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I’ve rarely heard anyone say anything negative about Buick’s styling, at least not during the most recent decade. The brand combines a conservatively classy look with some elegantly sporty elements,…

New Car Reviews

2021 Buick Enclave Essence AWD Road Test

I’ve rarely heard anyone say anything negative about Buick’s styling, at least not during the most recent decade. The brand combines a conservatively classy look with some elegantly sporty elements, resulting in clean, classic and mature design that mostly stands the test of time.

The recently discontinued Regal, a car I covered in its sportiest GS trim in 2019, is a good case in point. Few four-door sedans in its mid-size segment looked anywhere near as good, not to mention drove as well, but alas it’s gone the way of the dodo due to cars in this class falling out of favour with consumers. Ditto for the arguably better looking Regal TourX that was never offered in Canada, yet made five-door fanboys like me a tad jealous of my American friends. I should probably mention the 2016-2019 Cascada as well, a sharp looking Opel-designed four-seat convertible that remained south of the 49th as well.

The Regal ended its official tour of duty last year, although anyone interested can probably still find new 2020 models kicking around. That won’t be so easy if you’re looking to buy a new full-size Lacrosse, which ended production the same year as the just-noted Cascada, in 2019. It was another great looking four-door that drove well, especially on the wide-open highway, while the 2012–2017 Verano was Buick’s quiet, comfortable and reasonably quick answer to an entry-level compact luxury conundrum nobody had asked anything about since its forgettable Skylark predecessor drove off into the sunset back in last century.

Buick partially filled this multi-car void with the introduction of its Encore (2013-present), Encore GX (2020-present), and Envision (2016-present). The first model on this list is a subcompact crossover SUV that’s done very well in its burgeoning entry-level segment, while the GX is a slightly longer variation on the small crossover theme. Finally, the Envision is a larger compact luxury crossover SUV that was nicely updated for this 2021 model year.

I just finished a weeklong test of that model today, and it left such an impression that I came straight back to write a news story about the refreshed 2022 Enclave that will soon replace the very model you’re looking at here. Don’t worry, as plenty of 2021 Enclaves are still available, and without doubt Buick will tempt you with a deal that’s too good to pass up if you like what the current model has to offer.

When the Lacrosse left the scene back in 2019, the Enclave became Buick’s de facto flagship. I know, the thought of a large family hauler as a luxury brand’s most coveted model probably sounds a bit strange to those of us that have followed the automotive industry for decades, but we might as well get used to the idea, because big luxury sedans aren’t exactly flying off showroom floors these days.

Joining Buick, Cadillac also said goodbye to its largest CT6 sedan last year, while Lincoln dropped its near full-size Continental as well as its mid-size MKZ in 2020. Acura also dumped its mid-size RLX at the end of the same year, while Infiniti finally halted Q70 and Q70L production at the close of 2019, and Jaguar sadly said so long to its beloved XJ during last decade’s penultimate year too, and followed that up by discontinuing its compact XE last year.

Sorry to stir the tears, but most readers of this review won’t likely be crying about a shortage of low-slung sedans anyway. Today’s low interest rates are certainly keeping the wolves from entering through the front door, but be certain that automakers around the globe are preparing for survival of the fittest when those same rates are hiked upward to stave off inflation. Therefore, they might as well kill off the slow sellers and make better bets on more popular SUVs ahead of what would otherwise be certain carnage.

Until Buick arrives with a two-row mid-size crossover to fight it out against the regular-sized Lexus RX, as well as Lincoln’s two-row mid-size Nautilus, base versions of the new Genesis GV80, and the list goes on (such a model that should really be in their lineup to take the brand to the next level), the three-row Enclave is where sizeable enough profits can be found to keep Buick in the black.

At a starting point of $48,398 (plus freight and fees), the Enclave is clearly not going solely up against mainstream volume brands, especially when considering Infiniti’s QX60 is right alongside with a base price of $48,995. These numbers are only slightly less than where a conventionally-powered Highlander ends up when everything Toyota has to offer gets added on, or for that matter a Hyundai Palisade in its top-tier Ultimate Calligraphy trim. Honestly, those two would provide serious competition for this Enclave and others in its entry-level luxury class, if consumers chose to shop them against each other, but sometimes luxury is a mindset, and to that end Buick owns a bit more real estate in Banbury-Don Mills than Pickering, albeit certainly not much if any in Bridle Path.

The photos of this Enclave were fittingly taken in North Delta, by the way, a nicer suburb just west of Surrey, which for those not from the area is Vancouver’s version of Scarborough. Before getting lambasted for mentioning the latter two cities in what could be imagined as derogatory, there’s much good on offer from both, and a lot of visible wealth in nicely developed clusters. Still, everyone knows Surrey isn’t West Van or Southwest Marine Drive, just like Scarborough isn’t Rosedale or Forest Hill. Likewise, most everyone can appreciate that your new Enclave Avenir has more in common with the just-noted Toyota and Hyundai SUVs than a Mercedes-Maybach GLS 600 or a Range Rover SV Autobiography.

Back to the here and now, changes to the 2022 Enclave only impact the front and rear fascias, wheels, and trim, with Buick combining design cues from the arguably more attractive Chinese version with the best of this 2021 model in order to arrive at another classically conservative luxury SUV option. To be clear, Buick has only shown photos of the top-tier 2022 Enclave Avenir so far, while the 2021 Enclave shown in this review wears the brand’s humblest Essence trim line. To be clearer still, this one is priced $3,000 dearer at $51,398 due to having all-wheel drive, and it also shows off a particularly attractive $1,495 Sport Touring upgrade package that adds a sportier black mesh grille, glossy Pitch Dark Night lower accent colouring, and upgraded 20-inch alloys.

Just the addition of AWD means a similarly equipped Enclave costs more than its Infiniti equivalent that comes standard with four-wheel propulsion, but I’m not going to even poke my head down any sort of comparison rabbit hole in this highly competitive class. Suffice to say the Enclave Essence is equipped with most features an entry-level luxury buyer should need, albeit not everything they’d want, hence the minimalist name, with key items including 18-inch alloy wheels, auto on/off LED headlights, heatable power-folding side mirrors, and more.

The more is found inside, where proximity-sensing entry will allow you to closer inspect its pushbutton ignition, auto-dimming rearview mirror, 4.2-inch colour multi-information display, 8.0-inch colour touchscreen infotainment system with Apple CarPlay and Android Auto, 10-speaker Bose audio, 4G LTE Wi-Fi hotspot, universal home remote, power tilt and telescopic steering column, heatable leather-wrapped steering wheel rim, Safety Alert driver’s seat that vibrates as a warning, perforated leather upholstery, three-way heated and ventilated power-adjustable front seats with four-way powered lumbar, two-way driver memory, tri-zone automatic climate control with rear controls, heated second-row captain’s chairs for seven-person occupancy (a second-row bench for eight is available), power-folding 60/40-split third row, hands-free powered liftgate, 120-volt power outlet, remote start, and much more.

Standard as well, all Enclaves boast the Buick Driver Confidence Plus package of advanced driver assistive and safety tech that includes a Following Distance Indicator, Forward Collision Alert, and Rear Cross Traffic Alert with Automatic Emergency Braking and Front Pedestrian Braking, plus Lane Departure Warning with Lane Keep Assist, Side Blind Zone Alert with Lane Change Alert, front and rear Park Assist, and IntelliBeam auto high beam assist headlamps.

As the Enclave’s long list of base features should let on, you won’t feel like you’re slumming it in this Buick. In fact, even this entry-level model provides fabric-wrapped A, B and C pillars, plus a higher quality of soft-touch synthetic on the dash top and front-to-rear door uppers than I can remember in previous iterations. It’s even nicer across the instrument panel facing, plus the lower section of the IP ahead of the front passenger that continues underneath the infotainment touchscreen and along the right side of the lower centre console. This surface treatment is beautifully stitched and finished in a supple leatherette up and down, while the left side of the centre console is padded nicely to protect one’s inner knee from chafing, plus it also extends down to the armrest. These areas were finished in a lovely caramel brown in my tester, in order to match the seats and door inserts that were also nicely stitched, with the former featuring perforated leather inserts.

The seat leather is softer than many at this price point too, while those previously noted warming front cushions heat to near therapeutic levels. Speaking of warmth, the climate control interface, while appearing somewhat rudimentary, did its job well, and besides, your eyes will more likely gravitate to the colour touchscreen overtop, which is one of the easiest to use in the industry.

I’ve been a big fan of General Motors’ infotainment systems for some time, and while I like Chevy’s more Apple-inspired jelly-drop interface even more than the classier Buick design, they both make ample use of a full colour palette and work identically. This version responded quickly to inputs, which was especially notable when moving the navigation map around with my fingertips (it didn’t skip a beat). GM navigation has never let me down either, so kudos to the tech department, while the backup camera was clear and complete with moving guidelines, plus the standard Bose audio system was excellent.

The Enclave’s primary gauges, on the other hand, are about as basic as such clusters get, and a bit of a letdown visually. Sure, the chrome trimmed analogue dials are nice, these to each side of chrome-edged gas and engine temp meters above, but the smallish multi-info display is housed in a square shape that makes it appear like an aftermarket add-on, while competitors have made things worse by showing up with entirely digital primary clusters that show virtual dials one minute, and then transform into giant maps when using the navigation system, or alternatively integrate rear-facing camera monitors that automatically show the SUV’s blind spot when flicking the turn signal. At least the Enclave’s steering wheel that frames it all is superb, with soft leather and a nice sporty feel, while the switchgear on each spoke is high in quality and works well.

The overhead console just above looks a bit like yesteryear too, but it’s functional and includes a sunglasses holder, plus LED reading lights and switches for the garage door opener, OnStar, SOS, and more. There’s no power sunroof button, because this base model doesn’t have a sunroof, and I must admit it’s a strange omission in any new car these days, and especially odd looking when the roof is this long.

Sitting in the driver’s seat, the manual tilt and telescopic steering wheel offers plenty of reach, which worked well for my long-legged, short-torso body type, while the seats were quite comfortable, albeit with hardly any lateral side support, so if you’re planning to push hard through the corners, you’ll need to find something other than the steering wheel to hang on to. I only mention this because the Enclave handles very well, especially with the 20-inch wheel and 255/55 tire upgrade from the package mentioned earlier, so I recommend looking further up the trim line to find something with sportier, more sculpted seat bolsters.

Likewise, the backrests on the Enclave Essence model’s second-row captain’s chairs are nearly flat too, but if rear passengers fold down their centre armrests they should be just fine when you’re having some fun on the way to the cottage. They’re generally comfortable seats, with ample legroom when slid all the way back. Second-row amenities include the aforementioned rear climate control panel and seat warming switchgear on the backside of the front console, where you’ll also find a set of USB chargers, albeit no air vents. Those are smartly integrated within the roof, which is the case for third-row passengers as well, and likewise for the LED reading lights.

Those in the very back get USB charging points to each side as well, while reasonably large rear quarter windows provide good outward visibility for rear passengers. The rearmost seats are comfortable enough too, while the aft compartment is generously roomy overall. There’s reasonable space for legs and feet, at least if those sitting in the second-row seats pull them forward a bit, while it’s also easy to flip those seats up and out of the way for third-row ingress and egress, only requiring a simple tug on a handle atop the backrest, while another lever below flips them down for storage.

They fold fairly flat too, as does the third row, providing loads of cargo space for almost anything you could want to haul. I was able to carry a double-wide Ikea Pax wardrobe system for a friend, along with its glass sliding doors, and there was room to spare thanks to 2,764 available litres when both rows are lowered, 1,642 litres behind the second row, or 668 litres of dedicated cargo volume behind the third row.

Even fully loaded, the Enclave should be strong off the line, thanks to a potent 3.6-litre V6 good for 310 horsepower and 266 lb-ft of torque. It comes mated to a nine-speed automatic that not only helps to cheat the pump with a commendable fuel economy rating of 13.0 L/100km in the city, 9.1 on the highway and 11.2 combined with FWD, or 13.6, 9.6 and 11.8 respectively as tested with AWD thanks in part to standard idle start/stop, but it provides absolutely seamless, smooth shifts, but then again if you engage manual mode, which requires a shift into the “L” position (that really makes no sense at all), its steering wheel-mounted paddle shifters help transform this calm and sedate traveling companion into a much sportier SUV than initially expected. In fact, BMW doesn’t even go so far as to hold its utility’s engines at redline before upshifting, so kudos to Buick for giving the Enclave such enjoyable performance. The V6 makes a notable growl too, although don’t take that to mean it sounds particularly sporty.

Of course, being a Buick the Enclave’s ride is extremely good. The driver and passengers are also well isolated from the elements outside when traveling at slower city speeds, with very little notable road noise. This is why I was a bit surprised by all the wind buffeting at highway speeds, the auditory kerfuffle so evident that I even made sure to check if all the windows were closed tight. This was an unexpected sensation from a brand that prides itself in providing vehicles with tomblike silent interiors, making me guess that upper trims are given an extra dose of Buick’s “Quiet Tuning” technologies.

This brings us back to the Enclave’s sub-$50k starting price, which is very affordable for a three-row luxury crossover SUV. It actually measures up pretty well to many that cost thousands more, but simultaneously might find itself a bit lacking when put side-by-side with some of the top trims produced by more common volume brands (for more competitive pricing information, be sure to check out my news story on the 2022 Enclave, which links to information about all luxury competitors as well).

If the current 2021 Enclave suits your personal style and overall needs, take note that Buick is currently providing up to $1,000 in additional incentives, while CarCostCanada members are reporting average savings of $2,625. To learn how you can save thousands when buying your next new vehicle too, check out how the CarCostCanada system works. You’ll be provided dealer invoice pricing to make negotiating your best deal easier than you ever thought possible, while downloading the free CarCostCanada app from the Google Play Store or Apple Store before visiting your local dealer makes sure that you have all the info required exactly when you need it.

Review and photos by Trevor Hofmann

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

New Car Reviews

2019 Mazda CX-5 Signature Diesel Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

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

Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly…

New Car Reviews

2019 Volvo V90 Cross Country T6 AWD Road Test

Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly redesigned models and some entirely new entries as well, Canadian buyers flocked to its full lineup of SUVs instead of this tall mid-size luxury crossover wagon.

The result is the V90 Cross Country’s cancellation in our market as of 2020, this 2019 model year being its last after just three years. Along with the V90 Cross Country’s demise is the end of the regular V90 wagon too, while the beautiful and highly competent mid-size S90 luxury sedan remains in the lineup for at least another year and hopefully longer.

The choice to forgo a crossover wagon for a big flagship luxury sedan flies in the face of convention, with some brands, particularly Volvo’s previous parent Ford (and it’s Lincoln luxury division), eliminating cars almost entirely, but the continuation of the S90 is probably more about maintaining a premium image than adding to the bottom line, because with only 835 combined S90, V90 and V90 Cross Country sales in its peak calendar year of 2018, and merely 295 after a 65-percent plunge in 2019, none of these cars would’ve made much of a difference to Volvo Canada’s profitability.

Standard styling elements include satin-silver bumper garnishes and Volvo’s trademark Thor’s Hammer LED headlamps.

For a bit of background, the V90 Cross Country replaced two generations of XC70 from 2000 through 2016 (it was dubbed V70 XC for the first three years), and by doing so once again brought Volvo’s renowned style, respected quality, sensible pragmatism and turbocharged, supercharged four-cylinder performance to the crossover wagon segment, while upping its luxury quotient to an entirely new level of opulence.

Anyone who’s spent time in a modern-day Volvo knows exactly what I mean, especially when equipped in one of its top R-Design or Inscription trims. The V90 Cross Country doesn’t use the usual trim nomenclatures for the Canadian market, but my tester was nicely outfitted with its Premium package and therefore, together with its generous list of standard features, is quite possibly (or should I say, was quite possibly) the most luxurious crossover wagon available today.

Then again, Audi may have something to say about that. The German brand now offers Canadian urban adventurers their all-new 2020 A6 Allroad in the same rather uncompetitive class, and while the four-ringed contender from Ingolstadt is impressive, Gothenburg’s outgoing alternative looks and feels richer inside despite costing $12,700 less.

The 2019 V90 Cross Country starts at a very reasonable $62,500 compared to the A6 Allroad’s lofty $75,200 price tag, and while Audi’s brand image is certainly more upscale than Volvo’s, and its turbocharged 3.0-litre V6 makes an additional 19 horsepower and 74 more lb-ft of torque than Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that puts out 316 horsepower and 295 lb-ft of torque, the Swede is slightly more pragmatic from a fuel economy perspective, with a claimed Transport Canada rating of 11.6 L/100km in the city, 8.1 on the highway and 10.0 combined compared to 11.8 city, 9.1 highway and 10.6 combined.

The 250 horsepower V90 Cross Country T5 AWD was discontinued at the end of model year 2018, by the way, this previously the base model at $59,500, while the $84,900 Ocean Race T6 AWD also said goodbye to the market for 2019. Now for 2019 there’s just one T6 AWD trim level, but the noted $3,900 Premium package does a good job of making it Inscription-like, thanks to features such as heated windshield washer nozzles, auto-dimming and power-folding side mirrors, LED interior lighting, aluminum treadplates, a heated steering wheel rim, front and rear parking sensors with graphical warnings, Park Assist Pilot semi-autonomous self-parking, a 360-degree Surround View camera system, a HomeLink universal garage door opener, four-zone automatic climate control, a cooled glove box, heatable rear outboard seats, power-folding rear seatbacks and outer head restraints, a really innovative semi-automatic cargo cover, an integrated soft safety net to separate cargo from passengers, blind spot monitoring with cross-traffic alert, and more.

The aforementioned $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, which is included with the Audi incidentally, but the A6 Allroad only provides black and beige leather options inside, and it’s not plush Nappa leather like Volvo’s, which can be had in four no-cost optional hues including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).

It should be noted that despite appearing richly appointed my tester was far from fully loaded, as it was missing the $3,600 Luxury package with its gorgeous tailored instrument panel, sensational upgraded front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage function, and cooling ventilation, plus manually retractable side window curtains in back. My test model didn’t have the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only had 19-inch alloys instead of $1,000 enhanced 20-inch rims, or for that matter body-colour bumpers, wheel arches and sills, $425 Metal Mesh decor inlays (although the hardwood was lovely), $250 black headliner, $1,500 graphical head-up display, $3,750 Bowers & Wilkins premium audio system (with fabulous aluminum speaker grilles), and $600 dual two-stage child booster seats integrated within the rear outboard positions, with all of the above potentially increasing the 2019 V90 Cross Country’s price by $18,375 to $80,875.

While that might sound like a lot for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without a massage, and while it includes that brand’s fabulous “Virtual Cockpit” digital gauge package (the V90 gets a digital instrument cluster too, just not quite as configurable as the A6 Allroad’s), getting said massage, along with upgraded Valcona leather will set you back another $4,050, while adding on all of the V90’s advanced driver assistive systems will cost another $2,400. You can also add the $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, $2,500 for Night Vision Assistant, $500 for quieter dual-pane glass, $350 for Audi Phonebox with wireless charging, another $350 for rear side airbags (some impressive stuff), and $1,000 for full body paint (already priced in to the top-tier Volvo), bringing the German model’s total to $102,650, less an expected $1,000 in additional incentives if you choose to sign up for a CarCostCanada account in order to learn everything you can before speaking to an Audi dealer (see CarCostCanada’s 2020 Audi A6 allroad Canada Prices page).

That’s $1,000 less than a Volvo dealer is prepared to slice off of the V90 Cross Country, or so says CarCostCanada on their 2019 Volvo V90 Cross Country Canada Prices page, but considerable savings aside the Volvo should really impress anyone considering either of these two fine vehicles. They’re both unquestionably handsome from the outside, and come equipped standard with all expected LED lighting tech and brushed metal accents to dazzle owners and onlookers alike. The minimalist Audi cabin is sublime, as is Volvo’s ritzier interior, their materials and build quality never in question, the only differences being a desire to appeal to varying tastes.

Even before sliding into the V90 Cross Country’s enveloping driver’s seat, its high-quality gleaming metal- and leather-wrapped key fob sets the tone. This said its proximity-sensing access means it will most likely remain in your purse or pocket and not be touched at all—such a shame. Once inside, Volvo covers most surfaces with premium soft-touch synthetic or optional contrasting French-stitched leather, plus gorgeous dark oak inlays across the entire instrument panel and all doors. The fancier version gets the previously noted metal inlays instead, but truly there’s enough satin-finish aluminum trim elsewhere that more metal is hardly necessary.

Key areas below the waist are soft to the touch, not so with many premium brands such as Lexus (although they sell nothing in this class), while all pillars are nicely wrapped in the same high-quality woven material as the roof liner. The ritzy details spoken of earlier include much of the switchgear that’s downright jewellery-like. Seriously, the exquisite diamond-patterned edging around the main audio knob, plus the twisting ignition controller and scrolling drive mode selector, not to mention the beautifully formed vent knobs, are gorgeous bits of metalwork, while the digital displays are some of the best in the industry.

Before I continue, I must say that most everything I’m talking about is standard in Canada. Volvo even includes an impressive vertical tablet-style touchscreen on the centre stack, which in my opinion is one of the best in the business. Not only is it brilliantly clear and high-definition, with nice deep and rich colours, plus as easy use of a regular smartphone or tablet, with familiar tap, swipe and pinch functions, but it’s filled with loads of capability, making it one of the most versatile infotainment systems around. I also like that it mostly doesn’t change from one Volvo model to the next, so when you’re stepping up from an XC40 to this V90 or an XC90, you’ll enjoy the same impressive infotainment experience.

The fully configurable digital gauge cluster is standard too, and provides a nice clear display with a slight matte finish so there’s not much glare. While configurable, I wouldn’t go so far to say it’s as versatile as Audi’s aforementioned Virtual Cockpit, being that you can’t maximize infotainment system features to turn the entire cluster into a map, for instance. Audi’s cluster reduces the primary gauges into tiny dials at each corner, whereas Volvo’s dials remain mostly full-size all the time. Still, the V90’s gauge cluster offers excellent usability in other ways, the gauges shrinking slightly when using some features in the centre-mounted multi-info display, and that area quite large and appealing with plenty of attractive graphics and most features from the infotainment system, including a detailed, colourful navigation map.

As impressive as its interior is, one of the V90 Cross Country’s best attributes is the superb drivetrain noted earlier. Its 315 horsepower and 279 pound-feet of torque provide spirited V6-like performance off the line and quick response for passing manoeuvres. It’s mated to a quick-shifting eight-speed automatic with manual mode, but unfortunately no paddles to keep the fingers busy in the more comfort-oriented V90 Cross Country. Rather, those wanting to row through the gears must do so via the shift lever, which is no problem yet not as easy as leaving both hands on the wheel for maximum control. Then again, I almost never bothered to shift the autobox anyway, as it went about its duty with effortlessly quick gear changes needing no prompting.

The Cross Country doesn’t provide the same level of handling sharpness as the regular V90 T6 AWD R-Design tested last year, but it certainly comes within a hair’s width of matching it. It’s 58 millimetres (2.3 inches) taller, causing its centre of gravity to raise upwards somewhat, so naturally it can’t provide the same lateral grip as the more hunkered down sport wagon, but you likely won’t notice much difference unless pushing it extremely hard, and that’s not really what the Cross Country is all about. It’s better at getting you out from within a snow-filled ski resort parking lot, or allowing for greater ease and confidence inspiring control while trekking through a muddy cottage country back road.

The V90 Cross Country is equipped with standard all-wheel drive, but no off-road mode, yet it manages slippery conditions well. I’d even be willing to venture into some light off-roading situations, such as overcoming small stumps and rocks on a logging road, for example, or wading through a shallow river bed, because that’s exactly what Volvo has promised is possible with this all-weather, all-season, multi-activity vehicle.

With standard roof rails on top, plus available cross-members, bike racks, overhead storage containers and more, the V90 Cross Country becomes an ideal companion for outdoor activities such as cycling, kayaking, camping, and more. Volvo provides plenty of other accessories too, such a $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA), allowing owners to take full advantage of this crossover’s capabilities.

While trekking through the wilderness, or merely overcoming the unkempt lanes in most of Canada’s inner cities, you’ll enjoy a wonderful ride, the V90 Cross Country providing even more comfort than the already impressive V90 wagon. This is a car I could drive all day long and never tire of. Together with its fabulous front seats, which are superbly comfortable and provide excellent support, there’s no real reason to spend more for the fancier massaging buckets unless money is no object.

Even more importantly for me, the driver’s position is ultra-adjustable and therefore should be perfect for the majority of body types. I’m a bit shorter than average at five-feet-eight, but my legs are longer than my torso, which can cause a problem if the steering column doesn’t provide enough reach. No such issues with the V90 Cross Country, however, that provides an ideal setup for both comfort and control.

There as an incredible amount of room in back, too, with almost 10 inches in front of my knees when the driver’s seat was set up for my long-legged frame, plus five inches remained from my shoulder to the door panel, another four or so next to my hips, and about three and a half above my head. Stretching out my legs was easy, with my shoes placed underneath the driver’s seat, while comfort was increased yet more via my tester’s four-zone auto climate control that provided a useful panel for controlling each rear outboard passenger’s temperature. The heated rear seats would no doubt be appreciated for winter ski trips with the family, as would the massive standard panoramic sunroof overhead, this completely eliminating any feelings of claustrophobia that can happen for some when seated in back, but then again it seems bizarre to imagine someone feeling closed in while seated anywhere in the spacious V90 Cross Country. Aiding the V90’s open, airy experience are HVAC vents on the backside of that centre console, and more at the midpoint of each B-pillar, while LED reading lamps hover overhead. A complex centre armrest flips down between outboard passengers, complete with pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage container.

The V90 Cross Country’s powered liftgate lets you into the spacious cargo area, while the aforementioned retractable cargo cover automatically lifts up and out of the way. The cargo compartment, which measures 560 litres (19.8 cubic feet) behind the rear seatbacks and about 1,530 litres (54 cu ft) when the rear row is lowered, is luxuriously finished with plush carpets all the way up the sidewalls and rear seatbacks, plus of course the floor, while below an accessorized rubber all-weather cargo mat (part of a $355 Protection package that includes floor trays for four seating positions, a centre tunnel cover, and the just-noted cargo tray), my tester’s floor included a flip-up cargo divider featuring integrated grocery bag hooks. The floor can be lifted further, exposing a shallow carpeted compartment for storing very thin items, such as the carpeted floor mats while the all-season ones are in place.

Aiding versatility, the V90’s 60/40 split-folding rear seatbacks include a small, narrow centre pass-through that’s ideal for a couple of pairs of skis, or alternatively each portion of the seatback can be dropped down flat via powered release buttons attached to the cargo sidewall. These automatically flip the headrests forward too, which incidentally can be lowered from the front to aid rear visibility as well.

If you’re currently driving a four-door sedan or wagon and not quite sure if a tall, SUV-like crossover such as Volvo’s XC90 is the right way to go, this V90 Cross Country is a good alternative. All said, I’m not going to recommend it over Audi’s new A6 Allroad mentioned throughout this review, but I will go so far as say that it measures up in all ways other than high-speed performance, and possibly prestige. Then again, Volvo has been reviving its respectability as of late, and has long enjoyed its own diehard following that would consider nothing less. Comfort is arguably better in the Volvo too, and as noted earlier this V90 Cross Country is a bit stingier on fuel. In the end it will come down to personal taste, and the ability of your local Volvo dealer to find a new one still available. If your interest is piqued, I recommend calling now before it’s too late.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

Porsche introduced its 2021 911 Turbo S Coupe and Cabriolet just two months ago, and now we’re getting a look at what’s in store for 911 Carrera, Carrera S, and Carrera 4S trims. The latter two S…

Latest News

Porsche updates 911 Carrera for 2021

2021 Porsche 911 Carrera S — 911 Carrera S and 4S models will be available with a 7-speed manual for 2021.

Porsche introduced its 2021 911 Turbo S Coupe and Cabriolet just two months ago, and now we’re getting a look at what’s in store for 911 Carrera, Carrera S, and Carrera 4S trims.

The latter two S trims will finally be getting a seven-speed manual gearbox, which by 2019 standards would mean these models will be dropping in price by $3,660, being that 2020 models made the new eight-speed dual-clutch automated PDK transmission standard, but European models will merely make the manual a no-cost option, so we’ll have to wait until Porsche Canada announces pricing in a few months to find out which direction they’ve chosen.

2021 Porsche 911 Carrera S Cabriolet — InnoDrive adaptive cruise control will be available for 2021.

Speaking of PDK-equipped 911s, Porsche will offer 2021 examples InnoDrive adaptive cruise control that, in addition to being able to follow the vehicle ahead without the driver needing to manually modulate speed, can also maintain set speed limits automatically and slow down autonomously when approaching corners.

A tire temperature readout gauge for the Sport Chrono Package is also new for 2021, as is Smartlift, an available front axle-lift feature that will raise the 911’s front end in order to clear large speed bumps and steep driveways. Better yet, Smartlift gets its intelligent name from having a memory feature capable of storing a location where the front end has been lifted and then remembering to do so again automatically next time you arrive.

2021 Porsche 911 Carrera — Want a quicker, better handling 911? Coupe models will be available with new lightweight window glass for 2021.

Additionally, just in case you weren’t quite sure whether Porsche was still a purist’s sports car brand and not just another luxury carmaker, you can now order your 2021 911 Carrera with a lightweight glass package that reduces mass up higher in the car and therefore lowers its centre of gravity to improve handling. This said you could choose thicker insulated glass instead, which has been designed to reduce interior noise for a more comfortable drive.

2021 Porsche 911 Carrera 4S Cabriolet — A new Smartlift system will automatically raise the front suspension to overcome steep driveways and large speed bumps.

A new retrospective leather upholstery upgrade package should also be popular for both Coupe and Cabriolet body styles, as it pulls styling cues from the now classic 930-era 911 Turbo. Porsche introduced it as standard equipment for the aforementioned 2021 Turbo S.

To make the ordering process easier to understand, Porsche renamed its seven-colour Light Design Package to the more self-explanatory Ambient Lighting Package, while Python Green has joined the Carrera’s exterior paint palette for 2021, this colour previously available for the 911 Turbo S and 718 Cayman GTS 4.0.

Story credit: Trevor Hofmann

Photo credits: Porsche

When I first saw Lincoln’s new grille design I wondered how they’d graft it onto their smallest models so it wouldn’t look like the modern interpretation of a ‘70s VW Beetle with a faux Rolls-Royce…

New Car Reviews

2019 Lincoln MKC 2.3L EcoBoost AWD Reserve Road Test

When I first saw Lincoln’s new grille design I wondered how they’d graft it onto their smallest models so it wouldn’t look like the modern interpretation of a ‘70s VW Beetle with a faux Rolls-Royce chromed waterfall grille tacked onto its otherwise sloping hood, a semi-popular, somewhat humourous theme back in the day, that occasionally augmented into fake BMW twin-kidneys adorning the fronts of Lada Signets, but now that I’ve seen the renewed MKC in the metal I have to say it works well.

On that note I also need to eat some crow regarding the new Bentley-esque radiator-style grille itself? I initially criticized Lincoln for its seemingly never-ending identity quest, despite having created something truly original in its previous split-wing front-end design, but once again I need to submit to the fact that fewer folks buying luxury prefer subtle minimalism over glittering, chrome-laden bling, so the tastefully discrete previous grille design had to go, and I must simultaneously admit that Lincoln got this new grille right as well, and hope they don’t even consider changing it. It’s bold, ritzy and wholly Lincoln. The new chrome mesh design is at the very least as loud and proud as the numerous chromed grille designs from the domestic luxury brand’s glorious past, and it seems to be a relative hit with premium buyers too.

I first fell for it on the soon-to-be-discontinued Continental (I’m plenty chuffed about losing this wonderful car, so don’t get me started) and warmed up to it on the MKZ as well (RIP—eventually—too). You can expect reviews of that MKZ as well as the updated Navigator and new Nautilus soon. They all look grand, but the current 2019 MKC, soon to be replaced by the 2020 Corsair as part of Lincoln’s much-appreciated renaming strategy that says goodbye to confusing alpha designations and hello to cool navy-themed flotilla (although the Vought F4U Corsair was actually a WWII fighter plane that first flew in the U.S. Navy, and the upcoming 2020 Aviator purely aeronautical), will soon become one of the rarest compact luxury utilities to ever be produced.

In fact, this little utility has most of the markings of a future collectable, as long as compact luxury SUVs are considered more than disposable appliances by the time anyone thinks of restoring one. This 2019 model is one of a kind in that its new grille was attached to a mostly unchanged 2015-2018 MKC, and as just noted will soon be replaced by the entirely new 2020 Corsair, making it one of the shortest durations for a mid-cycle refresh in modern times. Fortunately Lincoln didn’t invest too much in the makeover, merely adding the redesigned front clip, which includes the new grille, a slightly freshened set of headlamps and a reworked lower front fascia, plus a chrome garnish splashed onto the rear hatch, but otherwise it’s an unchanged model. This said only the grille appears to carry over to the 2020 Corsair.

I won’t go into too much detail about the differences from 2019 MKC to 2020 Corsair, but suffice to say the old one is based on the outgoing 2019 Ford Escape and the new one rides on the all-new 2020 Escape, complete with revised 2.0- and 2.3-litre turbocharged four-cylinder engines that make 250 and 280 horsepower respectively, which is five more and five less than this year’s MKC respectively, albeit torque is an identical 275 lb-ft for the former and five lb-ft more at 310 lb-ft for the latter, while providing expected thriftier fuel economy, partially due to a new eight-speed automatic transmission that’s controlled via new horizontally organized “piano key” shift toggles that replace this MKC’s vertical row of centre stack-mounted buttons. LEDs for the signature-enhanced headlamps, turn signal indicators and taillights continue to be standard, but the interior is now fully modernized with a digital gauge cluster and new fixed tablet-style centre touchscreen.

The Corsair’s $44,700 base price is only $550 more than the 2019 MKC’s $44,150 point of entry, while a 2018 MKC could be had for $43,950 when new (see all MKC and Corsair pricing at CarCostCanada, where you can also find out about manufacturer rebates and dealer invoice pricing that could save you thousands, CarCostCanada claiming up to $5,000 in additional incentives at the time of publishing this review). Interestingly, the MKC’s base price when it debuted in 2015 was just $39,940, which probably says as much about our Canadian dollar steadily losing its value over the past four years as it does about Lincoln having streamlined trim offerings by eliminating its former base Premier trim for 2017 and thus adding more standard features.

The MKC is available in two trim levels for 2019, Select and Reserve, the latter model starting at $48,800 plus freight and fees. Choosing the top-line trim is the only way to qualify for the just-noted most potent engine, which makes a total of 285 horsepower and 305 lb-ft of torque, and added $2,150 to the price of my tester. Both 2019 models are two forward speeds shy of the new 2020 Corsair, leaving the MKC with FoMoCo’s tried and tested six-speed SelectShift automatic with manual mode and paddle shifters.

The 2.3-litre comes standard with idle start/stop that automatically shuts the engine down when it would otherwise be idling, and then immediately restarts it when lifting your foot from the brake pedal, whereas this feature is optional with the smaller 2.0-litre engine. The result at the pump is nominal for the latter, the non-idle start/stop base engine achieving a claimed Transport Canada fuel economy rating of 12.3 L/100km in the city, 9.3 on the highway and 11.0 combined, and idle-stop merely decreasing the combined rating by 0.1 L/100km to 10.9. Of course, local emissions are reduced so that’s a good thing, but the difference might only get you a few hundred feet farther down the road before needing to refuel.

As for my tester’s 2.3-litre, it’s good for a claimed 13.1 L/100km city, 9.5 highway and 11.5 combined, which isn’t all that great as far as compact luxury utilities go, with the BMW X3 xDrive30i achieving a claimed 9.6 combined, the Audi Q5 estimated to get 9.9, and the M-B GLC 300 4Matic said to be good for a combined rating of 10.0. The 2020 Corsair should improve things, but I can’t see it getting dramatically better.

This in mind, I doubt many prospective compact luxury SUV buyers realize how much priority Lincoln has put on performance, but the MKC has long been a strong contender off the line and more than decent through a fast-paced set of curves or over a long stretch of highway, the MKC even sporting a standard adaptive suspension controlled by various Lincoln Drive Control systems including Normal, Sport or Comfort driving modes, while fairly precise electric power-assist steering joins grippy standard all-wheel drive. Its ride is smooth and inner sanctum quiet, of course, luxury being of the utmost importance and therefore laminated acoustic front door glass and active noise control coming standard, not to mention the just-noted adaptive suspension that also aids compliance, so there’s no need to compromise straight-line speed or handling when choosing a new Lincoln these days.

My tester’s sporty 20-inch alloy wheels make this reality easy to see even before experiencing the MKC Reserve’s performance firsthand, but then again it would be easy to continue the belief that Lincoln is only about luxury when climbing inside. The classy White Platinum exterior (a $700 option) turned to Espresso brown inside my tester (dark grey Ebony, creamy Cappuccino, and dark Rialto Green are alternative interior colourways), at least this was the case above the waistline and for the perforated Bridge of Weir Deepsoft leather-upholstered seats, with a light beige getting used for the lower dash, centre console and lower door panels, plus the roofliner, pillars and carpets. It’s a rich looking interior, made even more so thanks to standard genuine hardwood inlays on the instrument panel and doors, the tasteful application of satin-finish aluminum accents elsewhere, plenty of aluminized and/or chrome trimmed switchgear, and other premium-level niceties.

Possibly even better, Lincoln went to new levels of pampering when finishing off the dash top and door uppers, with these surfaces feeling like soft padded leather more than anything synthetic. There are plenty of pliable surfaces elsewhere as well, although they’re more obviously high-quality composites, while the ones used to cover the lower dash have more of a rubberized feeling. That rubbery surface treatment is likely used for protection from shoes and boots, while the fact soft-touch surfaces are even used on the lower portion of the dash at all is a major positive. This padded treatment flows down each side of the centre stack and lower console, so the inside knees of the driver and front passenger won’t chafe against a harder surface, and extends ahead of the front passenger including the glove box lid. Surfaces just above the driver’s knees and those over on the lower door panels are made from harder composites, which is par for the course in this compact luxury class.

The top of the console is pretty minimalist thanks to the aforementioned gear selector buttons on the centre stack. It simply includes two cupholders and a little bin below the stack incorporating a 12-volt charger and two charged USB ports. It’s finished nicely inside with a sort of peach fuzz covering, but the lid itself feels cheap and rickety, not up to the class standards. It does push and close softly, but that’s about it for praise. I should also mention the same kind of velvety finish can be found inside the glove box as well, not to mention the centre console bin that includes a removable tray and another 12-volt charger, but there’s also a hole in the bottom that could easily lose smaller items forever, so I’m guessing there’s a piece missing from this particular vehicle as it makes absolutely no sense to have a hole there.

Also unusual, albeit entirely positive are fabric-wrapped A and B roof pillars, the practice of extending the roofliner downward more often than not kept to the two front pillars in this segment. In fact, I recently noted this shortcoming in a 2019 Acura RDX, a very good luxury SUV in most every other respect, other than its unorthodox gear selector, a foible it shares with this Lincoln.

The two brands go about gear selection in different ways, the Acura providing a long, narrow vertical strip of complicated buttons and pull-tabs on the lower console that took me many test weeks to get used to, and this Lincoln including a simpler line of buttons on the left side of the centre stack that force the driver to lean forward in order to engage. Acura has a very short history so the brand came up with its design out of thin air, where it probably should’ve stayed, while Lincoln looked to its long and storied past for inspiration. As nifty as this looks I longed for a classic column shifter a la Mercedes, something Lincoln could’ve also dug up from its glory days, but as noted earlier, the brand provides a new approach to its button design in the upcoming Corsair, so they seem to agree that this MKC’s approach (shared with all other Lincoln models of the MKC’s generation prior to the brand’s newest additions) is less than ideal.

I like how Lincoln integrates the “ENGINE START STOP” button and “S” sport mode button within the MKC’s regular “PRND” selections, however, but I’d rather stay comfortable planted in the SUV’s excellent driver’s seat and modulate something closer at hand. Along with an inherently good design and the usual fore/aft, up/down and recline power adjustments, both driver and front passenger receive four-way power lumbar support and four-way manual head restraints, resulting in 12-way adjustability apiece. They’re three-way heated in base trim too, and three-way ventilated when stepping up to this Reserve model, while both trims get driver’s seat memory.

Speaking of comfortable, the multifunctional steering wheel is nicely shaped for optimal 9 and 3 o’clock hand positioning, while its rim is wrapped in special Wollsdorf leather for a soft, high-quality feel. I should also mention the Bridge of Weir Deepsoft leather noted earlier is standard across the MKC line, so no cheap corrected-grain, split-skin, synthetic polymer paint-coated hides with Lincoln (you’ll need to move up to a BMW for that). Instead, the MKC’s standard features list is replete with items you’d normally be asked to pay more for in this class, such as a powered tilt and telescopic steering column with memory, plus reverse parking sensors complementing auto-dimming centre and driver’s side mirrors, those outside power-folding with memory no less.

I’ve started listing standard Select features so I might as well continue with its 18-inch alloy wheels, roof rails, and Lincoln Embrace system that turns on the headlights when you approach at night, while simultaneously lighting up the door handles, interior lights and more. That’s even without using remote engine start and before unlocking via the MKC’s SecuriCode keyless entry keypad or proximity-sensing keyless access (or the remote key fob for that matter), while the standard menu continues with illuminated entry, ambient lighting, LED map lights, pushbutton ignition, an electromechanical parking brake, particulate-filtered dual-zone automatic climate control, an overhead console with handy sunglasses holder, and a universal garage door opener.

The centre stack is topped off with a large, easy to use 8.0-inch touchscreen (which incidentally is identically sized to the new Corsair’s 8.0-inch centre display) incorporating Lincoln’s impressive SYNC 3 infotainment interface with Apple CarPlay and Android Auto smartphone integration, a rearview camera with active guidelines, individual digital panels for the climate control system, the 10-speaker, subwoofer, satellite radio and Bluetooth streaming-capable audio system, phone functions, etcetera. The display is a bit smaller and not quite as high in definition as some of its competitors’ widescreen, high-definition infotainment systems, but it works quickly, is easy to navigate through, and has nice gold graphics.

The MKC also provides standard Lincoln Connect with a 4G LTE modem, the Lincoln Way App that lets you unlock, lock, start or find your modem-equipped MKC and much more from the convenience of your smartphone, two USB charging ports, four 12-volt power points, a powered rear liftgate, a retractable cargo cover, Ford/Lincoln’s Easy Fuel capless fuel filler, all the expected active and passive safety equipment including a driver’s knee airbag, plus SOS post crash alert, SecuriLock passive anti-theft system, a perimeter alarm, and more.

Base Select trim can be upgraded with a blind spot warning and cross-traffic alert system, that part of the $1,250 Select Plus package that also includes voice-activated navigation, and if you’re going to add that you might as well upgrade to the $675 Climate package with its automatic high beams, heatable steering wheel rim, rain-sensing wipers, windshield wiper de-icer, and heated rear seats, plus you can add a $2,200 panoramic Vista Roof with a powered sunshade.

All of the above comes standard with my as-tested MKC Reserve, although the 18-inch wheels normally found on this model improve from simple painted silver rims to sportier machine-finished alloys with painted pockets. The Reserve’s front seats feature forced ventilation, and the otherwise body-coloured door handles include bright chrome inserts, while the powered liftgate gets hands-free convenience, with the latter merely needing the wave of a foot under the back bumper from someone carrying the key fob.

Choosing Reserve trim means you can upgrade the just-noted 18-inch aluminum wheels to $500 19-inch painted five-spoke alloys or the fabulous set of $750 20-inch machined rims with black painted pockets that underpinned my tester, but take note you’ll need to choose the more potent 2.3-litre twin-scroll turbocharged engine in order to get the largest wheels, plus you can also ante up for $2,420 Technology Package that adds forward parking sensors, adaptive cruise control, pre-collision warning with pedestrian detection, automatic emergency braking, lane keeping warning and assist, and semi-autonomous active park assist.

Lastly, both Select and Reserve trims can be optioned out with alternative Sonata Spin aluminum trim on their doors and instrument panel, and upgraded further with a superb sounding $1,100 THX II audio system, included in my tester and well worth the money, plus a $500 Class II trailer towing package is also on the menu, which together with the 2.3-litre engine provides up to 1,360 kilos (3,000 lbs) of trailer hauling capability, not too shabby for a compact luxury utility. With most available options added to my tester its price popped up and over $55k, which sounds like a lot until compared against the similarly equipped BMW X3, Mercedes-Benz GLC or Audi Q5, either of which would add at least $10k to your investment without packing in as many premium features and not providing as much straight-line performance.

As for daily practicality, the MKC is spacious enough for average-sized Canadian families and more than enough for most empty nesters. The previously noted power-adjustable tilt and telescopic steering wheel had ample reach so I could push the seat rearward far enough for my relatively long legs, without leaving my shorter than average upper body stretching awkwardly to grasp the steering wheel. As I’ve learned, not all of us were born with perfectly proportioned bodies, and this can cause problems when trying to set up an ideal driver’s position for optimal comfort and control. No such issues with the MKC, however, this SUV apparently designed to fit the majority of human frames.

This said the MKC’s rear seating area is definitely not largest in class, so this may cause problem if your teens or grandkids are taller than average. I had the driver’s seat positioned for my just-noted long-legged, shorter torso five-foot-eight body, and when sitting just behind I was only left with three and half to four inches ahead of my knees, and I couldn’t stretch my legs out much at all. This is not as spacious as many subcompact SUVs, such as Volvo’s XC40 that I was testing during the same week. Likewise, the XC40 had more headroom, although approximately the same width side to side. The Swede also provided a wider, nicer armrest, the MKC’s armrest too small to rest an elbow on comfortably due to cupholders down the middle, which were also quite small.

On the positive, the MKC’s rear door panels are finished just as nicely as those up front, and on the backside of the centre console you’ll find a set of buttons for the two-way heated window seats, plus a three-prong household-style socket, and two USB charging ports.

Also positive, the MKC provides loads of cargo capacity with 712 litres (25.2 cubic feet) when the 60/40-split rear seatbacks are upright and 1,505 litres (53.1 cubic feet) when they’re lowered. The compartment is nicely finished with plush but durable looking carpeting on the removable cargo floor, seatbacks and each sidewall, but Lincoln doesn’t include any levers for automatically lowering the rear seatbacks where that carpet ends, a common place to find them on competitors. I can live with this tiny bit of additional manual labour, but choosing not to include a centre pass-through or an even more flexible 40/20/40-split rear row may be a deal-breaker for those who want to keep their skis inside while transporting four in the most comfortable window seats, the 60/40-split also rendering one of the heated rear seats useless when it would be needed most, after a cold, wet day on the slopes.

All in all the 2019 Lincoln MKC misses the mark in some respects, but hits the bull’s-eye more often than not. It’s a strong performer, is nicely finished inside, comes well stocked with features, offers a wide variety of options, and provides better than average value. If its less than ideal fuel economy, smaller rear seating area, and less flexible cargo configuration don’t impinge too much on your lifestyle (you can buy a lot of gas for the initial money saved over its German competitors), consider it seriously.

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

New Car Reviews

2019 BMW X1 xDrive28i Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get…

New Car Reviews

2019 Kia Stinger GT-Line Road Test

It seems every time I’ve had opportunity to get behind the wheel of Kia’s new Stinger something has come up. Either the car was damaged by a wayward journo or got decommissioned before I could get my hands on it, the latter usually due to me being out of town, but just a few days back from my regular winter sojourn in the tropics has me eyeing up a lovely California Red painted Stinger GT-Line in my driveway.

As premium as this car looks, complete with standard automatic dual-function LED headlights, LED daytime running lights, LED positioning lights, body-wide bar-type LED taillights, cool dark chrome exterior trim with the same dark chrome used for the side mirror caps, these additionally adorned with LED signal repeaters, not to mention sharp looking 18-inch machine-finished alloy rims on 225/45 rubber, plus chromed dual exhaust and more, it’s hard to believe this GT-Line is actually the model’s most basic of trims.

Of course the Stinger starts at a fairly substantive $39,995 plus freight and fees, but despite its somewhat bargain basement Kia nameplate it borders closer to premium territory than most anything else in the mid-size class. And yes, the Stinger is a mid-size sedan. I’ve seen some refer to it as a compact because it rides on the same underpinnings as the Genesis G70, which is a compact luxury competitor that goes up against the BMW 3 Series, Mercedes-Benz C-Class, Audi A4, etcetera, but despite having similar wheelbase lengths at 2,910 mm (114.4 in) to 2,835 mm (111.6 in), both longer than the Kia Optima’s 2,805-mm (110.4-in) wheelbase, the Stinger’s 4,830 mm (190.2 in) overall length stretches 145 mm (5.7 in) farther than the G70, and only comes in 20 mm (0.8 in) shorter than the Optima.

Likewise, at 1,870 mm (73.6 in) the Stinger is 20 mm (0.8 in) wider than the G70 and 10 mm (0.4 in) narrower than the Optima, while its height measures 1,400 mm (55.1 in), which is identical to the G70 and 70 mm (2.7 in) lower than the Optima. Those still wanting to call the Stinger a compact will need to take note that it measures a full 190 mm (7.5 in) longer than the Forte sedan (a fairly large compact) with a 210-mm (8.2-in) longer wheelbase, while it’s also 70 mm (2.7 in) wider. In other words, it’s clearly a mid-size model, with a longer wheelbase and more width than the Toyota Camry and Honda Accord too, albeit slightly less overall length and height.

Its long, low and wide dimensions lend to its four-door coupe-like stance, a sporty profile that’s backed up by dramatic styling and a pampering cabin, at least for its mainstream volume brand status. This isn’t Kia’s first foray into premium territory either, nor is it the South Korean brand’s most lavish. Look no further than the Mercedes S-Class/BMW 7 Series-sized K900 for such pretensions, a car that might only be upstaged for all out luxury by the Volkswagen Phaeton amongst non-premium brands, but like that outlandish VeeDub the K900 didn’t gain enough sales traction to merit continued availability in Canada, and therefore is now finished in our market (it’s still available south of the 49th mind you).

While the K900 was truly impressive, it was nowhere near as viable in Canada as this Stinger, which is considerably more affordable, targets a more popular market segment, and focuses more on performance than luxury. In fact, amongst its mid-size competitors I would’ve previously said it comes closest to targeting the Dodge Charger than anything else available, until the Volkswagen Arteon arrived earlier this year. The Arteon, which is based on the European Passat, has effectively replaced the old CC four-door coupe. Other than being smaller and mostly lighter in weight than the near full-size domestic challenger, the two near identically sized and similarly powered imports are basically going after the same performance-oriented buyer (in the Stinger’s base trim at least), although with a single-trim base price $8k higher than the Stinger the new Arteon is pushing quite a bit further into the premium market.

Incidentally, the Stinger’s curb weight ranges from 1,729 – 1,782 kilos (3,812 – 3,929 lbs) with its as-tested 2.0-litre turbocharged four-cylinder, or 1,873 – 1,889 kg (4,129 – 4,165 lbs) with its optional V6, while the Arteon weighs in at 1,748 kg (3,854 lbs) and the Charger hits the scales at 1,823–1,980 kg (4,021–4,530 lbs). While lighter than the Dodge, the all-wheel drive Kia and VW models are nevertheless quite a bit heavier than the aforementioned mid-size front-drivers, giving the Stinger, at least (I’ve yet to test the Arteon, which is booked for late August), a more substantive and therefore premium feel.

It really does reach to a higher level inside, with luxury brand details such as fabric-wrapped A, B and C roof pillars, a soft-touch dash with a really nicely finished padded instrument panel, plus soft door uppers front and back. All of the switchgear is nicely fitted with good damping, some even aluminized for an upscale look and impressive feel, while the perforated leather is certainly good for a base model from a volume brand.

Now that I’m talking features, standard kit includes a heatable leather-wrapped flat-bottom sport steering wheel that’s sized ideally for performance and feels good in the hands, plus a leather and chrome adorned shift knob (ditto), piano black interior trim, comfortable and supportive heated eight-way power-adjustable front seats with four-way powered lumbar, an auto-dimming rearview mirror, power-folding side mirrors, dual-zone automatic climate control, LED interior lighting, ambient mood lighting, and a 7.0-inch touchscreen that’s really my only point of contention, being that it’s a bit small and doesn’t fit flush within its fixed upright mounting and therefore looks outdated.

It incorporates the usual rearview camera, Apple CarPlay and Android Auto smartphone integration, and Kia’s exclusive UVO Intelligence connected car services bundle, while the nine-speaker audio is pretty decent for a base system, even including standard satellite radio, and the wireless phone charger is a mighty impressive standard item too.

A proximity-sensing key fob gets you inside and a silver metallic button ignites the engine, again all standard kit, while the electromechanical parking brake releases automatically. The aforementioned backup camera joins standard rear parking sensors and rear cross-traffic alert to make sure the Stinger’s glittering paint remains scratch free, the latter item packaged together with standard blindspot detection. Once facing forward, simply choose the most fitting Drive Mode Select setting from Smart, Eco, Comfort, Sport or Custom, leave the eight-speed Sportmatic automatic transmission in Drive or slot the lever into manual mode to make the most of the standard steering wheel paddles, which is the best way to get all 255 horsepower and 260 lb-ft of torque out of the direct-injected turbocharged 2.0-litre four-cylinder.

It’s just the base powertrain, but thanks to 100-percent of its torque coming on at just 1,400 rpm, and all four wheels engaging the tarmac simultaneously the base Stinger pulls strongly from standstill right up to highway speeds and beyond. Its dual exhaust makes a nice rorty note, complementing the engine’s sonorous tone, the Stinger providing an enjoyable audio track to go along with its rapid acceleration. Certainly the base engine isn’t as intensely satisfying as the optional twin-turbo 3.3-litre V6, that beast making 365 horsepower and 376 lb-ft of torque (no optional powertrain is offered in the Arteon), but the turbo-four is a compromise I’d be happy to live with, especially when factoring in its much friendlier fuel economy of 11.1 L/100km in the city, 8.1 on the highway and 9.7 combined, compared to 13.6, 9.6 and 11.8 for the V6 respectively, both incidentally aided by auto start/stop technology.

The last thing you’ll be thinking about when coursing down a circuitous mountainside road is fuel efficiency, the Stinger’s fully independent MacPherson strut front and multi-link rear suspension setup, with gas shocks and dynamic dampers, tautly sprung for a firm ride that grips like a sports car, yet despite this athleticism it’s hardly punishing, the suspension plenty compliant.

Braking is strong too, four-cylinder models utilizing 320 mm (12.6 in) vented discs up front and 314 mm (12.4 in) solid rotors in the rear, with the upgraded powerplant receiving a more robust Brembo braking system featuring 350 mm (13.8 in) vented discs in front and 340 mm (13.4 in) vented discs in back.

The Stinger’s long, lean shape not only splits the air easily for maximizing high-speed aerodynamics, it also provides a decent amount of rear headroom (about three inches above my five-foot-eight frame) while lending itself nicely to non-traditional cargo access, at least for the mid-size sedan segment. Where the Optima and most everything else in the class use a conventional lidded trunk, the Stinger follows the raked liftback lead provided by four-door coupe forerunners such as Audi’s A5/A7 Sportback, BMW’s 4 Series, Porsche’s Panamera, Aston Martin’s Rapide, and back down to reality, the Arteon, this Kia’s sizeable opening making the most from 660 litres (23.3 cu ft) of capacity behind the rear seats, or for that matter expanding on the rearmost volume to a total of 1,158 litres (40.9 cu ft) when those 60/40 split seatbacks are folded down.

Yes, the Stinger is as practical to live with as it’s great to look at, wonderful to drive, and impressively finished. I’ll need to spend a week with the new Arteon to see if its higher price brings anything more than a German label, but its interior detailing will need to be mighty impressive to upstage this base Stinger GT-Line, and if recent experience with the Passat is anything to go by it may fall a bit short. With all options added the Arteon hits the road at just over $53k, which is more than even the highest priced GT Limited 20th Anniversary Edition of the Stinger that slots in at $51,495 and comes with special 19-inch alloy wheels, carbon-fibre inlays, red Nappa leather upholstery, plus red-stitched “Stinger” floor mats, whereas the mid-range GT starts at $44,995 and the regular GT Limited at $49,995 (check out the prices of all 2019 Stinger trims, packages and options at CarCostCanada, plus find out how you can save hundreds and even thousands through manufacturer rebates as well as dealer invoice pricing).

These latter two trims get unique 19-inch wheels, an upgraded suspension with Dynamic Stability Damping Control (DSDC), sound-reducing front side door glass, auto-dimming side mirrors, stainless steel door scuff plates, stainless steel sport pedals, carbon-fibre-like inlays (replacing the piano black interior trim), shift-by-wire transmission control (which replaces the base model’s shift-by-cable system) a powered tilt and telescopic steering column, driver’s side memory, an under-floor storage tray, a large “full-width” sunroof, a gesture-control powered liftgate, and a luggage net.

Lastly, the top-line GT Limited adds exclusive cornering headlamps, rain-sensing wipers, aluminum finish décor trim (in place of the carbon-fibre), a black headliner, a 7.0-inch Supervision LCD/TFT instrument cluster, a head-up display (HUD) unit, a HomeLink universal garage door opener, premium Nappa leather upholstery, ventilated front seats, heatable rear outboard seats, an upgraded driver’s seat with a four-way “air cell” lumbar support system, power-adjustable bolsters, and a powered lower cushion extension, a one-inch larger 8.0-inch centre touchscreen (that should be standard) with a 360-degree surround camera monitoring system and navigation, a 15-speaker Harman Kardon audio upgrade, adaptive cruise control, autonomous emergency braking (that’s normally standard), lane keeping assist, and driver attention alert.

So there you have it, another great car from a brand that deserves much more respect and success than it gets. Year-over-year sales of the Stinger have dropped off a bit over the first half of 2019, down 14.38 percent with 750 units down Canadian roads, but it’s getting pretty close to the Optima that’s (yikes) down 44.67 percent over the same two quarters at 872 deliveries. In case you’re wondering how it measures up to regular front-drive mid-size models, the Camry kills in this class with 8,586 unit sales over the same period (up 12.87 percent), while the Accord came in second with 5,837 deliveries (down 9.71 percent). As for the Arteon, it only found 184 customers so far this year, but it only went on sale this spring so we’ll have to wait in order to find out how well it does. The Passat, incidentally, only sold 474 units through Q2, which put it down 75.55 percent year-over-year.

Of the 14 models competing in the mid-size class (Stinger and Arteon included, and Charger considered a full-size/large car), nine have lost ground, one hasn’t been around long enough to quantify, and four have increased sales, while the Stinger’s small drop in popularity is much less worrisome than most peers, and more resultant of the entire segment’s downturn than disinterest in the car itself. I experienced just the opposite during my test week, with plenty of long smiling stares and positive nods as I drove by. The Stinger gets plenty of respect, and over the long haul should do a lot to raise Kia’s overall brand image. If you’re in the market for a great looking, sporty four-door with the practicality of a hatch, you should take a long look and a quick ride in the Kia Stinger.

News & Reviews- Tag: leather