mirrors; $260 configurable multi-colour ambient lighting; a $110 air quality sensor; $620 illuminated aluminum treadplates with “JAGUAR” script; a $510 powered liftgate; $290 front parking sensors; and $260 switchable active exhaust; while some of the otherwise packaged features can alternatively be purchased as standalone items. Of course, many more standard and optional features can be had when moving up through the F-Type range, semi-autonomous self-parking even available with automatic equipped models.

While the 2018 F-Type’s mid-cycle makeover is subtle, the changes make a big difference up front where new bumpers and air intakes make it easy to decipher new from old, while also allowing greater model-to-model differentiation throughout the F-Type range, with pricier more potent F-Type trims getting more aggressive, sportier front fascia designs. As noted earlier, LED headlamps are standard now, which makes sure all F-Types receive a premium-level, high-tech appearance when they pass by, while simultaneously improving nighttime visibility and therefore safety. The only noted changes to the 2018 F-Type’s rear design are slightly modified LED taillights featuring darker lenses.

“Great sports car design is about proportion and purity,” said Ian Callum, Director of Design, Jaguar. “The most challenging element of the process for designers is to focus on and maintain an exciting silhouette that promises performance. For the 2018 model year F-Type, we looked at how we could fine-tune key details to deliver even more clarity of purpose in the overall design – for the driver, the passenger and onlookers.”

While most sports car fans will be glad Jaguar kept exterior design mods to a minimum, all should be happy the interior introduces “new material options that give the car a more exotic feel,” said Jaguar in a press release. Those purchasing an entry-level model should also be glad to hear the brand’s 8.0-inch InControl Touch Pro infotainment system is now standard, its large screen, faster processing speeds and tablet-style tap, pinch and swipe gesture controls making most in-car functions work smoother, while Jaguar also promises its new slimline seats, with pressure diecast magnesium alloy frames, improve ergonomics and add comfort despite being 7.7 kilos (17 lbs) lighter. Additionally, Jaguar has added new chrome and aluminum trim inside, which “heighten the driver-focused feel of the interior and perfectly complement the enhanced interior color options,” added Jaguar in the same press release, the latter now including a Siena Tan leather option in standard models and above.

The 400 Sport special edition noted earlier uses Jaguar’s 3.0-litre supercharged V6, firms up the chassis and adds Configurable Dynamics, upgrades the brakes to larger 380-mm front and 376-mm rear rotors, bolts on a unique set of satin dark grey 20-inch alloys, gets painted in Indus Silver, Santorini Black or Yulong White metallic, and finally gets special “400 SPORT” badges on the front splitter, rear deck lid, treadplates, steering wheel, centre console, and embroidered into the headrests in yellow thread, the latter stitching used elsewhere within the interior as well. Final 400 Sport interior touches include a flat-bottomed steering wheel, anodized aluminum gearshift paddles, and 12-way powered performance seats boasting greater detail and more pronounced wings at shoulder height. All this can be had for just $97,500, which as you may recall is still less than the previously noted base 911.

Just below this model is a new $88,000 R-Dynamic trim level that builds on the 380 horsepower supercharged V6 model by adding gloss black to the front air intake bezels, front splitter, hood vents and side sills, plus a set of 20-inch dark grey diamond turned alloys.

To be clear, while the new four-cylinder comes only with an eight-speed automatic in rear-wheel drive, Jaguar will continue offering 340 and 380 horsepower versions of its supercharged V6 for 2018, the former with the choice of six-speed manual and eight-speed automatic transmissions and rear-wheel drive, and the latter with the option of the automatic and all-wheel drive. The new Sport 400 is automatic-only, but can be had with either rear- or all-wheel drive, whereas all V8-powered models get the auto with all-wheel drive, the only powertrain not yet mentioned being the carryover 550 horsepower supercharged V8. What’s more, all of the above configurations are available in two-door Coupe or Convertible body styles.

Also notable, a number of other F-Type trims receive price cuts too, including the top-line SVR that’s now $2,500 more affordable than last year’s equivalent at $139,500.

Much more has gone into the 2018 F-Type than initially meets the eye or can be covered in this story, such as extensive chassis tuning to take advantage of the lighter weight base engine, plus critically important to any new model, a comprehensive suite of available electronic driver assistance features such as autonomous emergency braking, lane departure warning, lane keep assist, and more.

Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their…

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New AMG GLC 63 S 4Matic+ to leave sport ute rivals far behind

New 2018 Mercedes-AMG GLC 63 S 4Matic+ SUV and Coupe models to dominate compact SUV performance segment with 503-hp apiece. (Photo: Mercedes-Benz)

Anyone not cognizant of a steady increase in luxury SUV sales has been focused on other things than the automotive market, but they’ll likely become amply aware when it comes time to trade in their ride and they visit the showroom of their favourite premium brand.

Along with the usual assortment of sport-luxury sedans, two- and four-door sport coupes, convertibles, and traditional sport wagons, they’ll be met by more new SUVs than they’ve ever seen, filling ever-increasing segments as well as micro niches never before imagined.

The new GLC Coupe is just one of those unusually welcome alternatives within the burgeoning luxury SUV sector, helping to fill out a particularly focused market segment that was previously only occupied by BMW’s X4.

The sporty Mercedes SUV arrived in similar fashion as the German brand’s GLE Coupe, which now handily goes up against BMW’s long-running X6 in the larger mid-size SUV category. The fastback Merc went on sale in 2014, a considerable eight years after the Bimmer, with Stuttgart appearing to have waited in order to judge market reaction to the Bavarian’s entry. Surprising many, Mercedes took no time bringing the smaller GLC Coupe to market the following year as a 2016 model.

2018 Mercedes-AMG GLC 63 S 4Matic+ SUV — The AMG GLC 63 S 4Matic+ SUV is the more practical of the two due to its traditional SUV design. (Photo: Mercedes-Benz)

Now that we’re about to enter model year 2018, things are heating up a lot more thanks to the expected arrival of Mercedes-AMG’s new GLC 63 S 4Matic+ Coupe. It’s a perfect example of how the top German brands lead all premium competitors by filling niches within niches. In this case BMW was first with its X4 M40i, but that sporty model in no way diminishes the impact of this exciting new three-pointed star entry, especially considering that along with the SUV coupe version comes a more practical AMG-tuned compact SUV.

That would be Mercedes-AMG’s GLC 63 S 4Matic+ that first showed up alongside the SUV Coupe variant at the 2017 New York International Auto Show in early April, a model that only has Audi’s SQ5, Jaguar’s F-Pace S and Range Rover’s new Velar for competition, being that BMW has yet to modify its more traditional compact X3 SUV. Just the same, both AMG-tuned M-B SUVs deliver a level of potency that should cause their rivals to shy away from a direct fight on the track.

2018 Mercedes-AMG GLC 63 S 4Matic+ Coupe — The sweptback AMG GLC 63 S Coupe 4Matic+ gets a unique “Race” mode for track dominance. (Photo: Mercedes-Benz)

Where the X4 M40i and SQ5 put out a similar 355 and 354 horsepower respectively, plus 343 and 369 lb-ft of torque, and the slightly larger supercharged 3.0-litre V6 powered F-Pace and Velar improve on both with 380 horsepower apiece, albeit only 332 lb-ft of torque, Mercedes seems to have its targets set more directly on Porsche’s Macan Turbo that unleashes 400 horsepower and 406 lb-ft of torque in regular trim or 440 and 442 respectively with its Performance package. Still, as impressive as Porsche’s top compact SUV is, in all-conquering AMG style the two new GLC 63 S 4Matic+ models produce 503 scorching horsepower and 516 lb-ft of tire smoking torque.

The dominant engine is nothing less than Mercedes-AMG’s handcrafted and individually signed twin-turbocharged 4.0-litre V8, a dry-sump version of which is shared with the mighty AMG GT sports car, whereas cog swapping duties come by the brand’s new in-house designed and built AMG SpeedShift MCT 9-speed automatic that debuted in the E 63 S 4Matic+, a lightweight paddle shifter-actuated transmission boasting a start-off wet clutch (that replaces the torque converter), ultra-short shift/response times, and double-declutching functionality.

Of course, such specifications result in a very quick tag team of sport utilities, with zero to 100 km/h sprints of 3.8 seconds each, aided by an electronic limited-slip rear differential and constantly variable front-to-rear torque distribution from the standard 4Matic+ all-wheel drivetrain that’s also tuned by AMG. Top speed is electronically limited to 250 km/h.

Four wheel grip is further enhanced by a standard set of twinned five-spoke lightweight 20-inch alloys on 265/45 front and 295/40 rear performance tires (or optional 21-inch forged alloys with 265/40 front and 295/35 rear rubber) that also help it stop faster via special high-performance brakes featuring 390-millimetre drilled and internally-ventilated discs front and back, whereas an adjustable air suspension with adaptive adjustable damping optimizes cornering capability.

What’s more, in order to give the GLC 63 S Coupe 4Matic+ an edge over its more pragmatic sibling, Mercedes has added a “Race” mode to its usual Comfort, Sport, Sport+ and Individual driver-selectable AMG Dynamic Select performance settings. These modify engine, transmission, suspension, steering, ESP, and all-wheel drive responsiveness depending on demands.

An easy way to tell these ultimate performance SUVs apart from their less formidable brethren are AMG Panamericana-style frontal grilles with unique vertical strakes, similar in design to those found on the much lauded Mercedes-AMG GT C Roadster and GT R sports coupe. The GLC 63 S 4Matic+ SUV and GLC 63 S 4Matic+ Coupe also benefit from unique front and rear bumper designs, while the wheel arches are widened to fit their meatier rims and rubber, plus the SUV body style gets its first rear rooftop spoiler.

Inside, special sport seats are covered with Mercedes’ exclusive Artico leatherette bolsters and suede-like Dinamica microfibre inserts, these materials showing up elsewhere around the cabin as well. Additionally, a tasteful supply of aluminum trim joins a mostly black interior that gets spiced up with red accents, not to mention the expected AMG-embossed badges. Beautifully finished carbon-fibre trim is also available, inside and out.

“For us, the new GLC 63 S 4MATIC+ is quite a special vehicle,” said Tobias Moers, CEO of Mercedes-AMG GmbH. “It is no easy job designing an SUV to be highly sporty and dynamic, while at the same time offering exceptional driving stability. This required us to put our heart and soul, along with our many years of SUV expertise, into the development of this vehicle. The result is an SUV that can be driven with high precision and agility and which, if required, is equally at home on a high-speed lap of the racetrack. With our V8 biturbo engine, we hold a decisive USP in the Performance market. What is more, with SUV and Coupe, we offer the widest choice in the segment. Also, the technical closeness to our sports cars is underscored visually by the Panamericana grille, which was previously reserved for our AMG GT models.”

Of note, the Canadian market will not be getting the 469 horsepower non-“S” AMG GLC 63 variant of these two SUVs, models that are available in the U.S. as well as other markets.

When the 2018 Mercedes-AMG 63 S 4Matic+ SUV and Coupe arrive in showrooms across Canada later this year, pricing will likely start in the high $80k to low $90k range.

News & Reviews- Tag: horsepower