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Two weeks of living with two trims of Kia’s latest Seltos, and it’s now easy for me to understand why this little crossover has become such a popular option in the subcompact SUV segment. The Seltos…

New Car Reviews

2021 Kia Seltos EX and SX Road Test

Two weeks of living with two trims of Kia’s latest Seltos, and it’s now easy for me to understand why this little crossover has become such a popular option in the subcompact SUV segment.

The Seltos came out of nowhere in 2020, only to rise up to fourth overall in a category with no less than 22 offerings last year (it’s grown to 25 since). This just might be unprecedented success, and is especially impressive when considering that Kia already offers the eighth-placed Soul and 18th most popular Niro. The Soul, incidentally, is available in regular internal combustion or electric variants, whereas the Niro comes with conventional, plug-in hybrid, or EV powertrains. The Seltos is only gasoline-powered so far, which says a lot about our current purchasing habits when contrasted against the direction our various governments and many special interest groups are pointing us in, although hybrid and/or EV powertrains will likely follow thanks to shared architecture with the Hyundai Kona Electric.

2021 Kia Seltos SX — Stylish and nearly identical from front to back in EX to SX (shown) trims, It’s easy to see why this Kia has quickly become so popular.

Hyundai-Kia’s B-SUV platform (that’s formed off the back of the Rio’s K2 platform) is a major Seltos positive, as the Kona, in regular or EV form, a good SUV to share underpinnings with considering its number-one position in segment sales, with a lead of nearly one-third over the next-most-popular Subaru Crosstrek.

The Canadian numbers were 31,733 to 22,161 units in 2020, while the third-place Nissan Kicks managed 14,149 deliveries, and fourth-place Seltos came close to achieving podium placement with 13,016 sold examples of its own. It skipped right by some category diehards too, such as Honda’s (somewhat long-in-tooth) HR-V that was only able to pull in 12,068 sales, Nissan’s Qashqai at 11,074 units, Hyundai’s Venue with 10,740 deliveries, and the Soul with 9,869. The rest are all in the four figures, some like Jeep’s Renegade and Fiat’s 500X (basically the same SUV under very different skins) only capable of finding 362 and 35 respective buyers apiece.

To be clear, the subcompact crossover SUV segment is really split up into two parts, with the Seltos slightly larger than some of those just mentioned, particularly Nissan’s Kicks and Hyundai’s Venue. While most expect something smaller to arrive in Kia’s lineup soon, along the lines of the truly subcompact Venue, the $21,295 Soul claims that spot for now, despite being almost identical to the Seltos in cabin size and cargo capacity. Your reasons for choosing either will come down to personal styling preferences, plus the $23,395 Seltos’ more modern dash layout, how the two drive (electrically-enhanced included), and possibly the need to save a couple of thousand for a non-EV Soul, whereas the significantly smaller Venue is better suited to four occupants and much less gear, albeit for considerably less initial money (with a base of $18,199) and better ongoing fuel economy (I covered the 2021 Venue here).

It might also be helpful to understand some of the industry trends, and particularly how Hyundai and Kia fit in with respect to this. The macro trend sees car buyers migrating to crossover SUVs, and to that end Hyundai now uses its Venue as the most affordable gateway into its brand, having discontinued its subcompact Accent 5 Door hatchback after the 2020 model year (and Accent sedan before that). Kia, on the other hand, still sells its Rio 5 Door, having only dropped the four-door sedan version of this car after 2020, and by so doing makes sure that its conquest pathway is much more affordable. Where Hyundai is now asking $3,250 more for a Venue than it was for an Accent, Kia is able to pull in buyers with budgets of $17,295 (which admittedly is much pricier than the previous $15,495 2020 Rio 5-Door or even more affordable $14,845 2019 Rio sedan—notably the 2020 Rio sedan wasn’t available in cheaper LX trim at all, causing that year’s base LX+ sedan to start at $18,045), and a 5- to 10-percent difference is a lot when on a tight budget.

Comparatively to either the Rio or Venue, the Seltos might seem like a luxury SUV. First off, it appears more upscale from the outside than either, with a sportier character than the cute, albeit somewhat awkward looking Hyundai; the Venue’s big grille on a small SUV styling won’t be for everyone. The Seltos’ lines are comparatively clean, uncluttered, and, to my eyes at least, attractive, starting with a wide, relatively narrow front grille opening, and expanding outward via stepped headlamp clusters, which include a set of unique-looking LEDs in top-level trims. A tight, tidy rear design incorporates a good helping of metal brightwork and optional LED tail lamps, while attractive 16-, 17- and 18-inch alloy wheels can be found across the entire line.

Specifically, the 16-inch alloys are only included with the base Seltos SX FWD model, meaning the move up to SX AWD pushes wheel-size out another inch. All other trims include standard AWD, while the wheels remain 17 inches in diameter right up to the SX Turbo, that gets gorgeous machine-finished 18s with cool red-accented centre caps, although the mid-range EX Premium (one step above the EX) includes a sharp set of machine-finished 17-inch rims.

The two models I tested over a back-to-back two-week stint included EX and SX trims, the former featuring the more fuel-economy-oriented Atkinson-cycle enhanced 2.0-litre four-cylinder engine making 146 horsepower and 132 lb-ft of torque, while mated to a continuously variable transmission (CVT). The latter, on the other hand, came standard with the brand’s 1.6-litre direct-injection Turbo, resulting in a more spirited 175 horsepower and 195 lb-ft of torque, plus a much quicker shifting seven-speed dual-clutch automatic transmission. These two very unique trims gave me a good feel for what Kia has on offer across the entire Seltos range.

The lesser EX model is seen here in Neptune Blue, with its 17-inch grey-painted twinned five-spoke alloys, whereas the top-line SX Turbo wears Lunar Orange, along with the sportier 18-inch rims I mentioned a moment ago. Both are premium paints that incur a reasonable $250 upcharge, this being the same for all eight colour options except base Onyx black.

Rather than pore over feature details, all of which you can look up for yourself on the automaker’s retail website, I’ll cover some of those items I particularly appreciated and/or found lacking in my test models, plus share my experiential notes, continuing from previous exterior styling comments over to thoughts about the interior, especially its more conventional hooded instrument panel layout and tablet-style infotainment display than the more premium Mercedes-like dual-screen setup found in the recently updated mid-size Sorento and upcoming (slightly larger than its predecessor) compact 2023 Sportage (which looks similar to what I’ve already tested in the 2022 Hyundai Tucson).

The more futuristic dash design appears to be the way Kia is going, having even updated its various looks and functionality since the fabulous Telluride that I covered a few months ago. Instead, the Seltos’ dash layout appears more like the Niro’s and other older models. It’s highly utile, with a nicely shrouded hood shading dual analogue dials bookending a 3.5-inch, colour multi-information display in the EX, and larger, more versatile 7.0-inch Supervision LCD/TFT display in the SX. The former provides visual indication that the automatic high beams are active, something I really appreciated, plus dynamic cruise control info, while latter does both and much more.

Still, after experiencing Kia’s newer design layout in other models, I the current iteration comes across a tad dated, despite being complemented by a very helpful head-up display (HUD) system that projects key info onto the windshield ahead of the driver, something not seen too often in this class. For reference, I find the same when comparing a similarly-sized Mercedes GLB to anything in its class, not that the German and Korean models should be compared in any other way, especially when it comes to pricing.

The Seltos does provide a very refined interior for the subcompact SUV class, however, with my EX-tester even including the same perforated Sofino faux-leather seat upholstery as my top-tier SX Turbo, which I initially thought was the real deal. The EX didn’t include the SX’ powered driver’s seat, mind you, or its two-way powered lumbar support, but was comfortable nonetheless, as were the two crossovers’ shared leather-wrapped steering wheel and shift knob, although the EX model’s gloss-black dash facing wasn’t quite as upscale as the SX trim’s padded and stitched leatherette bolster, which even extends under the larger centre display as well as to the left side of the primary gauge binnacle and steering column—good to see you get something for the extra coin.

There are more upgrades, of course, despite EX and SX models sharing the just-noted gloss-black trim on the steering wheel spokes, lower centre console surfacing, and door inlays, as well as identical single-zone automatic climate control interfaces, solar glass front windows, and chromed grille insert, satin chrome beltline trim, and aforementioned LED taillights (that transition from incandescent bulbs in EX trim), not to mention unseen but important (to some) features like Blind-spot Collision Avoidance Assist (in place of the base model’s Blind-spot Collision Warning), Lane Keep Assist, Lane Follow Assist, and Rear Cross-Traffic Collision Avoidance Assist (in place of the LX’ simpler Rear Cross-traffic Alert), as well as a raft of features pulled up from base LX trim.

These latter items include a Safe Exit Assist System, Rear Occupant Alert, Hill-assist control, Downhill brake control, Tire Pressure Monitoring System, six airbags, and more, which were enough to earn higher-end Seltos trims Top Safety Pick status from the IIHS (albeit not “+” status, only achieved in this class by Chevy’s similarly-sized Trailblazer, Ford’s new Bronco Sport, Subaru’s Crosstrek Hybrid, Mazda’s CX-30, plus the smaller Mazda CX-3). Of note, Buick’s Encore GX, Hyundai’s Venue and Kona, Kia’s Soul, Subaru’s regular Crosstrek, plus Toyota’s C-HR (as well as Kia’s larger Sportage, although it doesn’t compete in this segment) earned the same regular Top Safety Pick score, but notably Buick’s smaller Encore, Chevrolet’s Trax, Fiat’s 500X, Ford’s EcoSport, Jeep’s Renegade and Compass, Mini’s Countryman (although it’s more of a premium player), Mitsubishi’s RVR, plus Nissan’s Kicks and Qashqai (Rogue Sport in the U.S.) didn’t.

Somehow, I completely lost track of detailing the Seltos’ interior refinement, not even mentioning both models’ stylish satin silver trim that helped make me feel as if I was in a much more upscale SUV than its aforementioned pricing should allow, or for that matter its nicely stitched leatherette gearshift boot, softly padded leatherette side and centre armrests (front to back for the former and covering a handy storage bin for the latter), while the folding rear centre armrest, filled with the usual twin cupholders, is exclusive to EX and SX trims. Lacking, sadly, were soft-touch door uppers in either trim or row, the two models’ identical inner door skins leaving me somewhat disappointed due to Kia having spoiled me to expect more from entry-level models than other brands, which admittedly don’t necessarily upgrade their equivalent rides to such high levels of luxury either.

Some features that differentiate both the SX and EX Premium from the regular EX trim include the previously noted LED headlights and LED fog lamps, the upgraded instrument cluster, auto-dimming rearview mirror, multi-directional power-adjustable front seats and two-way powered lumbar support for the driver’s seat, plus three-way air-cooled front seats to go along with all lesser models’ three-way heatable front cushions, and the EX (and above) heated steering wheel rim, not to mention warming outboard rear positions for the EX Premium and SX models, as well as a larger and much improved 10.25-inch infotainment touchscreen (instead of the 8.0-inch base display) with integrated navigation and UVO Intelligence-connected car services, along with Satellite radio, a wireless phone charger, adaptive cruise control with Highway Drive Assist (a Level 2 advanced semi-autonomous “self-driving” assistance system designed for limited-access highways), an electromechanical parking brake, Advanced forward collision-avoidance assist (improving on the EX trim’s Forward collision-avoidance assist), ambient mood lighting, a rear cargo privacy cover, and more.

I should say more about the upgraded infotainment touchscreen, plus the smaller one found in the EX and below, specifically that both are very good and include Apple CarPlay, plus Android Auto smartphone integration. My somewhat outdated Samsung S9 hooked up to the latter easily and working flawlessly throughout both test weeks, whereas the SX’ exclusive navigation system was also easy to use and completely accurate. The general look of the displays should be attractive to most, while both backup cameras were bright, clear and included moving guidelines.

A powered glass sunroof hovered above front occupants in both models, with controls found on an attractive overhead console, this even including LED reading laps complemented by another set of LED overhead lights in back.

Aforementioned wheel upgrades and HUD aside, the SX gains exclusive chromed door handles, rain sensing wipers, bright metal interior door handles, and possibly best of all, an eight-speaker Bose premium sound system that includes four door-mounted speakers, a centre speaker, two door-mounted tweeters, and a separate subwoofer, all of which are powered by an external amp. The sound was very good for the class, and thanks to the satellite radio upgrade mentioned earlier, was capable of being tested via many music genres.

As noted earlier, both trims’ driver seats were comfortable, with an edge to the SX due to its adjustable lumbar, while the Seltos’ driving position is excellent, even for my long-legged, short-torso frame. The tilt and telescopic steering column had enough rearward reach to provide comfort with more than enough control, and I certainly had ample space in all directions for movement.

Likewise, in the back, where both trims’ seats were comfortable, and plenty of legroom, head space and side-to-side roominess could be found. Cargo capacity is good for the class too, with 752 dedicated litres (26.5 cubic feet), as well as 1,778 litres (62.8 cu ft) when both sides of its 60/40-split rear seatbacks are folded (mostly) flat.

Back up in the driver’s seat, I won’t go so far as to say the Seltos EX was particularly quicker than its base competition off the line, but it felt sportier through the curves than most rivals. Even this lower powered model included a slick rotating drive mode selector next to the gear lever for choosing regular Normal mode, an auto-select Smart mode, and Sport mode capabilities, all of which provided unique characteristics that were easily definable. Of course, all of this was heightened when at the wheel of the more potent SX, especially transmission response, which reacted faster to inputs than almost anything else in the class.

This is where your personal priorities will be exposed, aforementioned upgrades aside, because the two SUVs offer very different driving experiences. I found myself more relaxed in the EX, or at least I was less likely to dig my right foot into the throttle, because the result was less rewarding. Certainly, it got up and went with little hesitation and progressed through the gears fast enough for some spirited driving, even spinning right up to its 6,500-rpm rev limiter before making surprisingly convincing “pseudo” shifts, but by nature a CVT focuses more on fuel-efficiency than rapid, satisfying acceleration. Nevertheless, Kia could differentiate these trims even further by including paddle-shifters with the SX… just saying.

The dual-clutch gearbox and more powerful turbocharged engine didn’t overly impact efficiency either, or at least the SX was stingy enough for me at 9.4 L/100km city, 7.9 highway and 8.7 combined, compared to 8.8 city, 7.6 highway and 8.2 combined with the EX (or LX AWD), or 8.2, 7.1 and 7.7 respectively for the LX FWD. All in all, the SX’ level of performance should make the move upmarket worthwhile those who can afford a little extra investment.

As with everything else in this class, the various drive modes don’t impact the Seltos’ suspension setup, which, while fine for everyday driving, might hold you back a bit when pushing fast and hard through winding terrain, where the EX felt a bit more unsettled than the SX. This was probably, at least partially due to the difference in rolling rubber, the lesser model’s 215/55R17 Kumho Solus all-seasons not quite as grippy as the larger-diameter 235/45R18 Kumho Majesty tires (have to wonder where they came up with that name).

What matters more in this class, however, is ride quality, which was very good for both trims. In fact, I’d be quite happy with either as my daily driver. I found the previously noted self-driving mode was a bit more relaxing during highway excursions too, and I was pleasantly surprised to find anything so technologically advanced in this category at all, although it should be noted others in this segment are stepping up with similar systems.

Still, it remains easy to understand why Kia’s Seltos is selling so well. It’s a great looking little crossover SUV, is well made, impressively finished, well-featured in every trim, attractively priced, plenty efficient, and even fairly fun to drive with its mid-range powertrain, plus downright fun when upgraded to the SX. Add to this its two-year, 40,000-km longer-than-average (mostly) bumper-to-bumper warranty, spanning five years or 100,000 km, and it’s an easier decision.

Truly, the most difficult choice in this class might come down to this Seltos or its Hyundai Kona cousin (with a similar warranty), proving the South Korean automaker understands the benefits of creating its own competition. When push comes to shove, both SUVs are more than worthy of your attention. I’d recommend looking over some of the others in this class too, but for the time being these are leading the back for good reason.

Review and photos by Trevor Hofmann

Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more…

New Car Reviews

2021 Mercedes-Benz A 250 4Matic Hatch Road Test

Mercedes was a forerunner in the subcompact luxury class with its B-Class MPV back in 2005. The practical little runabout provided a higher level of interior quality and better overall solidity than more mainstream volume-branded small cars of the era, and therefore quickly became a hit here in Canada. No doubt many miss that intelligently designed people mover, but this said far fewer seem saddened by its loss than are now buying into its replacement, the much more universally appealing A-Class.

Mercedes brought its stylish four-door A 220 sedan and A 250 Hatch to market three years ago for the 2019 model year, and it quickly became the entry-level luxury sector’s most popular model, unless we’re including Mini’s Cooper (that edged the A out by 67 units in 2019) as a true premium-level car. Nevertheless, the A-Class, together with its sportier CLA sibling, dominate the subcompact luxury car segment, and believe me it’s not difficult to understand why.

I’ve driven all of the above, and therefore can attest to the many improvements Mercedes has brought to the fledgeling entry-level luxury sector. I say fledgeling because most premium brands continue to ignore it completely, instead focusing on entry-level crossover SUVs. Including the upright Mini hatchback and comparatively long, low and sleek CLA, only seven models occupy this smaller subcompact arena, the Cooper and A-Class followed by Audi’s A3 (and derivatives), BMW’s 2 Series, Acura’s ILX, and BMW’s i3, the latter of which probably fits more ideally into a separate entry-level electric luxury car category that doesn’t really exist yet.

The latter list is based on their sales volume in calendar year 2020, by the way, and on that note, I expected the much less expensive four-door Gran Coupé body-style would give BMW’s 2 Series line a solid leg up the segment’s sales chart order last year, but it didn’t even manage to outpace the aging Audi A3, which never even received a 2021 version to boost sales at the end of last year, due to soon being replaced for 2022.

That last car in mind makes me wonder why Audi doesn’t believe it can sell the hatchback version of its A3 in North America, while Mercedes obviously can. Sedans have long done better in the U.S. market, but there’s a place for arguably sportier looking and definitely more practical liftbacks, that is unless trunk security is a big issue in your city. Property crime is rampant in my town, especially from cars, but I’d still prefer a hatch over a sedan for general convenience’ sake, especially when loading it full of gear.

Fortunately, I was able to test the A 220 4Matic late last year, plus this slightly quicker A 250 4Matic Hatch, and AMG versions of both (those two reviews are shortly forthcoming), and while I might find it difficult to choose from the four, opting for Mercedes over the others wouldn’t be as difficult a decision. After all, along with their good looks, fabulous interior design, and impressive all-round performance, they scored highest amongst their Compact Luxury Car classmates in AutoPacific’s latest 2021 Vehicle Satisfaction Award (VSA), after doing the same in that third-party analytical firm’s 2020 Ideal Vehicle Awards (IVA) study.

Likewise, Vincentric (another third-party analytical firm) awarded the A 220 4Matic with the Best Fleet Value in Canada in its Luxury Compact segment, and they even include larger compacts within this category, such as Mercedes’ own C-Class and BMW’s 3 Series. Speaking of holding value, the Canadian Black Book gave similar accolades to the just-noted C-Class in their 2020 “Best Retained Value” Award (2021 hasn’t been revealed yet) that, like Vincentric, includes subcompacts as well, so that honour should rub off a bit on its little A-Class brother’s shoulders, but then again BMW’s 2 Series is said to have held onto most of its “investment” in the Premium Compact Car category of J.D. Power’s 2021 Canada ALG Residual Value Awards, while that firm’s 2021 Vehicle Dependability Study (VDS) puts the most affordable Bimmer on top of its Small Premium Car segment too.

I obviously need to call BMW in order to book a test drive, hopefully in the newish Gran Coupé, which I must admit is one great looking sport sedan, plus if it drives anywhere near as well as the M2 I tested previously, it has to be a serious contender in this class. Of course, BMW has yet to offer anything so practical in the entry-level sector with its sportiest M badge, something Mercedes has been doing with its AMG division for as long as its CLA has been in existence (model year 2014), so kudos to the F1-inspired mega-luxury brand for bestowing power on the masses so early. Audi followed shortly thereafter with its S3 for 2015 and RS 3 for 2018, while it took BMW until model year 2016 to arrive with its M2, which to this day remains available in two-door Coupe form only.

Just how I fell down this subcompact luxury/performance car rabbit hole and remained trapped inside for so long, says a lot about my undisciplined personality, but suffice to say Mercedes’ go-fast attitude trickles down to its more fuel-conscious trim lines. Before delving into the exact A 250 Hatch shown on this page, it might interest you to know about the various trims and how they all fit together to form the most diverse lineup in the subcompact luxury car segment.

For starters, the A 220 sedan receives a 188-horsepower version of Mercedes’ 2.0-litre turbocharged four-cylinder engine that’s good for 221 lb-ft of torque, driving all four wheels through a quick-shifting yet smooth-operating seven-speed dual-clutch automated gearbox. The A 250 Hatch ups the ante with a much more potent spin on the same engine, enhanced with 221 horsepower and 258 lb-ft of torque, which just happens to be the same output as found in the base CLA 250 4Matic.

While all this sounds great, take note of the AMG A 35’s claimed output of 302 horsepower and 295 lb-ft of torque, regardless of sedan or hatchback body styles, while the AMG CLA 45 puts out a staggering 382 horsepower and 354 lb-ft of torque. That one I must drive, as it comes mighty close to the M2’s 405 horsepower and 406 lb-ft of torque, yet as already noted does so in a much more livable four-door package.

Coming back to earth, the A 250 Hatch is a very spirited daily driver, that not only puts fun back into the weekly commute, but combines that with a bit of thrifty pragmatism at the pump thanks to an estimated fuel economy rating of 9.4 L/100km in the city, 6.8 on the highway, and 8.2 combined when driving modestly in Eco mode. Surprisingly, that rating makes it more efficient than the less powerful A 220, which nevertheless sips fuel at the fairly easy rate of 9.6 L/100km city, 6.9 highway and 8.4 combined, which either means the A 250 Hatch provides a best-of-all-world’s performance/efficiency scenario, or Canada’s five-cycle testing method is somehow out of whack.

The two AMG-powered A-Class models are pretty stingy on fuel too, by the way, with identical ratings of 9.5 combined, while the quickest CLA isn’t much thirstier at 10.3 combined, that latter giving some buyers reason enough to choose the Merc over the comparatively gluttonous M2, which slurps up 12.6 L/100km of pricey premium. Don’t get me wrong, because I absolutely love the M2, but something more practical as a daily driver would be a necessity in my life.

Enter the A 250 4Matic Hatch, what I think is the ideal balance of luxury, spaciousness, and performance in this class, all for a reasonable price. It sneaks under the $40k threshold at $39,900, albeit before adding freight and fees (plus options you’ll definitely want), yet after subtracting up to $1,000 in additional factory incentives, according to CarCostCanada’s 2021 Mercedes-Benz A-Class Canada Prices page.

The A 220 4Matic sedan, incidentally, is available for $2,100 less at a price of $37,800, plus identical fees and minus the same discounts, although an affordable CarCostCanada membership will provide you with dealer invoice pricing that you can use to negotiate a better price, as proven by its members’ A-Class savings that currently average $3,350. Check out how membership benefits work, and be sure to download their free app from the Google Play Store or Apple Store so you can have all their info on your device when needed.

While we’re talking pricing, both AMG A 35 models start at $49,800, also fair for all the added performance, features and styling upgrades, so don’t count this one out before doing the requires maths to see if you can fit one into your budget. This said, I would totally understand if someone chose an A 250 hatch instead, being that its straight-line performance is more than adequate, handling prowess excellent, and overall refinement easily up to premium standards.

I’ll let you decide how you feel about its exterior styling, as it’s a personal taste issue, but for what it’s worth I love the way this car, and the rest of the A-Class lineup looks. Its sport grille pulls on classic Mercedes design cues going all the way back to “Silver Arrows” race cars of the 1950s, the W196 Streamliner a personal favourite, which, along with an open-wheel variant, helped the three-pointed star brand sweep the Formula One World Championships in 1954 and ’55 by claiming victory at the old high-speed Monza, Italy track (with its fabulous high-banked curves) in Streamlined Type Monza bodywork (they had more flexible regulations back then), with two legends, Juan Manuel Fangio and Stirling Moss, at the wheel.

I love Mercedes’ storied history, something you really can’t put a price on. Sure, Asian luxury brands provide some nice premium alternatives, but few marques come close to offering up what Mercedes has in store, no matter the premium segment they’re competing in. For an example, Porsche’s brilliant 911 GT2 RS (991.2) only recently unseated the phenomenal AMG GT Black Series’ fastest production car lap record on the famed Nürburgring Nordschleife race track, and I’m willing to bet Mercedes will be back to once again contest single-lap bragging rights at some point in the near future, while it should also be noted the German automaker (with help from Brackley) has owned the top spot in F1 for seven consecutive years running.

Back at the Nürburgring, a current A 45 S 4Matic+ (W177) was piloted around the 20.8-km course in October of 2019, managing a respectable time of 7:48.80 minutes, which while not quite as quick as the GT Black Series that ran the ‘Ring in just 6:43.616 in order to earn fastest production car status back in November of 2020, makes me ponder how much fun this A 250 4Matic would be on a closed course.

Alas, no opportunity arose for me to take this little liftback to my local raceway, not that the 2-km, nine-turn road course is anything to get particularly excited about, especially when considering all the circuitous mountainside roads located throughout my area. Thus, my weeklong test of this A 250 4Matic Hatch, which included a dedicated day-trip, was most enjoyable, which of course included a few stints that hovered slightly over posted speeds for short durations.

The engine’s aforementioned output gives the A 250 good power off the line, resulting in a claimed zero to 100 km/h time of 6.2 seconds (which is 1.5 seconds slower than the A 35 Hatch, in case you were wondering), while its dual-clutch gearbox, complete with steering wheel paddles and a very engaging Dynamic Sport mode, shortens input reaction times to make the most of the drivetrain and nicely sorted chassis setup.

To be clear, Sport mode doesn’t make any changes to the front strut and rear multi-link suspension’s pre-set characteristics, which is already lowered slightly from the A 220 sedan. My tester, which rode on 225/45R18 Michelin Primacy MXM4 all-season rubber encircling four gorgeous AMG-branded five-spoke alloys, was noticeably sharper in most every other way, which certainly seemed to enhance its overall performance through corners. Braking is strong too, and totally controllable, even when clamping down hard from high speeds, something I was able to do repeatedly with very little fade.

The other three modes are Eco, Comfort, and Individual, the first one being where I left it more often than not in order to minimize fuel consumption, the second a default mode it automatically reverted to at start up, and the final fourth setting allowing some personal choice between performance parameters. Eco and Comfort modes transform the compact hatch into a fairly refined city commuter and highway cruiser, although to be frank this isn’t the most cosseting of suspensions in the class. You will feel the road below, something Mercedes drivers openly appreciate, but I didn’t find it as firm as a similarly optioned 2 Series.

Driving more casually gives opportunity to appreciate the A 250’s beautiful interior. I know BMW does a good job with quality, as does Audi, all the Germans being leaps and bounds ahead of the sole Japanese contender in this class, but Mercedes is the absolute king of bling inside. The A-Class has a drop-dead gorgeous cabin, starting with its two-in-one MBUX digital gauge cluster/infotainment touchscreen that provides such brilliantly crisp and sensationally colourful graphics it’ll take your breath away.

The driver’s display allows each user to choose a design that suits their personal style, all of which are more vibrant than anything I’ve seen from the competition. The integrated multi-information display is as full of functions as anything in this class too, providing loads of discoverable options to keep the love alive long after the initial excitement of purchase might otherwise subside.

The attached infotainment display is a touchscreen, as noted, and therefore fully capable of tablet-like tap, swipe and pinch gesture controls, depending on the function being used. I should also note that Mercedes provides a redundant infotainment controller on the lower console that’s easier to reach when sitting back in the driver’s seat. It includes a touchpad that works identically to the touchscreen, other than providing haptic feedback, plus is surrounded by a number of quick-access switchgear for immediate access to regularly used functions. Yet more infotainment redundancy can be found on the steering wheel spokes, so Mercedes has you covered no matter how you want to integrate with the MBUX system.

The infotainment monitor is just as high in definition as the driver’s display, by the way, and includes all the expected features when moving up through Mercedes’ checklist of options. What this means is you’ll need to spend more to get features that might come standard in cars from the Asian brands, such as Android Auto and Apple CarPlay smartphone integration which, believe it or not, come as part of the $2,950 Premium Package.

There’s a lot more in that package that you’ll most likely want, including a wireless device charger, proximity-sensing keyless access, ambient lighting, an auto-dimming centre mirror and driver’s side mirror, power-folding exterior mirrors, blind spot assist, vehicle exit warning, live traffic info, a Connect 20 Mid audio upgrade, and get this, a digital instrument cluster, 10.25-inch central media display, and MBUX extended functions, such as an automatic front camera that warns of stationary obstacles (even cars ahead when pulling up to a stoplight), or a similar feature that does the same thing when a pedestrian is walking across a crosswalk. This said, the ultra-wide combined displays I made such a fuss about earlier, are not standard.

This I didn’t know before writing this review, because I’ve never seen the alternative. In fact, just try to look through online images for a photo of a base model with analogue gauges and a separate display screen and you probably won’t be able to locate anything, something I did at length in multiple search tools. Even Mercedes doesn’t show this interior when configuring an A 250 on their retail website, this base car always showing the upgraded instrument panel photo in its interior gallery. It’s as if it didn’t exist at all. I’m guessing the Premium Package is chosen by each and every dealer, because who’d want an A-Class without it? It’s a smart way to get the advertised retail price below $40k, but probably not reflective of anything you’re going to find on the lot. I suppose you could order one if you really wanted to remain analogue.

Navigation is optional too, which is normal for this class. The $1,000 augmented reality-enhanced upgrade provides live traffic information as well, plus traffic sign assist, while a $1,600 Technology Package adds active Multibeam LED headlights with adaptive high beams, and Distronic active distance assist.

Advanced driver aids and safety equipment in mind, a $1,900 Intelligent Drive Package adds Distronic active distance assist separately, plus active speed limit assist, map-based speed adaptation, enhanced automated stop-and-go, active brake assist with cross-traffic function, active emergency stop assist, active blind spot assist, active steering assist, evasive steering assist, active lane change assist, and active lane keeping assist.

Should I go on? Maybe it’s better if you go to Mercedes’ retail site to build this car yourself, or for that matter over to the CarCostCanada page I mentioned earlier, where you can configure it similarly, right down to the wide array of $890 to $2,500 optional paint colours.

Before departing completely from the options menu, I should probably point out that the AMG-style wheels noted before are in fact part of a $1,500 Sport Package that also changes up the grille with a chromed diamond-block insert, plus it modifies the lower front fascia with a more aggressive AMG design featuring attractive metallic accents. Inside, your feet will rest upon special AMG floor mats when they’re not pressing down on a set of AMG brushed stainless steel sport pedals, while your backside settles in to upgraded sport front seats and your hands grip a much nicer sport steering wheel wrapped in fine Nappa leather, the aluminum shift paddles on its backside part of this package as well. A bit more ($2,000) will swap the Sport Package out for an all-black Night Package, if a more menacing look is your thing.

The steering wheel rim can be heatable for an additional $250, or for $1,200 more the just-noted front seats can be climate cooled to reduce perspiration during hot summer months. Other extras include a $450 powered front passenger seat with memory, a $300 universal remote, a $650 overhead parking camera, a $1,500 head-up display, a $900 active parking assist system, a $700 Burmester audio upgrade with 12 speakers and 450 watts of power (that would be high on my list, despite the regular audio system sounding just fine), $450 for satellite radio, and more. A car with all of these options and a simple metallic paint will add about $17,000 to the base model’s list price, resulting in about $57k before any discount, which is more or less the level of top-tier pricing you’ll find with most of the A 250 Hatch’s rivals.

What you won’t find with any of these are the interior details hinted at earlier, the dual-display MBUX system only part of the car’s wow factor. The stunning five circular HVAC vents on the dash are eye-arresting enough, their brushed aluminum finish looking like a quintet of retro jet engines. Likewise, knurled metal trim bits adorn some of the key buttons, knobs and toggles, while plenty of other interior accents are finished in aluminum or aluminized composite. If the little A 250’s interior doesn’t titillate your senses, I’m afraid you’ve lost your love for cars, or at least modern, tech-filled conveyances.

If you’re more into taller SUVs than classically shaped cars, most everything that makes the A 250 4Matic great can be had in the GLA 250 4Matic, so keep that in mind while shopping. Likewise, the A-Class’ general styling, on the outside and inside, is much like its larger brethren, although the C-Class never received Mercedes’ dual MBUX display, and will soon skip right past that infotainment era for the 2022 model year, which introduces a new version of the system featuring individual driving and media interfaces, the latter a lot larger and closer to the driver, thus negating the redundant lower console-mounted touchpad and controls that come as part of an upgraded A-Class and so many other models in Mercedes’ lineup.

Eventually we’ll see how this next chapter in interior design plays out in future A-Class models, but until then, today’s A remains the most advanced subcompact luxury car on the planet (when so equipped). So, if you’re in the market for an entry-level premium car, you’ve really got to check the A-Class out in person.

Review and photos by Trevor Hofmann

Infiniti could arguably be credited with creating the sporty crossover coupe sector way back in 2002 with the introduction of its mid-size FX35 and FX45. The performance-oriented V6- and V8-powered SUV,…

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Sporty QX55 brings crossover coupe mix to Infiniti’s compact SUV lineup

2022 Infiniti QX55 — Infiniti will soon enter the 2022 model year with a brand new compact crossover coupe dubbed QX55.

Infiniti could arguably be credited with creating the sporty crossover coupe sector way back in 2002 with the introduction of its mid-size FX35 and FX45. The performance-oriented V6- and V8-powered SUV, which would eventually receive the QX70 nameplate two years after the redesigned second-generation FX appeared in 2011, paved the way for a follow-up, so therefore the Japanese luxury brand will re-enter this surprisingly popular niche market segment with something altogether new based on its bestselling QX50 compact luxury SUV.

The appropriately named QX55 makes perfect sense for those who want something sportier than the more upright, family-oriented Q50, or for that matter one of the brand’s even more utilitarian mid-size or full-size SUVs, yet still need greater functionality than a Q50 sedan or Q60 sports coupe can provide. The idea is to combine coupe-like styling and SUV practicality into one, with the compromise being a bit less rear seat headroom and reduced cargo volume for a more aesthetically pleasing design.

The latter measurement drops 134 litres from QX50 to QX55, resulting in 761 litres in the new crossover coupe compared to 895 in the regular SUV. Of note, dedicated cargo space can be increased by sliding the rear seats forward, but versatility is lessened by only having 60/40-split rear seatbacks, compared to all rivals that feature the more convenient 40/20/40 configuration, so that long items, such as skis, can be placed down the middle.

Those rivals include some well-established contenders, like BMW’s X4 that was the compact SUV segment initiator way back in 2014, followed four years later by Mercedes-Benz’ GLC Coupe that arrived for 2018. Audi’s Q5 Sportback is new for 2021, and now Infiniti becomes the first non-German brand to drive down this charted, albeit less known road.

Some might include Alfa Romeo’s Stelvio, Jaguar’s F-Pace, Range Rover’s Velar, Porsche’s Macan or Tesla’s Model Y in this category due to their sleek shapes and strong performance, but they’re the only compact models offered by their respective brands and provide similar passenger and cargo capacities to more conventional segment rivals, so probably not. We’ll give them honourable mentions just the same, while Genesis’ upcoming GV70 will occupy similar compact luxury SUV territory for the same reasoning.

As far as styling goes, the new QX55 is arguably the best-looking crossover in Infiniti’s lineup, providing a big, bold interpretation of Infiniti’s double-arched grille up front, bookended by a standard set of slender LED headlights that the luxury brand says “mimic the human eye.” Each hover over a gloss-black fog lamp bezel that mimics the appearance of a brake cooling duct, while juxtaposing the grille’s classy character with a more aggressive attitude.

Following the QX55’s muscular flanks and arching roofline rearward, which flow into an abbreviated deck lid, the latter dubbed a “fresh interpretation of the FX silhouette” by Infiniti, results in a tidy back end highlighted by sharply penned “piano key” style taillights infused with 45 separate LEDs for a veritable light show at night. De rigueur matte black cladding trims off the SUV’s lower extremities from the front wheel arches rearward, although it sweeps upwards on the back bumper to outline a body-colour diffuser-style panel filled with a matching set of chromed rectangular tailpipes. It’s an eye-catching design that should find favour from those wanting something a bit more daring from a manufacturer known to be more reliable than its German peers.

Under the sculpted hood is the same variable-compression 2.0-litre turbo-four found in the QX50, in which it makes a generous 268 horsepower and 280 lb-ft of torque. It comes mated to a continuously variable transmission (CVT) with steering wheel-mounted paddle shifters, which while highly efficient and dependable, is never a performance enthusiast’s first pick, so therefore a future road test will be required in order to learn if improvements have been made since the QX50 was reviewed on these pages. All-wheel drive will be standard in Canada, with fuel economy most likely near the same as the QX50’s estimated rating of 10.8 L/100km in the city, 8.3 on the highway and 9.7 combined.

Similar to the powertrain, the QX55’s interior doesn’t deviate from its taller sibling, other than the top-line Sensory trimmed model’s lack of top-tier quilted leather upholstery. Appearing to be going for a sportier cabin design, an optional two-tone Monaco Red and Graphite black motif gets joined by yet more red on the centre stack and lower console, this really highlighting the unique form of this tech-filled cabin divider. The swath of bright colour is offset by dark grey, open-pore wood inlays on the dash and doors as well, these sections butting up against satin-finish aluminum trim that joins yet more nicely finished metal throughout the interior.

Infiniti’s InTouch eight- and seven-inch, upper and lower dual digital display design is once again front and centre, sharply contrasting the majority of premium players that house their screens on separate fixed tablet-like protrusions from the dash top. While more traditional, this option allows for touch capacitive use along with smartphone-style tap, swipe and pinch finger gestures, while separate controls can be found on the steering wheel. The QX55 will come standard with all the expected infotainment functions, including Apple CarPlay, Android Auto, and 4G LTE wi-fi connectivity for up to seven devices.

When the 2022 QX55 goes on sale in April, three trim models will be available. The first will be Luxe, which at $51,995 plus freight and fees will include standard all-wheel-drive, 20-inch alloy wheels, leatherette upholstery, dark aluminum interior trim, heatable front seats, a power glass sunroof, active noise cancellation, and plenty of advanced driver assistance systems such as predictive forward collision warning, forward emergency braking with pedestrian detection, automatic rear braking, blind spot warning, lane departure warning, rear cross-traffic alert, and auto high beam assist.

Those wanting more tech can upgraded to $56,998 Essential ProAssist trim, which adds adaptive front LED lights, a 360-degree surround parking monitor with moving object detection, adaptive cruise control, distance control assist, blind spot intervention, and lane departure prevention, while other features include InTouch navigation, 16-speaker Bose audio, and leather upholstery.

As noted earlier, Sensory is the final pinnacle of QX55 trim hierarchy, which at $60,998 adds softer semi-aniline leather upholstery, the aforementioned open-pore maple wood inlays, tri-zone automatic climate control, ambient interior lighting, and a motion-activated liftgate, while this model’s technology systems are further enhanced with a head-up display, traffic sign recognition, full speed range and hold capabilities for the adaptive cruise control, ProPilot Assist semi-self-driving capability with steering assist, and lastly Infiniti’s exclusive drive-by-wire Direct Adaptive Steering system.

The new QX55 is certainly up against some serious competition, particularly because its Infiniti brand name doesn’t quite have the same cachet as Audi, BMW or Mercedes-Benz. Still, it offers similar levels of styling, luxury, technology and performance as its three competitors’ entry-level crossover coupes, while the new model’s value proposition should be attractive to those on more of a budget.

Speaking of saving money, CarCostCanada has yet to add a QX55 page to its near complete selection of new Canadian cars, vans, trucks and SUVs (one will soon be published), but take note that Infiniti is currently offering up to $3,000 in additional incentives for 2021 Q50 buyers, and up to $3,500 off of 2020 models, although CarCostCanada members save an average of $5,750 no matter the model year. Learn more about how you can save thousands when purchasing your next vehicle by becoming a CarCostCanada member, and make sure to download the free CarCostCanada app as well, so you can take advantage of the latest manufacturer rebates, factory financing and leasing deals, plus dealer invoice pricing that can make a massive difference when negotiation your best deal.

Additionally, be sure to check out our full 2022 Infiniti QX55 photo gallery above, plus enjoy the following video as well (showing the new QX55 speeding away from an original FX, which would easily be possible if only an FX35).

Introducing the All-New INFINITI QX55 (1:12):

Story credits: Trevor Hofmann

Photo credits: Infiniti

If you’re in the belief that Porsche’s Panamera flagship is simply a low-slung luxury sedan, think again. Designed to transport four adults in a comfortable cabin filled with some of the most impressive…

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New Panamera Turbo S smashes Road Atlanta production sedan record at 1:31.51 minutes

2021 Panamera Turbo S breaks production sedan lap record at Road Atlanta racetrack — The new 2021 Panamera Turbo S broke the production sedan lap record at the challenging Road Atlanta racetrack with a time of just 1:31.51 minutes.

If you’re in the belief that Porsche’s Panamera flagship is simply a low-slung luxury sedan, think again.

Designed to transport four adults in a comfortable cabin filled with some of the most impressive interior quality and luxury amenities available, it would be easy to surmise that Porsche didn’t have its eye on performance when conceiving its most luxurious car, but after a single lap on the arduous 4.0-km long Michelin Raceway Road Atlanta, such thoughts should forever be banished.

The new 2021 Panamera Turbo S was chosen, the quickest of its type yet with 620 horsepower and 604 lb-ft of torque on tap resulting in a shocking zero to 100km/h launch of just 3.1 seconds and wickedly fast terminal velocity of 315 km/h. The car, set to arrive at Canadian Porsche retailers this spring, managed the fastest time ever set by a production sedan of one minute and 31.51 seconds (1:31.51).

This record, set with professional racing driver Leh Keen at the wheel, beat the new Taycan Turbo S’ single lap time of just 1:33.88 minutes set the month prior in December, although the electrified Porsche continues to hold the track’s production EV title.

“The engineers found a perfect balance,” said Keen. “They really made it feel small and sporty. The stability gave me a ton of confidence to use every bit of the asphalt and curbs. And yet the car has a completely different and more refined and relaxed character on the highway – an amazing combination.”

Along with a luxurious interior filled with premium materials and state-of-the-art electronics, the 2021 Porsche Panamera Turbo S gets plenty of standard performance equipment that make it as quick on the road as it is on the track, including Porsche Ceramic Composite Brakes (PCCB), Porsche Torque Vectoring Plus (PTV+), rear axle steering, and Porsche Dynamic Chassis Control Sport roll-stabilization system (PDCC Sport).

It should be noted that the 2021 Panamera Turbo S example that set the Michelin Raceway Road Atlanta production sedan record was upgraded with an optional set of newly-developed road-legal Michelin Pilot Sport cup 2 ND0 ultra-high-performance tires measuring 275/35 ZR 21 103Y XL at the front and 325/30 ZR 21 108Y XL in the rear. The tires’ “N” designation signifies their co-development between Porsche and a tire manufacturer, in this case Michelin. The special tire was in fact designed specifically for the Panamera, and tuned at the legendary Nürburgring race track in Germany.

Also notable, vehicle data acquisition and timing expert Racelogic recorded and verified the Panamera Turbo S’ Road Atlanta lap time utilizing their VBOX video HD2 system.

If you’d like to pre-order a 2021 Panamera Turbo S, or purchase one of the Panamera’s other trim lines as either a 2021 or 2020 model, take note that Porsche is currently offering zero-percent factory leasing and financing. You can find out more about this deal and other ways to save on a new Panamera by visiting CarCostCanada, where you can also learn about available manufacturer rebates when available, plus dealer invoice pricing that could save you thousands. Check out how the CarCostCanada system works, and remember to download their free app from the Google Play Store or Apple Store.

Also, be sure to check out our full gallery of great Porsche-supplied photos above, plus enjoy the two Panamera Turbo S track record videos that follow.

Porsche Panamera Turbo S: Road Atlanta Record Lap (2:12):

Panamera Turbo S Record Lap: Driver’s POV (1:50):

Story credits: Trevor Hofmann

Photo credits: Porsche

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous…

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New 911 Turbo fills gap between Carrera S and Turbo S

The new 2021 Porsche 911 Turbo boasts 572 horsepower!

Porsche wowed performance car fans with its shockingly quick 2021 911 Turbo S back in April, and we made a point of covering every one of its 640 horsepower. Now it’s time for the slightly less outrageous 911 Turbo to share the limelight, and we think that its 572 horsepower 3.8-litre flat-six will be enough to create a buzz of its own.

After all, the regular Turbo provides 32 additional horsepower over the previous 2019 911 Turbo, which is enough to shoot it from zero to 100km/h in a mere 2.8 seconds when upgraded with the Sport Chrono Package and mounted to the 911’s lighter Coupe body style. Then again, you can go al fresco and still manage 2.9 seconds from standstill to 100km/h, both times 0.2 seconds less than each models’ predecessor.

The 911’s acclaimed “boxer” engine makes a robust 553 lb-ft of torque in its newest generation, which is 30 lb-ft more than previously. That makes it more potent than the previous 911 Turbo S, upping torque, horsepower and acceleration times, due in part to new symmetrical variable turbine geometry (VTG) turbochargers that feature electrically controlled bypass valves, a redesigned charge air cooling system, and piezo fuel injectors. This results in faster throttle response, freer revving, better torque delivery, and sportier overall performance.

The new 911 Turbo incorporates the same standard eight-speed dual-clutch PDK automated gearbox as the 911 Turbo S, while both cars also feature Porsche Traction Management (PTM) all-wheel drive as standard equipment too. It’s all about high-speed stability, necessary with a top track speed of 320 km/h (198 mph).

Additionally, the new 911 Turbo gets similarly muscular sheet metal as the Turbo S, its width greater than the regular Carrera by 46 mm (1.8 in) up front and 20 mm (0.8 in) between its rear fenders. This allows for wider, grippier performance tires that measure 10 mm (0.4 in) more at each end. The front brake rotors are 28 mm (1.1 in) wider than those on the previous 911 Turbo too, while the same 10-piston caliper-enhanced ceramic brakes offered with the Turbo S can also be had with the less potent 911 Turbo. Yet more options include the previously noted Sport Chrono Package, as well as a Sport suspension, Porsche Active Suspension Management, and rear-wheel steering.

Porsche has upgraded the 911 Turbo’s cabin over the Carrera with some performance goodies too, including standard 14-way powered Sport seats and standard Bose audio, while a Lightweight package removes the rear jump seats and swaps out the standard front Sport seats for a unique set of lightweight buckets, while also taking out some sound deadening material for a total weight-savings diet of 30 kilos (66 lbs).

Also available, the 911 Turbo Sport package includes a number of SportDesign enhancements such as black and carbon-fibre exterior trim as well as clear taillights, while a Sport exhaust system can also be had. The options menu continues with Lane keep assist, adaptive cruise control, night vision assist, a 360-degree surround parking camera, Burmester audio, and more.

The 2021 Turbo Coupe and 2021 Turbo Cabriolet will arrive at Canadian Porsche dealers later this year for $194,400 and $209,000 respectively, but take note you can order from your local Porsche retailer now.

Before you make that call, however, check out the 2021 Porsche 911 Canada Prices page at CarCostCanada, because you’ll learn how to access factory leasing and financing rates from zero percent. You can also find out about possible rebates and dealer invoice pricing that could save you thousands. See how it works now, and remember to download the free CarCostCanada app from the Apple Store or Google Android Store, so you can access all the most important car shopping information from the convenience of your phone when at the dealership or anywhere else.

Story credits: Trevor Hofmann

Photo credits: Porsche

The Cayenne GTS is back, and much has changed since the model was last offered for 2018. First, the Cayenne was totally redesigned the following year in 2019, while in addition to that completely rejuvenated…

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Porsche Cayenne GTS gets twin-turbo V8 power for 2021

2021 Porsche Cayenne GTS Coupe — The new 2021 Cayenne GTS can be had in the regular body style or as this new Cayenne Coupe.

The Cayenne GTS is back, and much has changed since the model was last offered for 2018.

First, the Cayenne was totally redesigned the following year in 2019, while in addition to that completely rejuvenated third-generation SUV arriving on the scene, the outgoing Cayenne GTS was only offered in one single body style, whereas this new 2021 version can now be purchased in Porsche’s sportier fastback Cayenne GTS Coupe design.

What’s more, the old Cayenne GTS made its power from a twin-turbo 3.6-litre V6 good for 440 horsepower and 443 lb-ft of torque, but the new version boasts a much more enticing twin-turbocharged 4.0-litre V8 capable of 453 horsepower and 457 lb-ft of torque.

2021 Porsche Cayenne GTS — The more upright Cayenne GTS still looks very sporty when compared to most premium competitors.

The addition of 13 horsepower and 14 lb-ft of torque, combined with the new Cayenne design, makes for a quicker 4.5-second run from standstill to 100 km/h when the Sport Chrono Package is included, which is a 0.6-second improvement when compared to the outgoing model, while the base Cayenne GTS is good for a 4.8-second sprint from zero to 100 km/h. On top of this, the new Cayenne GTS can achieve a top track speed of 270 km/h, which is an increase of 8 km/h over its predecessor.

The revised direct-injection V8 incorporates a new intelligently designed thermal management system plus adaptive cylinder control to meet its performance requirements, while the Tiptronic S eight-speed automatic transmission is once again employed for shifting gears. Standard Porsche Traction Management (PTM) all-wheel drive is also carried over into the new model.

The new Cayenne GTS’ rear bumper features a standard sports exhaust system with two circular tailpipes per side, which Porsche claims to make “a rich, sporty sound with a unique character” in a press release. What’s more, when the Cayenne GTS Coupe is upgraded with the optional Lightweight Sports Package it can also be had with a special high frequency-tuned sports exhaust system. This model is easy to point out thanks to two large oval tailpipes at the centre of its more aggressively shaped rear diffuser.

Together with the new V8 powertrain, the updated Cayenne GTS incorporates some suspension improvements as well, including redesigned Porsche Active Suspension Management (PASM) dampers that, combined with the standard three-chamber Air Suspension, drop the SUV’s ride height by 30 mm compared to the Cayenne S. Additionally, Porsche Torque Vectoring Plus (PTV Plus) is included as standard.

Both Cayenne GTS models roll on unique black-silk gloss 21-inch RS Spyder Design alloy wheels that encircle grey cast iron 390 by 38 mm front and 358 by 28 mm rear brake discs, clamped down upon via red-painted calipers. The GTS can also be enhanced with the tungsten carbide-coated Porsche Surface Coated Brake (PSCB) system, or even better, the Porsche Ceramic Composite Brake (PCCB) system, while additional upgrades can include rear-axle steering and the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system.

The new 2021 Cayenne GTS and Cayenne GTS Coupe would hardly be complete without a host of styling updates from the outside in, of course, so therefore together with the previously noted alloys the SUV’s exterior design features a standard Sport Design package including the usual black accents on the front air intakes, side window surrounds, tailpipes and rear Porsche logos plus model designation. Even the LED headlamps, which include the Porsche Dynamic Light System (PDLS), are tinted in black, as is the new LED taillight bar in back.

Porsche wraps the interior door and centre console armrests in plush suede-like Alcantara too, as well as the seat centre panels, the roof liner and more, plus dark-brushed aluminum cabin accents add to the SUV’s sporty yet premium ambiance. On this note, the front sport seats get more robust side bolstering and eight-way power as standard features, not to mention “GTS” embroidery on the headrests, while the GTS insignia is also found on the primary instrument cluster’s rev counter dial, the door entry sills, and the front outer door panels. Optionally, a GTS interior package comes with Carmine Red or Chalk colour accents, including decorative stitching.

The all-new 2021 Cayenne GTS and 2021 Cayenne GTS Coupe can now be ordered from your local Porsche retailer before arriving in the fourth quarter of 2020, with pricing starting at $120,400 and $126,500 respectively.

Story credit: Trevor Hofmann

Photo credits: Porsche

If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be. Certainly there were exceptions,…

New Car Reviews

2020 Mercedes-AMG C 43 4Matic Wagon Road Test

If you’re old enough to be called a boomer, or if you fall into the early gen-xer category, you might remember when wagons were the furthest from cool a car could be.

Certainly there were exceptions, like Chevy’s Nomad, the early ‘70s Olds Vista Cruiser my family borrowed to travel from Vancouver to California one summer, some of Volvo’s Turbo Wagons, and Mercedes’ 1979 (W123-body) 500 TE AMG that’s possibly coolest of all, but believe it or not minivans had more street cred than wagons when they arrived in the ‘80s, and when those ultimately useful monobox conveyances stopped stroking our collective ego it was up to crossover SUVs to balance the emotion-driven wants and practical needs of our busy suburban lifestyles. The thing is, to many serious car enthusiasts, the wagon never went out of style.

Mercedes understands this better than any manufacturer, proven by satisfying its longstanding wagon faithful with two segment sizes and multiple trim levels that include the compact C-Class Wagon and the mid-size E-Class Wagon, plus various trims including the C 300 4Matic Wagon, the AMG C 43 4Matic Wagon being reviewed here, the E 450 4Matic Wagon, the AMG E 53 4Matic+ Wagon, and lastly the AMG E 63 S 4Matic+ Wagon.

The last one on that list is in a class of one from price to performance, its $124,200 buying a 3.3-second sprint from standstill to 100 km/h via a 603 horsepower 4.0-litre biturbo V8 as well as a whole lot of luxury, while the somewhat more sedate AMG-tuned E variant provides a similar level of luxury for its much more affordable $87,800 base price yet utilizes a turbocharged and electrically compressed 3.0-litre inline-six making 429 horsepower to push it from zero to 100 km/h in a scant 4.5 seconds.

At $60,900 the AMG C 43 4Matic Wagon is the value five-door amongst Mercedes’ go-fast AMG estate line, but despite its much more affordable price point it still delivers the goods. Its 385-horsepower 3.0-litre biturbo V6, complete with rapid-multispark ignition and high-pressure direct injection, propels it from naught to 100 km/h in a very respectable 4.8 seconds, much thanks to a near equal 384 lb-ft of torque, and the sounds its engine and exhaust make doing so are almost as entertaining as the drive itself.

To be clear, there’s nothing remotely like the C 43 Wagon on the Canadian market. BMW, which has long offered its 3 and 5 Series Touring wagons, no longer sells any in Canada (at least not since last year that saw the sedan get redesigned and the wagons carryover unchanged—they’re gone for 2020), while Audi only provides its tall crossover wagon lineup consisting of the A4 and A6 Allroad, and with 248 and 335 horsepower apiece they don’t perform anywhere near as well as Mercedes’ AMGs. What about Volvo? The Chinese-owned Swedish carmaker should be commended for providing the regular-height V60 sport wagon and their raised V60 Cross Country wagon with performance from diesel, turbocharged gasoline, turbo and supercharged gasoline, plus turbo, supercharger and hybrid electric gasoline power units and horsepower ratings from 190 with the diesel to a mighty 405 hp for V60 Polestar trim (the mid-size E-segment V90 and V90 Cross Country models have been discontinued in Canada for 2020), but as innovative as it is (and it’s truly impressive) Volvo’s smooth, linear 2.0-litre turbocharged, supercharged, hybrid powertrain isn’t as in-your-face exciting as the C 43 Wagon’s raucous V6, AMG SpeedShift TCT 9-speed, and 4Matic all-wheel drive combination.

The C 43 has the requisite menacing look down too. Granted it’s a lot more imposing in Black, my tester’s coat of Polar White almost saintly by comparison, but don’t let the angelic demeanor fool you. All of the matte and glossy black trim gives away its bahn-storming purpose, with highlights being its mesh front grilles, the aggressive lower front fascia with straked corner vents, the side mirror caps, the mostly glass roof and roof rails, the window trim, the deeply sculpted rear diffuser, the quad of tailpipes, and the 19-inch alloys shod with Continental ContiSportContact SSR 225/40 high performance rubber.

Eye-arresting LED headlights with three separate elements provide advanced style and a level of brilliance capable of turning dark nighttime side roads into near daylight, their vertical corner lamps particularly unique, while bright metal adorns the top half of each exterior door handle and a large strip spanning the back hatch, not to mention various badges including a subtle front centre grille-mounted “/////AMG” logo, two proudly declaring the “BITURBO 4MATIC” powertrain on each front fender, one boasting a larger and more prominent version of AMG’s logo and another for the car’s “C 43” nameplate on the left and right of the rear liftgate respectively, plus various Mercedes three-pointed stars at each end, on the wheel caps, etcetera.

Of course, proximity-sensing keyless entry gets you inside, where you’ll be greeted by a stunning set of sport seats finished in black perforated leather, red stitching and brushed aluminum four-point harness holes up top, not to mention a small AMG badge on the centre backrest, that is if your eyes aren’t first distracted by the exquisitely detailed doors that get even more brushed and satin-finish aluminum trim, plus drilled aluminum Burmester speaker grilles and red-stitched black leather everywhere else.

Red thread and padded leather continues to surface the dash top, even as far as the most forward portion just under the windshield, plus the instrument panel all the way down each side of the centre stack, the latter finished in gorgeous available gloss carbon fibre as it swoops down into the lower centre console that culminates into a large split centre armrest detailed out in more red-stitched soft leather.

Speaking of large, two oversized moonroofs give the impression of one massive panoramic sunroof without as much loss in torsional rigidity, important in such a long roofed car capable of attaining an imposed 250-km/h (155-mph) top track speed, not to mention shockingly good handling on some of my favourite semi-deserted non-track backroads, a process that, while thrilling to the nth degree, is almost downplayed by the luxuriously appointed C 43’s overall quietness. The roof pillars, finished in the same high quality cloth as the roofliner, can take some credit for calming the wind and hushing the rest of the outside world, but most of the magic is in the ultra-stiff unibody itself, plus all of the seals, insulation, engine and component mounts, etcetera. Thus only slight wind and road noises enter the cabin, allowing for more of the growling engine or alternatively the audio delights of the aforementioned optional Burmester stereo.

You can control the volume of all 13 speakers from a beautiful knurled metal cylinder button on the right-side steering wheel spoke, this just one of the C 43’s full array of steering wheel switchgear, two of which are tiny Blackberry-style touchpads that let you scroll through the wholly impressive digital gauge cluster or the centre display. The entire wheel is a cut above, the partial Nappa leather-clad rim flattened at each side and the bottom for a really sporty look and feel, while a red top marker lines up the centre and suede-like Dinamica (think Alcantara) adds grip to the sides.

There’s more brushed and satin-finish aluminum in the C 43 than any competitor, but somehow Mercedes pulls it off with a level of retrospective steampunk tastefulness that shouldn’t make sense yet obviously does. The five circular HVAC vents on the instrument panel make the look work, the three at the centre underscored by a stunning row of knurled metal-topped brushed aluminum toggle-type switches, this only upstaged by another cylinder switch for drive mode selection of Comfort, Sport, Sport+ and Slippery settings, and a rotating dial for the infotainment system, both once again detailed out in knurled aluminum and the latter positioned below Mercedes’ trademark palm rest cum touchpad and quick access button infused controller.

Mercedes displays are the envy of the auto industry, especially newer models that incorporate dual connected 12.3-inch screens for the primary instruments and infotainment. The current fourth-generation (W205) C-Class (S205 for the wagon), introduced in September 2014 for the 2015 model year and therefore in its seventh year of production, hasn’t been given the brand’s latest dash design yet, but its traditional hooded analogue gauge cluster (and large multi-info display) can be substituted for 12.3 inches of digital instruments when opting for the C 43’s Technology package, at which point it comes filled with all the digital wizardry the brand is now becoming renowned for. It’s as colourful as gauge clusters get, and uniquely customizable with various background designs and loads of multi-information features. It allows for a multitude of function combinations too, and can either take over the entire display with a navigation map, for instance, or just a portion thereof, working wonderfully once figured out.

My tester’s optional centre display, which is slightly smaller at 10.25 inches (the base model gets a 7.0-inch screen), is a fixed-tablet design propped atop the centre stack in an all too common layout these days, although its innards are pure Mercedes-Benz and therefore filled with attractive, colourful graphics and easy to scroll through ahead of choosing a function as needed, plus it comes loaded up with myriad features. Unlike many such displays the C’s isn’t a touchscreen, so all tap, pinch or swipe gesture controls need to be done via the previously noted touchpad or scrolling wheel on the lower console, or the little touch-button on the steering wheel, all of which work well enough. I prefer having use of a touchscreen as well as the other controls, mind you, or at least a larger touchpad, which is also showing up in some of Mercedes’ more recent offerings.

That Technology package mentioned a moment ago costs $1,900 and also includes the active Multibeam LED headlights I spoke of before, and adaptive high beam assist, while all the gloss-black exterior trim noted earlier was actually part of a $1,000 AMG Night package.

Likewise, the fabulous AMG Nappa/Dinamica performance steering wheel that I went on about at length earlier is part of the $2,400 AMG Driver’s package that also includes the free-flow, four-pipe AMG performance exhaust system with push-button actuated computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model gets 18s), an increase in top speed to the previously noted 250 km/h (155 mph), and an AMG Track Pace app that allows performance data, such as speed, acceleration, lap and sector times to be stored in the infotainment system while driving on the racetrack.

For 2020 AMG Driver’s package also includes an AMG Drive Unit that features a set of F1-inspired controls below each steering wheel spoke for quickly adjusting performance settings (with integrated colour displays for confirming the selection). The left pod of switches can be assigned to functions like manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP, and the AMG Performance Exhaust system, while the circular switch on the right selects and displays the AMG Dynamic Select driving mode.

As you can see by checking out the photo gallery and smaller images shown on this page, those cool steering wheel controls were not on my tester, which means the car photographed was actually a 2019 model. Other than this, and some small details such as dual rear USB ports as standard equipment across the entire C-Class lineup, the C 43 Wagon you’re looking at is identical to the 2020.

That means the $5,600 Premium package found in my tester would be the same as the one in the 2020 model, with both featuring aforementioned proximity keyless access, a touchpad controller, and the 590-watt Burmester Surround Sound audio system, plus a 360-degree surround camera system, Apple CarPlay and Android Auto smartphone integration, navigation, voice control, satellite radio, real-time traffic info, wireless phone charging, an integrated garage door opener, Mercedes’ Active Parking Assist semi-autonomous self-parking, rear side window sunshades, and a powered tailgate with foot-activated gesture control.

My tester also included the $2,700 Intelligent Drive package with its Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.

I could go on and on talking about standard features and options (and the slick $250 designo red seatbelts really deserve mention), but the reality is this little C 43 is well stocked and beautifully finished, and at least as importantly it’s wicked fun to drive. Shifting into reverse to back out of my driveway caused a rearview camera with an overhead view and particularly good dynamic guidelines to pop into view, but oddly this super wagon’s automatic shifter is still on the column, making it either the most anachronistic hot hatch in existence or the smartest, being that it was always the most efficient place to house an auto shifter. It’s a completely modern electronically shifted transmission, mind you, that you pull down and up for drive and reverse as has always being the case, but pressing a button for Park is new. All manual shifts are executed via steering wheel mounted paddles, and believe me you’ll be tempted to scroll through the incredibly impressive nine-speed automatic all the time.

AMG specifically programmed Merc’s new nine-speed to prioritize performance, which means the wider range of more closely spaced ratios shift quicker yet still plenty smooth, and the aforementioned AMG Dynamic Select system’s Comfort, Sport and Sport+ modes really make a difference. What’s more, three overdrive ratios and ECO Start/Stop that automatically shuts the engine off when it would otherwise be idling to reduce fuel consumption and minimize emissions aids efficiency, the C 43 Wagon good for a claimed 12.4 L/100km in the city, 8.9 on the highway and 10.8 combined for both 2019 and 2020.

That’s amazingly good for a vehicle with this kind of performance, not to mention one with all-wheel drive. The AMG 4Matic system has a fixed 31:69 front/rear torque split designed to optimize performance off the line and through the corners, while the latter benefits from a nicely weighted electromechanical power assist rack-and-pinion steering setup with good feel, and a standard AMG Ride Control Sport Suspension featuring three-stage damping that clings to tarmac like you’d expect an AMG-tuned Mercedes would. I even felt comfortable enough to turn the traction/stability control off for a little sideways sliding, and it was perfectly predictable and wonderful fun.

If you’ve never driven something like the C 43 you’ll be shocked and awed, as anything with AMG badges is the stuff of legend. Braking is equally heart arresting thanks to a track-ready AMG Performance Braking system with perforated (not cross-drilled) 360 mm rotors and grey-painted four-piston fixed calipers up front, and solid 320 mm discs at the rear. The difference between perforated rotors and other manufacturer’s cross-drilled process begins at the moment of casting, where the AMG discs are cast with the holes in place so as to improve strength and heat resistance. The result is strong braking even when used too much at high speeds on curving, undulating mountainside roads. They’re the next best thing to carbon-ceramic brakes, but offer nicer day-to-day stopping performance that suits the C 43 Wagon’s overall mission ideally.

Yes, hooliganism aside, this family shuttle is plenty practical. It’s roomy up front with seats that are as comfortable as any in the class, while the second row provides more than enough space for most body types to stretch out. A wonderfully complex folding centre armrest adds to the comfort quotient when three’s a crowd, as it’s filled with pop-out cupholders and a shallow, felt-line bin for storing what-have-you, or alternatively the centre position can be eliminated entirely by dropping the 20-percent section of the 40/20/40-split seatback down for stowing longer cargo like skis without the need to force rear passengers into the less comfortable centre position, the usual result of less convenient 60/40-split rear seats. Those rear seatbacks fold down via two small electronic buttons too, helping to make the C 43 as easy to live with as it’s outrageously fun to drive. The end result is cargo capacity that expands from 460 litres to 1,480, which is subcompact to compact SUV levels of usability (its load capacity fits between the GLA- and new GLB-Class).

So folks, if you hadn’t previously figured out that wagons are cool again, despite being a little late to the party it’s certainly not over yet. For me, this is Mercedes’ AMG wagons offer the ultimate balance between performance and practicality, combined with some of he nicest interiors in the auto industry. That they wear one of the most prestigious badges available is merely a bonus, and that Mercedes is now providing up to $5,000 in additional incentives on 2020 models is even more motivation to take a closer look.

To find out more, make sure to visit CarCostCanada’s 2020 Mercedes-Benz C-Class Canada Prices page where you can learn about all C-Class body styles, trims, packages and standalone options, plus you can build the exact model you’re interested in. Even better, a CarCostCanada membership will provide the most important information you could need before even talking to your local Mercedes-Benz retailer, including details on available manufacturer rebates, financing and leasing deals, plus you’ll learn about dealer invoice pricing so you can know exactly how far they may be willing to discount your C 43.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

Porsche gave its Macan compact luxury utility such an extensive update last year that most in the industry consider it a completely new generation. The Stuttgart brand even went so far as to rejig its…

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New 440 hp 2020 Porsche Macan Turbo faster than ever

Porsche gave its Macan compact luxury utility such an extensive update last year that most in the industry consider it a completely new generation. The Stuttgart brand even went so far as to rejig its suspension, along with doing the normal upgrades like refreshing its front and rear clips with new styling, including standard LED headlights and tail lamps, those in back circling all the way around the SUV’s rear quarters, not unlike other vehicles in the lineup such as the 718 Cayman and Boxster, Panamera, Cayenne, 911, and all-new Taycan. Its cabin has also been improved significantly, with a new high-definition 10.9-inch Porsche Communication Management (PCM) centre touchscreen display as standard equipment.

This revised Macan Turbo follows the new base 2020 Macan and upgraded Macan S that showed up earlier this year, with a price of $94,200, compared to $56,100 for the entry-level Macan and $63,600 for the Macan S.

The former features a 2.0-litre turbo-four good for 248 horsepower and 273 lb-ft of torque, which hightails it from standstill to 100km/h in just 6.7 seconds, or 6.5 seconds with its available Sport Chrono Package, while its terminal velocity is much more than any Canadian road allows at 227 km/h.

All Macan trims come with an advanced seven-speed PDK dual-clutch automated transmission featuring paddle shifters on the steering wheel, plus standard Porsche Traction Management (PTM) active all-wheel drive that includes an electronically- and map-controlled multi-plate clutch, as well as an automatic brake differential (ABD) and anti-slip regulation (ASR).

The mid-range Macan S gets a major bump in engine output thanks to a completely different mill under the hood, its 3.0-litre V6 turbo capable of 348 horsepower and 352 lb-ft of torque, resulting in a zero to 100km/h time of only 5.3 seconds, or 5.1 seconds with the Sport Chrono Package, plus a new top speed of 254 km/h.

The just-noted Macan S performance figures are improved for 2020, so it made sense for Porsche to upgrade its newest Turbo trim too, but adding a whopping 34 horsepower was probably unexpected by those outside of Porsche’s inner circle. The modified 2.9-litre twin-turbo V6 now puts out a highly potent 434 horsepower and 406 lb-ft of torque, which lops 0.3 seconds off of its acceleration time, resulting in 4.5 seconds from zero to 100km/h, or 4.3 seconds with the Sport Chrono Package, while its top speed gains 5 km/h at 270 km/h.

Some standard Macan Turbo performance items include a one-inch larger set of 20-inch Macan Turbo alloy wheels, Porsche Surface Coated Brakes (PSCB) that stop quicker than the model’s outgoing standard brakes, Porsche Active Suspension Management (PASM) dampers, a sport exhaust, plus more, while some available performance options include a height-adjustable air suspension with rolling pistons and new shock absorber hydraulics, Porsche Torque Vectoring Plus (PTV +), and Porsche Ceramic Composite Brakes (PCCB).

As with last year’s Macan Turbo, the new 2020 version also adds to its standard equipment list inside, with luxurious suede-like Alcantara roof pillars and headliner, 18-way Adaptive Sport Seats with memory, 665 watts of Bose Surround Sound audio featuring 14 speakers, and more.

Convenience and luxury options are numerous, and include a multifunction GT Sport steering wheel, a wireless charging pad that comes together with a Smartphone Compartment, semi-autonomous parking and traffic assistance systems, etcetera.

The 2020 Macan Turbo can now be ordered through your local Porsche retailer, and will arrive in Canada toward the end of 2019. As for the new 2020 Macan and Macan S, they’re already available for test drives.

News & Reviews- Tag: turbocharged