With electric-only mobility ranging from 30 to 50 kilometres, most plug-in hybrid buyers won’t be expecting to use their EV modes much, unless their commutes or errand runs are confined to short distances,…
With electric-only mobility ranging from 30 to 50 kilometres, most plug-in hybrid buyers won’t be expecting to use their EV modes much, unless their commutes or errand runs are confined to short distances, but extending that range up to 80 km could make a PHEV viable for those with lengthier daily drives.
No doubt, Porsche is thinking along these lines with a recent announcement of up to 80 km of electric range for their future Cayenne and Panamera plug-in E-Hybrid models. When the new extended-range PHEVs arrive for 2024, they’ll offer one of the most competitive EV ranges in the industry, making these models ideal bridges to fully electric options, as they were always meant to be. Ideal for traveling long distances without the need to stop and wait while recharging, a long-range plug-in hybrid would provide a nice best-of-both-worlds alternative.
Future 911 hybrid to likely come with extended electric-only range too
As mentioned in a previous Porsche news story, the quintessential sports car brand will soon offer a hybridized version of its legendary 911 model, which should benefit from similarly long EV capability.
The upcoming 911 hybrid, scheduled to arrive in 2025, actually pulls its electric tech from the Stuttgart, Germany-based brand’s motorsport division, as well as its 919 Hybrid supercar, giving it street and track cred that few sports car competitors could even hope to match, and that’s even before factoring in that it’s a 911, one of the most celebrated road and track cars ever created.
Porsche sees EV is profits due to 42,000 Taycans sold in 2021
Worldwide Taycan sales soared to 42,000 units in 2021, making the sporty four-door EV profitable according to Lutz Meschke, Porsche’s Chief Financial Officer. What’s more, Porsche’s Macan EV will arrive in just two years, so the brand is on track to attract an entirely new eco-focused clientele.
The Macan EV will utilize the same Porsche- and Audi-designed PPE architecture that underpins the Taycan and E-Tron GT, plus the upcoming 718 Cayman and Boxster EV sports cars that will be 100-percent electric by 2025 (check out our previous Porsche story). All new Porsche BEVs boast 800-volt fast-charging capability, making them as convenient as they’re clean and responsive.
Story credits: Trevor Hofmann
Photo credits: Porsche
There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s…
There’s no hotter segment in today’s car market than the compact crossover SUV. Having started in 1994 with the Toyota RAV4, a model that was joined by Honda’s CR-V the following year, and Subaru’s Forester in 1997, this category has been bulging at the seams ever since.
Not long ago, Honda’s CR-V owned this segment, but Toyota’s RAV4 has ruled supreme since introducing its hybrid variant in 2015 as a 2016 model. This allowed Toyota to stay just ahead of the popular Honda, although introduction of the latest fifth-generation RAV4 in 2018, which now even comes in an ultra-quick plug-in RAV4 Prime variant, has helped to push the roomy RAV4 right over the top.
With deliveries of 67,977 examples in 2020, the RAV4’s sales dwarfed those of the next-best-selling CR-V by 17,842 units, plus it more than doubled the rest of the top-five contenders’ tallies last year.
Interesting as well, Toyota was one of only three models out of 14 compact crossover SUV competitors to post positive gains in 2020, with total deliveries up 4.18 percent compared to those in 2019.
Without doubt, the new RAV4’s tough, rugged, Tacoma-inspired styling is playing a big role in its success, not to mention duo-tone paint schemes that cue memories of the dearly departed FJ Cruiser. Likewise, beefier new off-road trims play their part too, as well as plenty of advanced electronics inside, a particularly spacious cabin, class-leading non-hybrid AWD fuel economy of 8.0 L/100km combined when upgrading to idle start/stop technology (the regular AWD model is good for a claimed 8.4 L/100km combined), and nearly the best fuel economy amongst available hybrids in this segment at 6.0 L/100km combined (not including PHEVs).
Another feather in the RAV4’s cap is top spot in J.D. Power’s 2021 Canada ALG Residual Value Awards for the “Compact Utility Vehicle” category, meaning you’ll hold on to more of your money if you choose a RAV4 than any other SUV on this list.
This feat is backed up by a 2020 Best Retained Value Award from the Canadian Black Book (CBB) too, although to clarify the Jeep Wrangler actually won the title in CBB’s “Compact SUV” category, with the runners up being the Subaru Crosstrek and RAV4. The fact that these three SUVs don’t actually compete in the real world gives the RAV4 title to CBB’s Best Retained Value in the compact crossover SUV category, if the third-party analytical firm actually had one.
The RAV4 was also runner-up in the latest 2021 J.D. Power Vehicle Dependability Study (VDS) in the “Compact SUV” class, while the RAV4 Hybrid earned the highest podium in Vincentric’s most recent Best Value in Canada Awards, in the Consumer section of its “Hybrid SUV/Crossover” category, plus the same award program gave the RAV4 Prime plug-in a best-in-class ranking in the Fleet section of its “Electric/Plug-In Hybrid SUV/Crossover” segment.
The 2021 Toyota RAV4 starts at $28,590 (plus freight and fees) in LE FWD trim, while the most affordable RAV4 Hybrid can be had for $32,950 in LE AWD trim. Lastly, the top-tier RAV4 Prime plug-in hybrid starts at $44,990 in SE AWD trim. To learn about other trims, features, options and pricing, plus available manufacturer financing/leasing rates and other available rebates and/or dealer invoice pricing, check out the CarCostCanada 2021 Toyota RAV4 Canada Prices page and the 2021 Toyota RAV4 Prime Canada Prices page.
Honda claims a solid second-place with its recently refreshed CR-V
Lagging behind arch-rival Toyota in this important segment no doubt irks those in Honda Canada’s Markham, Ontario headquarters, but 50,135 units in what can only be considered a tumultuous year is impressive just the same.
This said, experiencing erosion of 10.42 percent over the first full year after receiving a mid-cycle upgrade can’t be all that confidence boosting for those overseeing the CR-V’s success.
Too little, too late? You’ll need to be the judge of that, but the CR-V’s design changes were subtle to say the least, albeit modifications to the front fascia effectively toughened up its look in a market segment that, as mentioned a moment ago, has started to look more traditionally SUV-like in recent years.
Of note, the CR-V took top honours in AutoPacific’s 2020 Ideal Vehicle Awards in the “Mid-Size Crossover SUV” category, not that it actually falls into this class. Still, it’s a win that Honda deserves.
The CR-V is also second-most fuel-efficient in this class when comparing AWD trims at 8.1 L/100km combined, although the Japanese automaker has chosen not to bring the model’s hybrid variant to Canada due to a price point it believes would be too high. Hopefully Honda will figure out a way to make its hybrid models more competitor north of the 49th, as an electrified CR-V would likely help it find more buyers.
The 2021 Honda CR-V starts at $29,970 in base LX 2WD trim, while the top-line Black Edition AWD model can be had for $43,570 (plus freight and fees). To find out about all the other trims, features, options and more in between, not to mention manufacturer rebates/discounts and dealer invoice pricing, go to the 2021 Honda CR-V Canada Prices page at CarCostCanada.
Mazda and its CX-5 continue to hang onto third in the segment
With 30,583 sales to its credit in 2020, Mazda’s CX-5 remains one of the most popular SUVs in Canada. What’s more, it was one of the three SUV’s in the class to post positive growth in 2020, with an upsurge of 10.42 percent.
Additionally, these gains occurred despite this second-generation CX-5 having been available without a major update for nearly five years (the already available 2021.5 model sees a new infotainment system). This said, Mazda has refined its best-selling model over the years, with top-line Signature trim (and this year’s 100th Anniversary model) receiving plush Nappa leather, genuine rosewood trim, and yet more luxury touches.
Its Top Safety Pick Plus ranking from the U.S. National Highway Traffic Safety Administration (NHTSA) probably helped keep it near the top, an award that gives the CX-5 a leg up on the RAV4 and CR-V that only qualify for Top Safety Pick (without the Plus) status.
At 9.3 L/100km combined in its most basic AWD trim, fuel economy is not the CX-5’s strongest suit, but Mazda offers cylinder-deactivation that drops its city/highway rating to 9.0 flat.
The CX-5’s sleek, car-like lines buck the just-noted new trend toward truck-like ruggedness, while, as noted, its interior is arguably one of the most upscale in the segment, and overall performance very strong, especially with its top-tier 227 horsepower turbocharged engine that makes a commendable 310 lb-ft of torque.
The 2021 Mazda CX-5 is available from $28,600 in base GX FWD trim, whereas top-level 2021 100th Anniversary AWD trim starts at $43,550 (plus freight and fees), and the just-released top-line 2021.5 Signature AWD trim can be had for $42,750. To learn more about all the trims, features, options and prices in between, plus available no-haggle discounts and average member discounts thanks to their ability to access dealer invoice pricing before negotiating their best price, check out the CarCostCanada 2021 Mazda CX-5 Canada Prices page.
Hyundai holds onto fourth place despite slight downturn
With 28,444 units sold during the 12 months of 2020, Hyundai is so close behind Mazda in this category that its Tucson might as well be tailgating, and that’s despite losing 5.42 percent from last years near all-time-high of 30,075 deliveries.
Sales of the totally redesigned 2022 Tucson have only just started, however, so we’ll need to wait and see how well it catches on. Fortunately for Hyundai fans, and anyone else who appreciates things electrified, a Tucson Hybrid joins the fray in order to duel it out with Toyota’s mid-range RAV4 Hybrid.
This last point is important, as the conventionally-powered 2022 Tucson AWD is only capable of 9.0 L/100km combined, making the Tucson Hybrid the go-to model for those who want to save at the pump thanks to 6.4 L/100km. Of note, a new 2022 Tucson Plug-in Hybrid is now the fourth PHEV in this segment.
The 2022 Hyundai Tucson starts at $27,799 in its most basic Essential FWD trim, while the conventionally powered model’s top-level N Line AWD trim is available from $37,099. Moving up to the 2022 Tucson Hybrid will set you back a minimum of $38,899 (plus freight and fees, before discount), while this model is substitutes the conventionally-powered N Line option for Ultimate trim, starting at $41,599. The model’s actual ultimate 2022 Tucson Plug-in Hybrid trim starts at $43,499 in Luxury AWD trim, while that SUV’s top-level Ultimate trim costs $46,199. To find out about all the trims, features, options, prices, discounts/rebates, dealer invoice pricing, etcetera for each of these models go to CarCostCanada’s 2022 Hyundai Tucson Canada Prices page, 2022 Hyundai Tucson Hybrid Canada Prices page, and 2022 Hyundai Tucson Plug-In Hybrid Canada Prices page.
Nissan Rogue sees one of the biggest sales losses in the segment for 2020
While top-five placement from 25,998 sales in 2020 is nothing to sneeze at, Nissan’s Rogue is a regular top-three finisher in the U.S., and used to do just as well up here as well.
The last full calendar year of a longer-than-average six-year run saw the second-generation Rogue’s sales peter out in 2020, resulting in a year-over-year plunge of 30.73 percent. In fact, the only rival to fare worse was the Mitsubishi Eclipse Cross that lost 40.66 percent from the year prior, and that sportier model isn’t exactly a direct competitor due to its coupe-crossover-like profile. On the positive, that unique Japanese crossover earned best in its Compact XSUV class in AutoPacific’s 2021 Vehicle Satisfaction Awards, which is something Mitsubishi should be celebrating from the rooftops.
Fortunately, an all-new 2021 Rogue is already upon us, and was doing extremely well over the first half of this year, with Q2 sales placing it in third. That model provides compact SUV buyers a massive jump in competitiveness over its predecessor, especially styling, interior refinement, ride and handling, electronics, plus ride and handling, while its fuel economy is now rated at 8.1 L/100km with AWD.
The new Rogue’s overall goodness was recently recognized by the Automobile Journalist’s Association of Canada (AJAC) that just named it “Best Mid-Size Utility Vehicle in Canada for 2021”, even though it falls within the compact camp.
For those who just need to know, sixth in this compact crossover SUV segment is Ford’s Escape at 23,747 unit-sales, although deliveries crashed by a staggering 39.89 percent from 2019 to 2020, and that’s after a 9.37-percent loss from the year before, and another 9.0 percent tumble from the 12 months prior. Back in calendar year 2017, the Escape was third in the segment, but for reasons that are clearly not related to the Escape Hybrid’s best-in-class fuel economy of 5.9 L/100km combined, the Escape Plug-in Hybrid’s even more miserly functionality, or for that matter the industry’s recent lack of microchips that seem to have crippled Ford more than most other automakers, the blue-oval brand is losing fans in this class at a shocking rate.
And yes, that last point needs to be underlined, there can be many reasons for a given model’s slow-down in sales, from the just-noted chip shortage, as well as the health crisis that hampered much of 2020, to reliability issues and the age of a given model’s lifecycle, while styling is always a key factor in purchasing decisions.
All said, Volkswagen’s Tiguan sits seventh in the compact SUV category with 14,240 units sold in 2020, representing a 26.02-percent drop in year-over-year deliveries, while the aforementioned Forester was eighth with 13,134 deliveries over the same 12-month period. Chevrolet’s Equinox was ninth with 12,502 sales after plummeting 32.43 percent in popularity, whereas Kia’s Sportage capped off 2020’s top 10 list with 11,789 units down Canadian roads after a 6.71-percent downturn.
Continuing on, GMC’s Terrain was 11th with 9,848 deliveries and an 18.09-percent loss, Jeep’s Cherokee was 12th with 9,544 sales and a 30.27-percent dive, Mitsubishi’s Outlander (which also comes in PHEV form) was 13th with 7,444 units sold due to a 30.43-percent decline, and finally the same Japanese brand’s Eclipse Cross was 14th and last in the segment with 3,027 units sold and, as mentioned earlier, a sizeable 40.66-percent thrashing by Canadian compact SUV buyers.
Ford’s Bronco Sport newcomer already making big gains
The Rogue wasn’t the only SUV to shake up the compact SUV class during the first six months of 2021, incidentally, with the second honour going to the Bronco Sport that’s already outselling Jeep’s Cherokee at 2,772 units to 2,072, the Cherokee being the SUV the smaller Bronco most specifically targets thanks to both models’ serious off-road capability.
The Bronco Sport was actually ranking eighth overall when this year’s Q2 closed, beating out the Sportage (which will soon arrive in dramatically redesigned form) despite its two-position move up the charts, this displacing the Forester (which dropped a couple of pegs) and the Equinox (that’s currently ahead of the Forester).
The Cherokee, in fact, moves up a place due to sluggish GMC Terrain sales, but to be fair to General Motors, both its Chevy and GMC models (which are actually the same under the skin) would be positioned in eighth place overall if we were to count them as one SUV, while the Hyundai–Kia pairing (also the same below the surface) would rank third overall.
Make sure to check out the gallery for multiple photos of each and every compact crossover SUV mentioned in this Top 5 overview, plus use the linked model names of each SUV above to find out about available trims, features, options, pricing, discounts (when available), rebates (when available), financing and leasing rates (when available), plus dealer invoice pricing (always available) that could save you thousands on your next new vehicle purchase.
Story credits: Trevor Hofmann
Photo credits: Manufacturer supplied photos
No other automaker has sold more hybrid electric vehicles than Toyota, the brand having initiated the electrification revolution way back in 1997, and now it’s surpassed 15 million units globally. It…
No other automaker has sold more hybrid electric vehicles than Toyota, the brand having initiated the electrification revolution way back in 1997, and now it’s surpassed 15 million units globally.
It took three years to get a slightly updated version of the first-generation Prius to North America in 2000, but four generations and some interesting side roads later (notably the subcompact Prius c hatchback and tall wagon-like Prius v) Toyota’s dedicated Prius hybrid has long become legend. It has sold more examples than any other electrified car in history, but Toyota has plenty of additional hybrids to its name.
Along with the plug-in Prius Prime that allows for more EV-only range, Toyota most recently added the all-new 2020 Corolla Hybrid to its gasoline-electric lineup, while the Camry Hybrid has long been popular with those needing a larger sedan. We don’t get the Avalon Hybrid here in Canada, but the RAV4 Hybrid more than makes up for the large luxury sedan’s loss, and next year it arrives as the 2021 RAV4 Prime plug-in too, whereas the Highlander Hybrid remains the only electrified mid-size SUV available in the mainstream volume-branded sector. Additionally, Toyota offers one of the only hydrogen fuel cell-powered vehicles available today, its innovative Mirai taking the hybrid-electric concept into completely new territory.
Of note, Toyota’s 15-million hybrid milestone was partially made up by its Lexus luxury division, which adds seven more gasoline-electric models to Toyota’s namesake range of eight, including (in order of base price) the entry-level UX 250h subcompact crossover SUV, the NX 300h compact SUV, the ES 300h mid-size sedan, the the RX 450h mid-size SUV, the RX 450h L three-row mid-size SUV, the LC 500h personal sport-luxury coupe, and finally Lexus’ flagship LS 500h full-size luxury sedan (Lexus previously offered the HS 250h compact sedan, the CT 200h compact hatchback and the GS 450h mid-size sport sedan).
While 15 hybrid models from two brands is impressive, outside of Canada Toyota and Lexus provide 44 unique hybrid vehicles, while hybrids made up 52 percent of Toyota’s overall volume in Europe last year. What’s more, Toyota accounts for 80 percent of all hybrid sales globally.
Despite recently dropping the Prius v and Prius c models, Toyota shows no signs of slowing down hybrid integration, or continuing to develop its hydrogen fuel cell and full electric programs moving forward. Back in June last year, Toyota Executive Vice President Shigeki Terashi announced that half of the automaker’s global sales would be electrified by 2025, which is five years more aggressive than previously planned. This would likely be a mix of hybrid (HEV), plug-in hybrid (PHEV), and fully electric (BEV) vehicles, but Terashi was clear to point out that an entirely new line of BEVs would be designed for global consumption, and while Toyota had previously spoken of 2020 for the launch of its first BEV, our current global health problem and concurring financial challenges will likely interfere with this plan.
Story credit: Trevor Hofmann
Photo credits: Toyota
Well, I’ve done my cursory scan of Toyota Canada dealer websites, and yes in fact there are new 2019 Prius Prime models available in most provinces. This means you can still get some great discounts…
Well, I’ve done my cursory scan of Toyota Canada dealer websites, and yes in fact there are new 2019 Prius Prime models available in most provinces. This means you can still get some great discounts at the retail level, plus Toyota is offering zero-percent factory leasing and financing for the 2019 model, compared to a best of 2.99 percent for the 2020.
If your lease is expiring amidst the COVID-19 outbreak we’re all currently enduring, or you just need a new vehicle, most dealerships are still running with full or partial staff, but the focus these days is more on service than sales. It’s not like you can go on a test drive or even sit in a car, but those wanting to take advantage of end-of-model-year deals or special financing/lease rates should try purchasing online, after which your local dealer will prep the vehicle and hand over the keys, while wearing gloves no doubt.
Being that we’re so far into the 2020 calendar year, let alone the 2020 model year, let’s talk about all the improvements made to the 2020 Prius Prime so you can decide whether to save on a 2019 or pay a little more for a 2020. For a bit of background, Toyota redesigned the regular Prius into this current fourth-generation model for the 2016 model year and added the plug-in hybrid (PHEV) Prime variant for 2017. The standard hybrid version received a fairly extensive refresh for 2019 that cleaned up its styling for more mainstream appeal, which incidentally didn’t affect the car being reviewed here, but that said the 2020 Prius Prime has been given some significant updates that we’ll overview now.
For reasons I can’t quite explain, early Prius Primes came standard with gloss white interior trim on the steering wheel and shifter surround, which stood in stark contrast to the glossy black plastic everywhere else. What’s more, they fixed a large centre console between the rear outboard seats that reduced seating to four for 2019, a problem now remedied for 2020 so that the new Prime can carry five. Both issues made me wonder whether or not Toyota’s design team wasn’t initially taking notes on Chevy’s first-gen Volt, and by doing so had decided that shiny white interior plastic and a fixed rear centre console were prerequisites for plug-in hybrids. Fortunately, the Volt’s design team chose to go all black and remove the rear centre console for its second-generation design (that was much too closely aligned to the Chevy Cruze and has since been discontinued along with its non-electrified gasoline/diesel-fed platform mate), and as it appears the interior design team at Toyota followed Chevy’s lead with the same deletions for the updated 2020 Prius Prime.
Additional 2020 updates include standard Apple CarPlay, SiriusXM satellite radio, sunvisor extenders, and a new easier-to-access switchgear location for the seat warmer toggles, plus two new standard USB-A ports for rear passengers.
Trims don’t change going into 2020, with the base model once again being joined by Upgrade trim, the latter of which can be improved upon by a Technology package. According to CarCostCanada, the base price for both model years is set to $32,990 plus freight and fees, but take note that Toyota now throws in a tonneau/cargo cover for free, something that used to be part of the Technology package, thus reducing the latter package’ price from $3,125 to $3,000. This isn’t the only price that goes down for 2020, however. In fact, the Upgrade trim’s price tag drops $455 from $35,445 to $34,990, for reasons they don’t explain.
Prius Prime’s Upgrade trim adds a 4.6-inch larger 11.6-inch infotainment touchscreen with navigation (that replaces the Scout GPS Link service and its three-year subscription), wireless phone charging, Softex breathable leatherette upholstery, an eight-way power driver’s seat (that replaces the six-way manual seat used in the base model), illuminated entry with a step lamp, a special smart charging lid, plus proximity-sensing keyless access for the front passenger’s door and rear hatch handle (it comes standard for the driver’s door), but take note the move to Upgrade trim deletes the Safety Connect system including its Automatic Collision Notification, Stolen Vehicle Locator, Emergency Assistance button (SOS), and Enhanced Roadside Assistance program (three-year subscription).
The Technology package included with my tester adds fog lights, rain-sensing wipers, a really handy head-up display, an always welcome auto-dimming rearview mirror, a Homelink remote garage door opener, a great sounding 10-speaker JBL audio system, helpful front clearance parking sensors, semi-self-parking, blindspot monitoring, and rear cross-traffic alert.
It would be low hanging fruit to insert a joke right now about the need for blindspot monitoring and the equal requirement of watching your mirrors in a car that produces a mere 121 net horsepower and an unspecified amount of torque, not to mention an electronic continuously variable automatic (CVT) that’s hardly sporty, all of which might cause traffic to zip past as if it was standing still, but like with all hybrids the Prime isn’t as slow as its engine specifications suggest. Electric torque is immediate, needing no time to spool up revs like an internal combustion engine, and while all-wheel drive isn’t available with this plug-in Prius, the front wheels hook up well off the line for acceleration that’s more than adequate when taking off from stoplights, merging onto highways and passing large, slow moving highway trucks.
The Prime is also quite capable through the corners, but like it’s non-plug-in Prius sibling it’s set up more for comfort than speed, with very good ride quality considering its low rolling resistance tires. What’s more, its extremely tight turning circle made it manoeuvrable in confined parking spaces. This is exactly the way most Prius owners want their car to behave, because optimizing fuel economy is the end game, after all. To that end the 2019 Prius Prime has an exceptionally good Transport Canada rating of 4.3 L/100km in the city, 4.4 on the highway and 4.3 combined, compared to 4.4 city, 4.6 highway and 4.4 combined for the regular Prius, and 4.5, 4.9 and 4.7 respectively for the AWD version. Of course, the Prime is a plug-in hybrid (PHEV) so you could theoretically drive solely on electric power if you had the patience and practical ability to recharge it every 40 kilometres or so, which is its claimed EV range.
Possibly an even greater asset is the ability to park the Prime at coveted charging stations that are almost always right next to the doors of shopping malls and other facilities. Better yet, with appropriate stickers attached to the rear bumper you can use the much faster HOV lane on your way home during rush hour traffic when alone.
Toyota follows up the Prime’s comfort-oriented luxury driving experience with a cabin that’s actually quite refined as well. Below and between a set of fabric-wrapped A pillars, the Prime gets a soft-touch dash top and instrument panel, including a sound-absorbing soft-painted composite under the windscreen, plus soft-touch front door uppers, padded door inserts front to back, and nicely furnished armrests. Toyota added some attractive metallic and piano black lacquered detailing across the instrument panel, the latter blending nicely into the extra-large optional 11.6-inch vertical touchscreen display at centre (which as noted replaces the base model’s 7.0-inch display in Upgrade trim).
Before I delve into that, each Prius Prime gets an ultra-wide albeit somewhat narrow digital gauge cluster up on the dash top in the centre position, but it’s canted towards the driver with most primary functions closer to the driver than passenger, so it feels a little more driver-centric than in past versions, and certainly didn’t cause me any problem. In fact, I found it easy to glance at without having to take my eyes fully from the road, and it’s a nice gauge cluster to look at too, thanks to attractive graphics with rich colours, deep contrasts, and crisp resolution. When upgrading to the aforementioned Technology package it’s complemented by a monochromatic head-up display that can be positioned for driver height. It places key info directly ahead of the driver for optimal visibility.
Back to the big vertical centre touchscreen, it really makes a grand statement upon entry, mimicking Tesla in some respects. It was easy to use, and featured a wonderfully large, near full-screen navigation map, while the bottom half of the screen can be temporarily used for other commands via a pop-up interface.
That Softex pleather mentioned a moment ago is actually quite nice, and truly breathes better than most synthetic hides. The driver’s seat is extremely comfortable with good lower back support that’s enhanced via two-way powered lumbar adjustment, while the side bolsters are really impressive too. The tilt and telescopic steering column also gave me ample reach, so therefore I was able to get comfortable and feel in control of the car, which hasn’t always been the case with Toyota products.
The steering wheel rim is pleather-wrapped too, and wonderfully soft, while it also features a heatable rim that was oh so appreciated during winter testing. The switchgear on the two side spokes was high in quality, which can be said for the rest of the car’s buttons, knobs and switches too. The quick access buttons around the outside of the infotainment system are touch-sensitive, which is a nice “touch,” sorry for the pun. Speaking of touch, I still love the electric blue digital-style shift knob that’s always been part of the Prius experience. All in all, this latest, greatest Prius is a high quality product from front to back.
Toyota doesn’t go so far as to wrap the rear door uppers in soft-touch synthetic, but the rest of the rear cabin is finished just as nicely as that up front. This even goes for the aforementioned centre console fixed between the two rear seats, which includes some nice piano black lacquer around the cupholders as well as a comfortable centre armrest sitting atop a storage bin below. I noted its removal as a bonus for the 2020 model, but if you don’t have kids or grandchildren to shuttle, it’s a very nice feature that rear passengers will certainly appreciate. On this note, I was surprised to find individual rear buckets in back, this giving the car a much more premium look and feel than others in the class. There’s plenty of space to stretch out back there too, both for legroom and headroom, while thanks to good lower back support I was thoroughly comfortable as well. Additionally, Toyota includes a vent on the sides of each seat, which helps to cool off the rear passenger area nicely.
The cargo compartment is wide and spacious, although it’s fairly shallow due to the large battery positioned below the load floor. There’s also a small covered storage area complete with a portable charging cord hiding below the rearmost portion of that floor. The rear seats fold forward in the usual 60/40 configuration, but they sit quite a bit lower than the cargo floor so it’s not a completely flat surface. Such are some compromises often made when choosing a plug-in electric vehicle, although this point in mind the Hyundai Ioniq PHEV, the Prime’s closest competitor now that the Volt is gone, didn’t have this problem (it’s cargo floor sits a bit lower than its folded rear seatbacks, which incline slightly as with most cars in this class).
Now that I’m grumbling (although that wasn’t much of a complaint), I will never understand why the Prius has always had a beeping signal inside the car when reversing. It can only be heard from within the car, which makes it one of the strangest features ever created for any car, and serves absolutely no purpose. I mean, if you’re not aware enough to know that you put your car into reverse then you really shouldn’t be behind the wheel. The need for a beeping signal to remind when you’re in reverse is absolutely silly, and in fact it audibly interferes with the parking sensor beep, which goes off at the same time. Please, Toyota, rectify this ridiculous feature once and for all. Now that was a decent grumble.
Of course, the annoying reverse beeper hasn’t stopped the Prius from becoming the world’s best-selling hybrid-electric vehicle, and this latest incarnation fully deserves to wear the coveted blue and silver nameplate, whether in regular, AWD or PHEV form.
Porsche’s entirely redesigned third-generation Cayenne only just arrived on the scene as a 2018 model, but as is always the case with the iconic German sports car and sporty SUV brand, new trim levels…
Porsche’s entirely redesigned third-generation Cayenne only just arrived on the scene as a 2018 model, but as is always the case with the iconic German sports car and sporty SUV brand, new trim levels have been expanding the line since then.
From a modest 335 horsepower base V6-powered model up to a stimulating 541 horsepower Turbo version, with a 434 horsepower Cayenne S and a 455 net-horsepower Cayenne E-Hybrid filling the void, Porsche’s Cayenne arsenal seems all-encompassing, although as we’ve just found out it will soon take a marked turn upward in performance and price.
Taking a cue from the 2018 Panamera line, Porsche will be adding a great deal more performance through its plug-in E-Hybrid powertrain, with the all-new Cayenne Turbo S E-Hybrid pushing out a stunning 670 net horsepower, 541 of which comes from the Internal Combustion Engine (ICE), and 134 of which is derived from the electric motor.
The luxury marque’s sport-tuned eight-speed Tiptronic S automatic transmission comes as standard kit, as does Porsche Traction Management (PTM), its active all-wheel drive system. It transmits twist through an electronically variable, map-controlled multi-plate clutch, while an automatic brake differential (ABD) and anti-slip regulation (ASR) are also on the standard equipment list.
Along with all the electrified and twin-turbo 4.0-litre V8 horsepower, the new Cayenne Turbo S E-Hybrid produces a shocking 663 lb-ft of combined torque, including 567 lb-ft from the ICE and 295 lb-ft from the electric motor, allowing it to catapult from standstill to 100 km/h in a supercar-like 3.8 seconds with its standard Sport Chrono Package, or an even more amazing 3.6 seconds with its available Lightweight Sport Package, all before achieving a 295-km/h (183.3-mph) claimed top track speed.
Being that the Cayenne Turbo S E-Hybrid is a plug-in electric vehicle, or PHEV, it can fully rely on motive power from its 14.1-kWh battery over short distances of approximately 40 kilometres. This means owners can achieve zero local emissions quick commutes to and from work, or for running errands near home.
The Cayenne Turbo S E-Hybrid’s lithium-ion battery, which is stowed under the cargo floor, takes just 6 hours to completely recharge when connected to a 230-volt Level 2 household-type charger, but Porsche promises a mere 2.4 hours from a 400-volt supercharger.
Cayenne Turbo S E-Hybrid owners can also download a smartphone app capable of remotely monitoring the charging process. Additionally, this app can prepare the SUV’s automatic climate control system to chosen settings, similarly to how a remote start system can do likewise, but this Cayenne PHEV application only employs the battery for such purposes, rather than the ICE.
The new 2020 Cayenne Coupe, a more sporting version of the regular Cayenne, will also receive a top-tier Turbo S E-Hybrid trim line. For those not familiar with Porsche’s sleek new addition to the Cayenne lineup, it features a 20-millimetre lower roofline along with a new front windshield that comes framed within shallower A pillars, as well as much more radically tapered rear side windows, totally reshaped rear doors, remoulded rear quarter panels, and a completely new back bumper featuring an integrated license plate holder. These changes result in a minor 19-mm (0.7-inch) increase to the sportier SUV’s width, which when combined with the aforementioned lower height allows for a more aggressive stance than the traditional Cayenne.
A few additional Cayenne Coupe upgrades include a standard adaptive rear spoiler, individual second-row bucket-style sport seats separated by an open centre console bin, plus a standard 2.16-cubic-metre fixed glass panoramic sunroof with an integrated roller sunshade, or an optional lightweight carbon-fibre panel.
The Cayenne Turbo S E-Hybrid, which is now available to order with expected deliveries in early 2020, can be purchased for a lofty $182,200 plus freight and fees, which is $40,400 more than the current 2019 Cayenne Turbo, and more than double the price of the base Cayenne that can be had for just $76,700. The new even sportier looking Cayenne Turbo S E-Hybrid Coupe, which is said to perform identically to the conventional upright version, is available from $187,100, making it $39,100 pricier than the Cayenne Turbo Coupe, and once again more than twice the price of the $86,400 base Cayenne Coupe.
By the way, you can see all 2020 Porsche Cayenne pricing at CarCostCanada, including trims, packages and individual options, plus you can also learn about money-saving rebates as well as dealer invoice pricing that could save you thousands.
As usual we’ve added all the available Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupe photos to our gallery above (including some cool pictographs), and provided the only video Porsche has produced for the new models below. Enjoy!
The new Cayenne Turbo S E-Hybrid Coupé: A master of balance (1:00):
Mercedes-Benz parent Daimler AG has announced that it will offer a carbon-neutral model lineup by 2039, only 20 years from today. The German automaker already provides environmentally-focused buyers…
Mercedes-Benz parent Daimler AG has announced that it will offer a carbon-neutral model lineup by 2039, only 20 years from today.
The German automaker already provides environmentally-focused buyers plenty of green offerings, including 48-volt hybrid EQ-Boost models such as the CLS, E-Class Coupe, E-Class Cabriolet and upcoming GLE 580 4MATIC, as well as plug-in hybrid entries such as the GLC 350e 4MATIC, S560e, etcetera, and will follow these up soon with the mid-sized all-electric EQC crossover SUV, plus a smaller compact battery-electric car based on 2018’s Concept EQA, so they’re well on the way.
Still, Mercedes’ new plan is amongst the most ambitious in the auto industry, and therefore is appropriately called Ambition2039. The company plans to electrify 50 percent of its new vehicles by 2030, with its fleet comprised of hybrids, plug-in hybrids and fully electric models.
“Let’s be clear what this means for us: a fundamental transformation of our company within less than three product cycles,” stated Ola Källenius, Chairman of the Board of Management of Daimler AG, and head of Mercedes-Benz Cars since the baton was passed over to him by his predecessor, Dieter Zetsche on May 22nd, 2019. “That’s not much time when you consider that fossil fuels have dominated our business since the invention of the car by Carl Benz and Gottlieb Daimler some 130 years ago. But as a company founded by engineers, we believe technology can also help to engineer a better future.”
Daimler made a major commitment to electrify its new vehicle range with an investment of $15.8 billion CAD ($11.7 billion USD) last year, promising to develop more than ten all-electric vehicles ahead of electrifying its entire Mercedes-Benz new car range.
In preparation to achieving this aspiring goal, Källenius committed Mercedes to working with all partners in an effort to minimize EV production costs as well as make improvements in range and performance, while the three-pointed star brand also projects diversifying its lineup of EVs to vans, trucks, and buses. Additionally, Daimler also plans to continue its investments into alternative technologies, including fuel cells, which it uses now in its GLC F-CELL, the world’s first electric vehicle to combine a fuel-cell and a plug-in battery, and expects to use in larger commercial applications like city buses.
Making its new vehicle lineup carbon-neutral only satisfies part of its agenda, mind you, because Daimler has targets on greening its production facilities too. In fact, it currently uses renewable energy for at its Factory 56 in Sindelfingen, with the result already being CO2 neutrality.
“In ‘Factory 56’, we are consistently implementing innovative technologies and processes across the board according to the key terms ‘digital, flexible, green’,” stated Markus Schäfer, Member of the Divisional Board Mercedes-Benz Cars, Production and Supply Chain. “We create a modern workspace with more attention to individual requirements of our employees. All in all, in ‘Factory 56’ we are significantly increasing flexibility and efficiency in comparison to our current vehicle assembly halls – and of course without sacrificing our top quality. In this way we are setting a new benchmark in the global automotive industry.”
The automaker added that each of its European factories would follow suit by 2022, pointing to its engine factory in Jawor, Poland as an example of more environmentally and economically efficient already, due to its use of renewable energies.
Also notable, the automaker is transitioning from a value chain to a value cycle, being that Mercedes models now incorporate an 85-percent potential-recycling ratio. Also, Daimler will assist its suppliers in reducing their carbon footprints.
“We prefer doing what our founders have done: They became system architects of a new mobility without horses. Today, our task is individual mobility without emissions,” said Källenius. “As a company founded by engineers, we believe technology can also help to engineer a better future.”
Ask most Canadians to name an electric car and Toyota’s Prius will more often than not get the credit, but the true global EV leader is Nissan’s Leaf. The Prius isn’t actually an electric vehicle,…
Ask most Canadians to name an electric car and Toyota’s Prius will more often than not get the credit, but the true global EV leader is Nissan’s Leaf.
The Prius isn’t actually an electric vehicle, but rather a hybrid that still relies on a gasoline-powered internal combustion engine to get it from point A to B, while using its battery and electric motor for very low-speed (less than 20 km/h), short-distance travel (parking lots) as well as supplemental power to reduce fuel consumption and therefore improve emissions. Toyota now produces a plug-in hybrid dubbed Prius Prime that allows longer EV-mode distances at higher speeds, but its consumer take-rate has been very modest, while the automaker has no full EV available in our market.
The Nissan Leaf, on the other hand, is 100-percent electric, relying solely on its battery and electric motor for propulsion, and therefore requiring regular refills from home and/or public charging stations, instead of the local gas station like the Prius. Where the Prius has long been the world’s best-selling hybrid, the Leaf is similarly dominant when it comes to electric vehicles, having delivered more than 390,000 units since it arrived on the market in 2010.
Wanting to make sure it holds onto that leadership title, Canadians can now purchase the 2019 Leaf with its regular battery as well as with a more potent powertrain featuring stronger acceleration and greater range. The regular Leaf will continue to use a 40-kWh battery and 110-kW (147-horsepower) electric motor resulting in 243 kilometres of estimated driving distance per complete charge, and will also remain the model’s value leader at $40,698. The new Leaf Plus, however, will house a 62-kWh battery within its floorboards, connecting through to a 160 kW (214 hp) electric motor for an estimated 363 km of range, starting at $43,998.
“With the addition of LEAF PLUS, the Nissan LEAF is now available with two battery options and a choice of four trim levels – each featuring the many advanced technologies offered under the banner of Nissan Intelligent Mobility,” said Steve Rhind, director of marketing, Nissan Canada Inc.
To clarify, the 2019 Leaf is available in four trims as of April, including the just noted $40,698 Leaf SV, the $43,998 Leaf S Plus, the $46,598 Leaf SV Plus, and finally the $49,498 Leaf SL Plus, along with a $1,950 freight charge added across the line.
This means the regular Leaf S that was available as a 2019 model mid-way through last year and earlier this year for just $36,798 ($3,900 less than the new base model), and the regular Leaf SL that added features like leather upholstery (actually two-tone black and grey perforated leather and microfibre-like Bio Suede PET cloth), an Intelligent Around View Monitor, Driver Attention Alert, seven-speaker Bose premium audio, turn signal repeaters integrated within the side mirror caps, and more for just $42,698, will no longer be available for order in Canada (they’re still offered in the U.S.), although you may still be able to find them at your local dealer.
An upcharge of $5,900 for more power and approximately 120 km (or about 50-percent) more range might seem like a steep ask for what is basically the same car in mid-range Leaf SV trim, but it’s important to note the non-powertrain/charging system differences between the regular base Leaf and Leaf Plus trims.
For instance, buyers opting for the new Leaf S Plus receive a modified front fascia design integrating unique blue highlights, an “e+” logo plate on the underside of the charge port lid, and new rear badges depending on trim level, while additional standard upgrades include Intelligent Forward Collision Warning (I-FCW), Rear Door Alert (that reminds if something or someone has been left in the back seat when arriving at your destination), and a one-inch larger centre touchscreen measuring 8.0 inches diagonally (the base 5.0-inch display is no longer available).
It should also be noted that both regular Leaf SV and Leaf S Plus models now fill their infotainment systems with standard navigation, Apple CarPlay, Android Auto, satellite radio, and more, but only SV trims offer voice recognition, NissanConnect EV (for remotely connecting via your smartphone), two more audio speakers for a total of six, and more.
Also notable, the $3,300 less expensive Leaf SV adds 17-inch alloy wheels compared to 16-inch alloys with the Leaf S Plus, as well as fog lamps, an electromechanical parking brake (instead of a foot-operated one), an auto-dimming rearview mirror, a Homelink universal remote, an eight-way powered driver’s seat with two-way power lumbar support, a cargo cover, and a host of advanced driver assistive systems such as Automatic Emergency Braking (AEB) with pedestrian detection (which inherently includes the SV Plus model’s Intelligent Forward Collision Warning), High Beam Assist, Intelligent Cruise Control with Full Speed Range and Hold, ProPILOT Assist semi-autonomous self-driving, Steering Assist, Blind Spot Warning, Intelligent Lane Intervention, Rear Cross Traffic Alert, and more.
The list of features just noted is also standard with the new Leaf SV Plus, while a shortlist of luxury items covered earlier in this story, when mentioning the now outgoing Leaf SL, also gets pulled up to new Leaf SL Plus trim, albeit with a sizeable price difference of $6,800 due to its performance and range improvements.
This is a good time to explain that many EV owners look at range performance in a similar light to how traditional car buyers might be willing to pay more for quicker straight-line acceleration and better at-the-limit handling. Either way, the new Leaf Plus is “ensuring that there’s a Nissan LEAF to meet the driving needs of a wider range of customers,” stated a press release.
With respect to those more traditional performance conventions, despite hitting the scales at 1,737 kilos (3,831 lbs) instead of 1,580 kg (3,483 lbs), thenew Leaf Plus is 13 percent quicker off the line than the regular Leaf, which Nissan says will allow its drivers to “confidently pass slower-moving vehicles, exit corners faster and more seamlessly, and merge easily with fast-moving traffic.” What’s more, the Leaf Plus’ top speed is 10 percent higher, which Nissan says is beneficial “for comfortable cruising.”
Many will find its faster charging capability an even better reason to ante up for the Leaf Plus. It comes with a new standard 100kW-capacity quick charging system that allows more efficient charging of up to 80-percent in only 45 minutes (according to the Nissan Canada’s retail website). If you can only find a 75-kW DC quick charger it will take just 5 minutes longer (50 minutes) to reach that 80-percent total, or an hour with a 50-kW DC quick charger (the regular Leaf needs about 40 minutes for an 80-percent charge with the same 50-kW DC quick charger, but can’t hook up to either 75-kW or 100-kW DC faster chargers).
Lastly, a regular 240-volt home charging station will completely fill the new Leaf Plus’ battery after approximately 11.5 hours, which is only 3.5 hours more than the regular Leaf requires, and take note the Leaf Plus can also receive an extra 35 km of range after about 60 minutes of being plugged into this less potent charging station.
Utilizing resources in mind, both Nissan EVs are incredibly efficient, with their energy equivalent ratings measuring 1.9 Le/100km in the city and 2.4 on the highway for the regular Leaf, or 2.1 Le/100km city and 2.5 highway for the Leaf Plus. Of course, litres of gasoline never enter the picture, but the Le/100km rating can be used as a guide to help those new to electric vehicles understand how their energy consumption more directly compares with an equivalent gasoline-powered vehicle, and how the energy use of EVs compare to each other.
Also important, the more capable Leaf Plus battery doesn’t impact interior passenger or cargo volume one iota, with front and rear seating still generous in all dimensions, and the rear cargo area capable of swallowing up a sizeable 668 litres (23.6 cubic feet) with its 60/40-split rear seatbacks upright, and 849 litres (30.0 cubic feet) when they’re folded flat.
If saving a few thousand is more important to you and your budget than increasing performance and range, or alternatively purchasing a more luxurious Leaf SL for considerably less money, make sure to contact your local Nissan dealer as they may have regular 2019 Leaf S and SL stock still available. Then again, if the charging benefits, extended range and added performance of the new Leaf Plus appeal more, these new models are now starting to arrive at said retailers across Canada.
To learn more about all 2019 Nissan Leaf and Leaf Plus trims, packages and standalone options, including pricing on each, plus find out about available rebates and dealer invoice pricing that could save you thousands, make sure to check out CarCostCanada.
Infiniti has been electrifying its luxury car lineup since 2011, but so far it hasn’t gone so far as to bring a full EV to market, instead relying on hybrids to fill the bill. This said its mid-size…
Infiniti has been electrifying its luxury car lineup since 2011, but so far it hasn’t gone so far as to bring a full EV to market, instead relying on hybrids to fill the bill.
This said its mid-size E-segment Q70 Hybrid is no longer available in Canada and appears to have disappeared from its U.S. division’s website for 2019 as well, but the smaller Q50 Hybrid remains a formidable challenger in the D-segment thanks to a brand-wide focus that’s always been as much about efficiency as performance— seven years ago the original M35h set an official Guinness world record for fastest acceleration from a production hybrid. Still, while a strong effort so far, these two models only represent the beginnings of Infiniti’s road to electrification.
Such was made clear by Nissan chief executive officer Hiroto Saikawa who, as part of his address at the Automotive News World Congress in January, told the audience that the Infiniti brand would almost entirely be comprised of electrified vehicles after 2021, and furthermore he predicted that half of the luxury division’s sales would either feature a hybrid or a pure electric powertrain by 2025.
Based on calendar year 2017 sales of 153,415 units globally (which was an increase of 11 percent over 2016), this means about 75,000 new Infiniti vehicles will be rolling off of Infiniti production lines with electrified powertrains in just seven years.
According to Saikawa, Infiniti will rely on parent company Nissan’s new range-extending electric motor-powered technology dubbed ePower for future hybrid powertrains, a system that applies a unique EV strategy.
First off, unlike plug-in hybrids that are gaining popularity today, the ePower system can’t be plugged in. What’s more, it doesn’t use its gasoline-powered internal combustion engine (ICE) for propulsion, but rather it merely recharges the battery, which in turn powers an electric motor that drives the wheels.
Infiniti’s future electrified vehicle platform architecture, announced in April during a special Auto China preview event at the Infiniti Brand Experience Center in Beijing, has been heavily inspired by the recent Q Inspiration concept first shown at January’s Detroit show. Infiniti plans to produce an electrified vehicle on this new platform as one of five upcoming models to be built in China.
“Infiniti is developing a new platform for electrified vehicles inspired by the Q Inspiration concept car, which shows the new design language for the age of autonomy and electrification,” said Infiniti chairman and global president Roland Krueger. “We very much had China in mind when designing the Q Inspiration, which shows a very sporty, performance-oriented electric concept, with a much bigger interior space.”
While China has become a global leader in automotive powertrain electrification in recent years, new trade disputes between the second-largest global economy and the current U.S. administration governing the world’s largest economy, may result in strategies changing for Infiniti and other manufacturers already importing vehicles across the Pacific or considering doing so.
Of note, the Q Inspiration concept is not only being touted as inspiration for future Infiniti electrified vehicles’ platform architectures and powertrains, but is also said to be reflective of future Infiniti styling.
“The Q Inspiration concept car takes the traditional sedan architecture to its next stage of evolution,” said Karim Habib, Infiniti executive design director. “A shift towards smarter, more compact and less intrusive powertrains; We were able to create an alternative form with flowing gestures, more engaging in character and more enriching in experience. With its long cabin, balanced proportions and muscular stance, the concept heralds in a new era for Infiniti models.”