Amid the best month of Outback sales Subaru Canada has ever had, resulting in 3,455 units down the road in April for a 21.4-percent gain over the same month last year, the refreshed 2023 model was revealed…
Other than more rugged looking fender flairs and new wheels, changes to the Outback’s rear are less noticeable than those up front, but its new bumper is visually cleaner.
Amid the best month of Outback sales Subaru Canada has ever had, resulting in 3,455 units down the road in April for a 21.4-percent gain over the same month last year, the refreshed 2023 model was revealed at the New York International Auto Show.
This mid-cycle update integrates the brand’s new WRX-inspired grille design, showing a wider, happier grin-like shape that should put a smile on the faces of brand loyalists, plus even more radical (although not as aggressive) front fascia updates than outgoing Wilderness trim, which include massive matte black end pieces that square off the frontal design as they wrap upwards to underscore a complex set of new multi-angle LED headlamp clusters. Additionally, new fog lights are integrated within a tougher looking lower fascia below.
The edgier new fender flares look as if they’re pulled right off of 2022’s Wilderness model, which ironically sees no visual updates for the new model year, while the rocker panel cladding appears unchanged. The meaty roof rack and sizeable rooftop spoiler look the same too, but the new Outback’s matte black rear bumper shows a less aggressive design, incorporating smaller horizontally positioned reflectors to each side in place of the outgoing model’s vertical set that featured larger, angular bezels. A variety of new wheels round out the updates.
New Onyx trim follows the popular blacked-out trend
Black-painted alloy wheels come as part of a new Onyx trim line (also shown above), which includes more blackened elements as well.
A new Onyx Edition, previously only available in the U.S., will be positioned just below Wilderness trim for 2023. As the name implies, exterior elements that might otherwise be bright metal are finished in black, including the 18-inch gunmetal alloy wheels, while Subaru has even gone so far as to apply black badging, and an exclusive grey two-tone cabin. The seats are covered in a soft-touch, all-weather water-resistant material to enhance comfort and durability, while other features added over Touring trim include alloy foot pedals, heatable rear outboard seats, and dual-function X-MODE.
Unlike the American-spec version, which solely utilizes the optional XT powertrain, which is a 2.4-litre turbocharged boxer-four that’s good for 260 horsepower and 277 lb-ft of torque, the Canadian iteration gets built upon naturally-aspirated Touring trim, which includes a 2.5-litre four-cylinder engine making a more modest 182 horsepower and 176 lb-ft of torque.
All 2023 Outback models, which remain five-seat crossovers in all trims (Subaru buyers that need more seating will want to look to the larger Ascent), come standard with Subaru’s Lineartronic continuously variable transmission (CVT) touting eight-speed manual mode, complete with steering wheel paddles. Subaru Canada estimates 9.0 L/100km in the city, 7.1 on the highway and 8.2 combined for the base engine, or 10.1, 7.9 and 9.1 respectively for the XT turbo, while the Wilderness is separately rated at 10.9 L/100km city, 8.9 highway and 10.0 combined.
Subaru adds new standard and optional features across the Outback line
The Outback gets plenty of technology updates for 2023, including wireless Android Auto and Apple CarPlay, plus USB-C ports and a wireless charging pad in Touring trim.
All 2023 Outback trim levels, including Convenience, Touring, Onyx, Limited, Wilderness, Limited XT, and Premier XT, receive plenty of interior updates including new four-way adjustable power lumbar support for the driver’s seat, plus a rear USB-C port, while all the standard features from the previous base model continue forward, including heated side mirrors with welcome lighting, LED interior dome lights, a full-circumference heatable steering wheel rim, heated front seats, automatic climate control (dual-zone in second-rung Touring trim), a power-adjustable driver’s seat, front and rear USB-A ports, and one-touch folding rear seatbacks.
Of course, Subaru’s symmetrical full-time all-wheel drive is standard too, as is active torque vectoring, Vehicle Dynamics Control and X-MODE with Hill Descent Control. Of note, regular Outback models get 220 mm (8.6 in) of ground clearance, while Wilderness trim adds another 10 mm (0.4 in) to 230 mm (9.0 in). Notably, this is more ground clearance than many so-called SUVs, yet Subaru keeps the Outback’s overall ride height closer to terra firma in order to provide easier access via a lower step-in height.
EyeSight safety and convenience tech has been improved for 2023
Safety is still ultimate important in the new 2023 Outback, causing Subaru to add many new features.
Subaru’s latest EyeSight driver assist technology is standard too, although the system has been improved for smoother operation under more variable conditions. This is managed by providing cameras with a wider field of view, while the control software has also been updated, and an electric brake booster added. Advanced Adaptive Cruise Control with Lane Centering Assist is also included, while Touring trim and above receive Reverse Automatic Braking and Subaru Rear/Side Vehicle Detection {SRVD) with Blind Spot Detection and Rear Cross-Traffic Alert.
Safety in mind, the 2023 Outback will continue forward with eight standard airbags, including one for the driver’s knees, while all of the above, as well as the Outback’s 2017 update to the Subaru Global Platform, which helped to increase torsional and front-suspension rigidity by 70 percent, front lateral flexural and rear subframe stiffness by 100 percent, and overall crash protection via more than 40-percent more energy absorption in front/side crashes than the prior model, the new model should once again qualify for a another five-star rating from the U.S. National Highway Traffic Safety Administration (NHTSA), as well as an additional Top Safety Pick+ placement from the Insurance Institute for Highway Safety (IIHS).
New Outback extras join long list of carryover options
A full LCD Smart Rearview Mirror is new for top-tier Premier XT trim.
Additional new items for Touring trim include wireless Android Auto and Apple CarPlay as part of this model’s carryover upgrade to the larger 11.6-inch high-resolution Starlink infotainment touchscreen (increased from 7.0 inches in the base model), while a front USB-C port and a wireless phone charger is now also included in this trim (which is made more useful thanks to the wireless smartphone integration).
What’s more, an additional bit of Touring (and above) tech dubbed what3words (W3W) could be quite popular once users adapt to it. It’s an innovative location system that allows for easy navigation to just above anywhere in the world via a short three-word prompt. As Subaru explains it, “W3W has divided the world into a grid of 3-metre squares and given each square a unique combination of three words — a what3words address. Customers can navigate to and share trailheads, scenic overlooks and other hard-to-find places with precise accuracy using just three words.” Cool, eh?
Carryover items in this Touring model continue to include proximity-sensing access with pushbutton ignition, a windshield wiper de-icer, an auto-dimming centre mirror with a Homelink universal remote and compass, Subaru Starlink connected services, and a moonroof. Additionally, on Touring trims and above, which come standard with aforementioned SRVD and more, EyeSight includes new Automatic Emergency Steering that works in conjunction with Pre-Collision Braking to help in collision mitigation at speeds below 80 km/h.
Subaru gives customers plenty of good reasons to move up into higher trims
The Outback continues to be very roomy in all five seating positions, while access is easier than most SUVs thanks to a lower overall ride height.
Having already gone over Onyx features, next-in-line Limited, plus upper-level Limited XT and Premier XT trims gain a DriverFocus Distraction Mitigation System that utilizes a dedicated infrared camera and facial recognition tech to identify signs of driver fatigue, such as tired eyes, or distraction before providing audible and visual warnings to alert the driver and passengers that it might be time to rest.
Moving up, the Outback’s most off-road capable Wilderness trim, along with its top-tier Premier XT model, now have the option of a Front View Monitor, which shows a 180-degree forward video image of the driver’s blind spot ahead of the front bumper on the 11.6-inch infotainment display, increasing safety in all types of conditions, whether parking or off-road.
The new 2023 Subaru Outback, shown here in Onyx trim, will arrive in Canada later this year.
Lastly, the range-topping Premier XT gets a new Wide-Angle Mono Camera that works in tandem with the Outback’s main dual-camera EyeSight system to further expand its overall field of vision. It now has the ability to more quickly recognize pedestrians and bicycles when entering an intersection at low speed. Once a potential collision is detected, EyeSight alerts the driver, and if required applies the brakes automatically. A full LCD Smart Rearview Mirror is also new for Premier XT trim, complete with auto-dimming capability, a compass, and a Homelink universal remote.
So far Subaru Canada hasn’t announced pricing for the refreshed 2023 Outback, but these should be available on their website fairly soon, with deliveries starting later in the year. Until then, the 2022 Outback starts at $31,195 plus destination, while Touring trim can be had for $35,395, Limited for $39,595, Premier for $41,395, Wilderness for $41,995, Limited XT for $42,395, and Premier XT for $44,195. New 2023 Outback prices should remain fairly close to those for the outgoing model.
Story credits: Trevor Hofmann
Photo credits: Subaru
When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has…
The 2022 Volvo V90 Cross Country B6 AWD is a comfortable, capable family cruiser with decent off-road chops.
When growing up in the ‘60s and ‘70s, wagons were everywhere. We always had one in the family, because they were too practical to live without. Flash forward 50-plus years and the auto market has segmented into many more niches, with minivans, SUVs and newer crossover utilities taking over for family hauling duties. Nevertheless, some premium brands still produce performance-oriented sport wagons that have proven to make an ideal base for raised crossovers of their own, with Audi’s Allroad and Volvo’s Cross Country virtually owning this fragment of the market since the late ‘90s.
For a bit of background, Volvo arrived first into the mid-size luxury crossover wagon segment in September of 1997 with its original V70 XC or Cross Country (CC), followed by Audi’s Allroad Quattro in 1999, which was an off-pavement version of the Ingolstadt-brand’s A6 Avant wagon. The latter, along with its adjustable air suspension, took on the name of A6 Allroad Quattro in 2006, while the V70 CC had already undergone a name-change to XC70 partway through its second generation in 2003, before undergoing a third and final iteration in 2007, and eventually morphing into two all-new models. These included the more compact V60 Cross Country that hit the scene in 2015, providing Volvo with a direct challenger to Audi’s A4 Allroad Quattro that had already been on the market for six years, plus the V90 Cross Country, a mid-size model that quickly followed in 2016, and the subject of this review, which once again directly challenges the A6 Allroad.
V90 Cross Country has the styling and interior refinement to take on all challengers
The great-looking V90 CC has wholly unique styling from front to back.
As for which of these two can be deemed the best-looking raised luxury crossover wagon on today’s market, the decision is up to you. Volvo should win some sort of award for understated good taste, but now Mercedes’ all-new E 450 4Matic All-Terrain Wagon is vying for your eye as well, and this muscled up Merc isn’t only going head-to-head with the aforementioned segment leaders, but has the ability to scoop up sales on the basis of brand strength alone.
Each of these mid-size luxury crossover wagons carries its trademark design language inside too, with the Merc most dramatic thanks to its double driver display/infotainment touchscreen, bright metal oval vents, and other swoopy curves, while, like it or not, Audi has long since dropped its minimalist perfection for asymmetrical angles all over the place. Similar to its classy exterior, Volvo once again delivers good taste inside, with the instrument panel’s overall design being horizontal, albeit bisected with a vertical centre display and twin vertical vents, plus more upright vents at each corner. Even the grain of the gorgeous open-pore Grey Ash ahead of the front passenger is vertically aligned (alternative hardwoods, metals, leathers, and composite surface colourways are available), this theme continuing over to each door panel as well.
Volvo refinement is amongst the best in class
All of Volvo’s new design trends are apparent, but the V90 CC adds SUV-like black body cladding for a more rugged appearance.
That wood butts up against generous supplies of satin-finish aluminum, while the centre dash-mounted and front door speaker grilles, proudly stamped with Bowers & Wilkins branding, are especially appealing thanks to their brushed stainless-steel surfaces. Common for any class, piano black lacquered plastic glistens in the light as effectively as this inky surface treatment attracts smudges and dust, but fortunately Volvo has kept the long-term trend to a minimum, mostly around the centre display screen and vents, plus the surface surrounding the lower console controls. The rest of the cabin, mind you, is ensconced in high-grade contrast-stitched leather and soft-touch synthetics.
Of course, each roof pillar is wrapped in the same high-quality woven material as the roof-liner, which frames a well-organized overhead console incorporating LED lighting and controls for the sizeable powered panoramic sunroof, while back down below, the rotating dials amongst those previously mentioned controls appear more like silver jewellery than the ignition switch and audio volume knob they actually are.
New B6 mild-hybrid optimizes fuel economy without sacrificing performance
Volvo’s signature LED taillights can be seen from a mile away, while the new B6 badge will only be noticed by fans and owners of the brand.
There is no scrolling drive mode selector on this V90 Cross Country B6, unlike the 2019 Volvo V90 Cross Country T6 AWD I tested and reviewed a couple of years ago. And now, with fuel prices up considerably, I don’t mind that Volvo’s general approach to its V90 Cross Country has focused more on fuel economy than performance.
The T6 designation stamped on the back of the car from two years ago meant that it included the Swedish brand’s venerable 2.0-litre four-cylinder engine paired with a turbocharger and a supercharger, which made it capable of 316 horsepower and 295 lb-ft of torque. This allowed for a claimed Transport Canada rating of 11.6 L/100km city, 8.1 highway and 10.0 combined, whereas the new B6 badge denotes that its power unit drops the supercharger and adds a standard mild-hybrid system, resulting in slightly less thrust at 295 horsepower, albeit a bit more twist at 310 lb-ft, with the resulting fuel economy improving to 10.6 L/100km city, 8.1 highway and 9.5 combined. This is also a bit better than the six-cylinder-powered A6 Allroad and E 450 All-Terrain, so kudos to Volvo for that.
The V90 CC’s interior is just as tastefully designed as its interior, and impressively refined.
Like the previous V90 CC, the new hybrid power unit utilizes an eight-speed Geartronic automatic transmission for shifting duties, which is a wonderfully smooth operator. I’d guess the slight decrease in power, and slight increase in torque is a wash as far as straight-line performance goes, because this sizeable, luxurious wagon pulled off the line with more than enough energy, and performed even stronger during highway passing manoeuvres. It powers through the gears quickly, and while no paddles are offered in this model’s single trim, the leather-clad shift lever works well enough when manual mode is required.
Ample handling prowess with a sublime ride
The V90 CC balances sport and comfort ideally, with some of the finest materials in the industry.
The Cross Country doesn’t provide the same level of handling sharpness as the V90 wagon, especially when compared to the R-Design trim noted earlier, but it’s no slouch through the corners either. With a substantial 204 mm (8.3 inches) of ground clearance, it’s about 30 percent taller than its tarmac-hugging sibling, so therefore its centre of gravity won’t allow the same lateral grip through fast-paced corners, but I doubt you’ll notice unless pushing it really hard on a serpentine two-laner.
Volvo had given my tester’s wheels a $1,000 upgrade too, from 19s to 20s, which were accompanied by a set of 245/45 all-season tires, enhancing its at-the-limit grip from the base 235/45 R19s. It’s also possible to get a different set of 20-inch alloys as well as sharp looking 21s on 245/40s, just in case you plan on spending a lot of time carving up canyon roads.
This high-definition 12.3-inch primary driver’s display provides attractive graphics and good functionality.
Equipped with the 20s, the V90 CC’s ride is absolutely sublime and wholly controlled all the time, plus that extra ground clearance makes it an ideal companion for outdoing fresh dumps of snow in ski resort parking lots, or for that matter trekking up backcountry roads en route to the cottage for that weekend getaway that was supposed to include sunshine. What’s more, it even tows up to 1,580 kg (3,483 lbs), in case that destination includes a large body of water and you want to bring along watercraft.
Solid construction and standard AWD make the V90 CC one tough competitor
The standard hardwood and stainless-steel speaker grilles from the optional Bowers & Wilkins audio system look fabulous.
If you want to get technical, the Cross Country features an aluminium double wishbone front suspension and an exclusive integral link design in the rear, featuring a transverse leaf spring made from a lightweight composite, while the setup in back benefits further from an air suspension that instantly responds to the road or trail below in order to maintain its optimal height, stability, and comfort. This said, it’s not an adjustable air suspension like that in the A6 Allroad, but the Swede makes use of the same type of high-strength steel and aluminum monocoque body construction as the German, ensuring ultra-tight rigidity for enhancing handling, refinement and safety.
A separate tweeter sits on top of the dash.
All V90s include all-wheel drive too, with the Cross Country’s system also featuring hill decent control and an off-road mode that provides greater ease and confidence-inspiring control during moderate backcountry excursions. To access this feature, you’ll need to first press settings on the centre display, then select driving, and then activate or deactivate the off-road mode (it also cancels automatically when turning off the engine). I’d rather have a quick-access switch on the lower console to perform this task, but this said, going off-pavement is normally a deliberate choice, and not something that needs to be done on the fly like when using sport or eco modes. When optimized for the wild green yonder, the V90 Cross Country is quite capable of light- to medium-duty off-roading, such as overcoming small stumps and rocks on a logging road, or wading through a shallow river bed.
Comfort is always king in a Volvo
Volvo makes one of the best infotainment systems in the class, and it’s even better now that Google powers the back end.
My tester’s driver’s seat was equal in comfort to the V90 CC’s superb ride, which is a Volvo trait, as I’ve learned over the years. It’s truly a car I could drive all day long and never tire of. It helps that the tilt and telescopic steering column provides ample reach for my long-legged, shorter torso body type, and there was no shortage of adjustability options in my upgraded powered Sport driver’s seat.
Before diving into the driver’s seat upgrades, my tester also came with a $1,000 Climate package featuring a heatable steering wheel rim and headlight cleaning system that sprays high-pressure jets onto the front lenses to enhance visibility at night; plus a $2,000 Advanced package was also included, boasting a head-up display system that projects key info onto the windshield ahead of the driver, as well as a special air cleaner for removing fine particulates from the cabin, a 360-degree overhead camera for making parking in tight spaces easier, and high-level interior illumination that includes special courtesy lights for entry/exit, subtle door pocket lamps, mood lights, and more.
Plenty of option packages on offer, but roominess is standard
Just how the 360-degree overhead parking camera shows so much area around the car is hard to understand, but it works very well.
Back to that driver’s seat, my tester also featured a $3,850 Lounge package that included the special Nappa leather-covered Sport seats noted earlier, with extra upper bolstering and beautiful contrast stitching. They’re superbly comfortable and provided excellent support, thanks in part to a powered lower cushion extension for the driver, which nicely cups under the knees, plus four-way powered driver’s lumbar support, necessary for applying pressure to the exact spot in anyone’s lower back for alleviating discomfort. This upgrade also benefits the front passenger that gets memory function for their powered seat, while four-way automatic climate control is included as well, complete with a separate rear HVAC interface on the backside of the front centre console, which also incorporates heatable seat switchgear for the rear outboard positions.
Some of the V90 CC’s switchgear is like jewellery.
Those rear seats are impressively comfortable as well, particularly the just-mentioned two next to the windows. As far as rear seat room goes, when the driver’s seat was set up for my aforementioned long-legged, short-torso five-foot-eight frame, I had almost 10 inches of space ahead of my knees, plus five inches from my shoulder to the door panel, another four inches or so next to my hips, and at least three and a half inches above my head. Therefore, stretching out my legs was easy when placing my feet underneath the front seats. You’ll never feel claustrophobic in back of this V90 either, thanks to that previously-noted panoramic sunroof, plus vents on the backside of the front centre console, as well as on the midpoint of each B-pillar, while there are LED reading lights just above.
No shortage of innovative safety gear or technology
More Volvo jewellery, the engine start/stop switch is one of a kind in the industry.
If you’ve got smaller children, Volvo can outfit those outboard positions with a couple of two-level integrated child booster seats for just $625, while you can enhance rear seat safety further with the Swedish brand’s $600 steel protective grille found in my test car. When lowered via hinges from its stowage space under the cargo area roof (see the photo gallery), it separates the rear passenger compartment from the load-carrying area, keeping passengers and pets safely away from each other when braking hard, or worse, if involved in a collision. Of course, this also keeps rear passengers safe from flying cargo that hasn’t been strapped down, which is a common cause of injury during accidents.
Both front and rear passengers will also appreciate the aforementioned Bowers & Wilkins audio upgrade. It’ll set you back a cool $3,750, but delivers a level of sound quality few will ever experience in a car. This high-end audio system features 1,400 watts of power and 19 speakers, the odd number referencing the cool-looking stainless steel “Tweeter-on-Top” centre speaker that’s been a feature in top-of-the-line Volvos for years. This system also includes an air-ventilated subwoofer in back, plus special silver speaker cones made from a proprietary Continuum material that can be seen through the grilles.
Base V90 Cross Country should be good enough for most
The V90 CC’s optional Sport seats are some of the best in the industry.
While it might sound like you’ll need to buck up for a lot of options in order to enjoy your V90 CC, nothing could be further from the truth. The standard $65,950 model’s front seats, for instance, are already inherently comfortable, with superb support all-round. This car also comes standard with dual-zone automatic climate control featuring CleanZone filtration, which makes sure the air your family breaths is clean and fresh, no matter the surrounding traffic.
A 12.3-inch digital driver display is also standard, featuring the ability to shrink the primary instruments when utilizing the multi-information system at centre, while all the mirrors get standard auto-dimming as well. Rain-sensing wipers are included with the most basic trim too, as are wiper blades with integrated washers, auto-folding heated and powered side mirrors, aluminum tread plates, powered and heatable front seats, leather upholstery, a leather-wrapped sport steering wheel and shifter (even the key fob is a leather-wrapped, metal-adorned thing of beauty), a wireless phone charger, a 220-watt audio system, power-folding rear head restraints, a powered rear liftgate, a stainless-steel cargo scuff plate, an alarm, a whiplash injury protection system, and all the usual airbags including one for the driver’s knees.
Standard safety has always been one of Volvo’s strong points
The rear seating area is spacious and comfortable, plus filled with executive class features.
Additional standard features include road sign information, adaptive cruise control, front and rear parking cameras with visual and audible distance warnings as well as Park Assist semi-autonomous self-parking capability, semi-autonomous Pilot Assist steering control, lane keeping aid, oncoming lane mitigation, the BLIS (Blind Spot Information System) and rear cross-traffic alert with mitigation, post-impact braking, all of which helped the 2022 V90 CC to achieve a best-possible Top Safety Pick + rating from the U.S. Insurance Institute for Highway Safety (IIHS), while Volvo’s brand-wide total of 13 Top Safety Pick + winners makes it the safest automaker in the entire car industry.
Volvo also includes an impressive 9.0-inch vertical tablet-style touchscreen display on the centre stack, which I’ve long found to be one of the best in the business. Not only does it use a brilliantly high-definition display, filled with deep, rich colours and attractive graphics, that’s as easy to use as a regular smartphone or tablet thanks to the ability to tap, swipe, or pinch the screen for the majority of functions, but its full list of features makes it very versatile.
New Google infotainment operating system streamlines smartphone connectivity
All seats have a fabulous view in all directions, especially up.
A recent update means it now processes inputs faster than ever too, thanks to a deal Volvo made with Google to completely integrate Android into the back-end. Now the updated system connects your Android smartphone even more seamlessly than the Android Auto app, but you’ll need to set up a Google account in order to take advantage.
Once done, you’ll have access to built-in Google apps such as voice-activated Google Assistant that lets you call or text friends or business associates, set destinations, modulate the cabin temperature, choose music, inquire about any on-line information, or even control connected home devices just by saying “Hey Google” before your request. The system also integrates Google Maps with real-time traffic info, automatic rerouting, and voice control, while Google Play store is available to download your favourite apps (like CarCostCanada), and more.
As practical as it’s luxurious
The V90 CC’s retractable cargo cover moves up and out of the way automatically when the liftgate powers up.
That aforementioned liftgate powers open to reveal an accommodating cargo compartment with a retractable cargo cover that automatically lifts up and out of the way. Altogether it measures 714 litres (25.2 cu ft) with the rear seats upright, and 1,526 litres (53.9 cu-ft) when they’re folded flat, making it similar in size to most two-row mid-size crossover SUVs.
The dedicated luggage area is luxuriously finished with carpets that go all the way up the sidewalls and seatbacks, plus of course the load floor. Making my tester even more convenient was a lift-up floor divider with attached grocery bag hooks, as well as a rubber cargo mat, while under the floor is a shallow carpeted compartment for storing ultra-thin items, such as the carpeted floor mats when the all-season ones are being used.
Excellent alternative to a more traditional luxury crossover SUV
The centre pass-through comes standard, but you’ll need to pay extra for the rubber cargo mat.
I was a bit disappointed to see 60/40 split-folding rear seatbacks instead of a full 40/20/40 configuration, but Volvo includes a small, narrow centre pass-through that’s ideal for a couple pair of skis, while each side can flip down further via powered release buttons. These automatically dropped the headrests too, using the same release mechanism that allows them to be flipped down from up front. Once lowered they provide a nice, flat load floor for lots of gear.
And that last point really sums up what the Volvo V90 Cross Country is all about. Carrying loads of gear and family to your favourite destinations in absolute comfort and efficiency, while having fun getting there.
In summary, the V90 Cross Country is an excellent alternative to a more traditional-style luxury crossover SUV. I highly recommend you take a closer look.
Review and photos by Trevor Hofmann
Focusing on practical considerations when spending between $120,000 and $220,000 on a new car might not seem rational to those not able to do so, but not providing stowage for multiple bags of golf clubs…
The new Taycan Cross Turismo looks much the same as the regular Taycan coupe up front, other than black body cladding around the fenders and down each side.
Focusing on practical considerations when spending between $120,000 and $220,000 on a new car might not seem rational to those not able to do so, but not providing stowage for multiple bags of golf clubs can be a dealbreaker for plenty of would-be buyers in any class.
Enter Porsche’s Taycan Cross Turismo, a more pragmatic approach to the blisteringly quick, sport-luxury EV revolution. Building on the Taycan four-door coupe introduced last year, Porsche has raised and extended the rear roofline, resulting in a sort of sport wagon-like shooting brake design, not unlike the German brand’s own Panamera Sport Turismo.
Altogether, the new Cross Turismo adds 793 litres (28.0 cu ft) of available cargo capacity for a new maximum of 1,200 litres (42.4 cu ft), which is a big step up from the regular Taycan’s 407-litre (14.4 cu-ft) trunk; not including the 81-litre (2.8 cu-ft) “frunk” (front trunk) included with both models.
A quick view from behind shows the new Taycan Cross Turismo was built for more practical EV applications.
If you still need more room, Porsche will supply you with a specially made roof-top cargo carrier that’ll hold fast up to 200 km/h, just in case you want to do a few laps on the track when before heading home from skiing (those who ski at Quebec’s beautiful Mont Tremblant may want to invest in this accessory, being that the fabulous Le Circuit Mont-Tremblant is only a few minutes away in St. Jovite).
Just like the regular Taycan, the new Cross Turismo can manage such speeds and more (from 220 to 250 km/h depending on trim), due to housing the same 800-volt battery-electric plug-in power unit. The impressive lithium-ion Performance Battery Plus provides a total capacity of 93.4 kWh, which should allow the new wagon-style model similar maximum range to the regular Taycan four-door coupe, at about 320 kilometres between charges depending on weather conditions, driving styles and other factors.
The new Cross Turismo has style in its corner, while the top-line Turbo S is amongst the best performing EVs currently available.
One hundred kilometres of range can be had after just five minutes of charging when hooked up to a DC fast charging station, by the way, but expect considerably more time invested for the usual 80-percent top-up during a normal 240-volt charge.
The time to charge will change depending on model chosen too, as will the Taycan Cross Turismo’s performance from standstill to 100 km/h. The “laggard” of the bunch is the base Taycan 4 Cross Turismo, which still blasts past 100 km/h in a speedy 5.1 seconds thanks to its 375-horsepower dual-motor electric powertrain. Upgrade to the 4S Cross Turismo and you’ll see a full second get chopped off its zero to 100 km/h time, due to 482 horsepower at all four wheels.
An available Off-Road Design package increases ride height by 30 mm (1.2 in), ideal for such situations.
Porsche hilariously uses its “Turbo” moniker for top-tier trim designations, incidentally, but take heart that few on-road rivals will be laughing at your car’s silly name when it leaves them trailing behind in literal dust. The near top-line Taycan Turbo Cross Turismo makes a respectable 616 horsepower that results in a scant 3.3-second sprint from zero to 100 km/h, while the Turbo S Cross Turismo’s mind-blowing 750-horsepower power unit breaks the 3-second barrier completely, managing the feat in just 2.9 seconds with launch control engaged.
All Taycan Cross Turismo trims use an identical chassis and adaptive suspension design as the regular Taycan coupe, not to mention standard all-wheel drive for excellent all-weather traction. Even better, Porsche provides a standard “Gravel Mode” as well, which adjusts the car’s throttle response and chassis control for optimal grip on slippery surfaces.
A future rally car? Probably not, but it’s nice to know Porsche won’t be forgetting its Paris-Dakar heritage as it’s transitioning to electric.
What’s more, Porsche will add even greater crossover SUV-like presence to the new Taycan five-door via an available Off-Road Design package that increases ride height by 30 mm (1.2 in) while providing a more capable appearance with mud flaps and other rugged upgrades.
Speaking of appearances, the new Cross Turismo pumps up the regular Taycan’s flanks with SUV-like matte black cladding around the wheel cutouts, along the rockers, and at each end, the latter extremities enhanced further via silver undertrays.
Take note that customers will start taking delivery of the new Taycan Cross Turismo this summer, so contact your local Porsche retailer if you want to be one of the early adopters. Pricing starts at $119,900 for the base Taycan Cross Turismo 4, and moves up to $126,800 for the Taycan Cross Turismo 4S, $178,000 for the Taycan Cross Turismo Turbo, and finally $218,000 for the top-line Taycan Cross Turismo Turbo S.
The Taycan Cross Turismo has been planned with playful performance in mind.
Of note, the Cross Turismo’s base power unit is not available in the regular Taycan coupe, so the two models’ base pricing aren’t wholly reflective of each other. Where the 2021 Taycan 4S starts at $120,500, it uses the Cross Turismo’s more potent 4S powertrain. A more direct price comparison can be made against the $126,800 Taycan Cross Turismo 4S, showing a reasonable $6,300 price increase for the newer crossover body style. Cross Turismo Turbo and Turbo S trims are an even better deal, only costing $3,000 more than their Taycan coupe equivalents.
A quick glance at CarCostCanada’s 2021 Porsche Taycan Canada Prices page will show the differences, and allow you to configure the current coupe model as well. Porsche is offering the 2021 Porsche Taycan coupe with factory leasing and financing rates from zero percent, by the way, while all CarCostCanada members will receive access to additional important information, such as manufacturer rebates when available, plus dealer invoice pricing that could save you thousands more on any vehicle currently sold in Canada. Learn how an inexpensive CarCostCanada membership will save you money when purchasing your next new vehicle, and while you’re at it, be sure to download their free app so you can have all this critical info at your fingertips when you need it most.
The All-New Taycan Cross Turismo (1:29):
Taycan Cross Turismo: Digital World Premiere (17:40):
Taycan Cross Turismo – Inner Space (2:30):
The Camouflaged Taycan Cross Turismo Hits the Road (1:57):
Story credits: Trevor Hofmann
Photo credits: Porsche
Ahead of the 2021 Arteon four-door coupe virtual world première set for June 24th, Volkswagen has released one image containing two artist’s renderings of the forthcoming model, one of which clearly…
Volkswagen will update the Arteon for model year 2021, but if we were to bring this artist’s rendering back to reality would it look a lot like the already sleek 2020 model?
Ahead of the 2021 Arteon four-door coupe virtual world première set for June 24th, Volkswagen has released one image containing two artist’s renderings of the forthcoming model, one of which clearly shows an elongated wagon-like body style similar in concept to Porsche’s Panamera Sport Turismo (see a full road test review of all Panamera models here).
While exciting news for five-door sport wagon fans in Europe, take note the new Arteon Shooting Brake, as it’s called, won’t be available in North American markets. Instead, Canada and the U.S. will only get the refreshed first-generation Arteon in its four-door fastback body style, which means the German automaker will have less opportunity to pull this model up from its sales doldrums.
It would be hard to imagine that 2021 Arteon getting any lower, longer or wider than the already slick 2019-2020 model.
Yes, as attractive as today’s Arteon is, the sleek sport sedan has been relegated to niche status in Canada. Sales during calendar year 2019 totalled just 456 units (although deliveries started partway through the year in March), which left it dead last in the volume-branded mainstream mid-size sedan segment. The Passat, its more conventional and much less expensive four-door sedan stable mate, finished one step ahead with 672 examples sold, and take note this happened well before 2020’s tumultuous health, economic and social woes shook up the market.
This last point in mind, over the first three months of 2020 (all that’s been reported so far, and mostly before we were hit by hard times) the Arteon’s numbers were even worse with just 81 Canadian buyers (which if extrapolated over four quarters would equal 324 sales), although the new 2020 Passat found 523 new owners during the first three months of the year (theoretically equaling 2,092 unit sales over four quarters), a clear sign that Canadians like the new 2020 model’s ground up redesign.
The current Arteon’s rear design is almost as alluring as its dramatic front fascia.
At first glance, the Passat’s positive initial 2020 sales results could bode well for the upcoming Arteon mid-cycle makeover, health, social and especially economic issues aside, but the current 2020 Arteon is already a stunner, and while the artist’s rendering appears longer, lower and wider with much larger wheels, typical of such cartoonish drawings, if one were to squeeze it back into reality the update should actually look much like the current car other than a slightly modified grille and lower front fascia, plus similarly mild modifications most likely applied to the rear.
The Arteon’s interior is currently the best Volkswagen has on offer, and while we shouldn’t expect wholesale changes, VW is promising to integrate its latest modular infotainment matrix 3 (MIB3) system for faster application processing, improved connectivity, greater overall functionality, and better entertainment.
Today’s Arteon offers the most luxurious cabin in VW’s current lineup, but nevertheless the German automaker promises improvements inside.
Volkswagen will also introduce more intelligent assist systems, such as “Travel Assist” semi-autonomous or “highly assisted driving.” Like other hands-on-the-wheel self-correcting driver assist systems currently offered by other manufacturers, Travel Assist has been designed specifically for long-distance highway use, with the Arteon capable of “steering, acceleration and braking up to speeds of 130 mph [210 km/h],” said Volkswagen in a press release, albeit “under the control of the driver.”
All of this could push the cost of the already pricey Arteon higher, however, the current version of this low-slung sport sedan hitting the road just a hair’s breadth under $50k ($49,960 plus fees to be exact), which is without doubt a key reason its sales are slow.
Kia’s Stinger, the only other four-door coupe in the mainstream volume-branded mid-size sedan segment, found 1,569 Canadian buyers last year, however, while walking away with 2019 Canadian Car of the Year honours, but this similarly sleek alternative is a considerable $5,000 less expensive and comes equipped with stronger base and optional performance as well as more features.
We shouldn’t expect this sweptback 2021 Arteon Shooting Brake here in Canada.
Right now it’s possible to lower a new 2019 Arteon’s base price to match the Stinger’s window sticker, mind you, with up to $5,000 in additional incentives available from Volkswagen, while the German automaker is offering factory leasing and financing rates from zero percent for the 2020 Arteon. Not to be outdone, Kia is offering the same $5,000 in additional incentives on any 2019 Stingers still in stock or up to $4,000 in additional incentives for the 2020 Stinger, so take you pick. Learn more about these deals as well as available manufacturer rebates and otherwise difficult to source dealer invoice pricing at CarCostCanada. Also, make sure to download the new free CarCostCanada app from Google Play Store or the Apple iTunes store.
More detailed information about the 2021 Arteon, and the Euro-market Arteon Shooting Brake, will follow the upcoming world première later this month.
Story credit: Trevor Hofmann
Photo credits: Volkswagen
Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly…
Volvo’s V90 Cross Country is a handsome crossover wagon that might just be ideal for those not wanting to move up to a taller SUV.
Back in early 2017, Volvo asked us to “rediscover [our] passion in life” in a then new V90 Cross Country, yet while the Swedish automaker’s overall sales grew impressively thanks to plenty of freshly redesigned models and some entirely new entries as well, Canadian buyers flocked to its full lineup of SUVs instead of this tall mid-size luxury crossover wagon.
The result is the V90 Cross Country’s cancellation in our market as of 2020, this 2019 model year being its last after just three years. Along with the V90 Cross Country’s demise is the end of the regular V90 wagon too, while the beautiful and highly competent mid-size S90 luxury sedan remains in the lineup for at least another year and hopefully longer.
The V90 Cross Country has unmistakable Volvo design cues, plus beefier black bumpers, wheel arches and side sills than the regular V90 wagon.
The choice to forgo a crossover wagon for a big flagship luxury sedan flies in the face of convention, with some brands, particularly Volvo’s previous parent Ford (and it’s Lincoln luxury division), eliminating cars almost entirely, but the continuation of the S90 is probably more about maintaining a premium image than adding to the bottom line, because with only 835 combined S90, V90 and V90 Cross Country sales in its peak calendar year of 2018, and merely 295 after a 65-percent plunge in 2019, none of these cars would’ve made much of a difference to Volvo Canada’s profitability.
Standard styling elements include satin-silver bumper garnishes and Volvo’s trademark Thor’s Hammer LED headlamps.
For a bit of background, the V90 Cross Country replaced two generations of XC70 from 2000 through 2016 (it was dubbed V70 XC for the first three years), and by doing so once again brought Volvo’s renowned style, respected quality, sensible pragmatism and turbocharged, supercharged four-cylinder performance to the crossover wagon segment, while upping its luxury quotient to an entirely new level of opulence.
Anyone who’s spent time in a modern-day Volvo knows exactly what I mean, especially when equipped in one of its top R-Design or Inscription trims. The V90 Cross Country doesn’t use the usual trim nomenclatures for the Canadian market, but my tester was nicely outfitted with its Premium package and therefore, together with its generous list of standard features, is quite possibly (or should I say, was quite possibly) the most luxurious crossover wagon available today.
The 2019 Volvo V90 Cross Country comes standard with this attractive 19-inch alloys.
Then again, Audi may have something to say about that. The German brand now offers Canadian urban adventurers their all-new 2020 A6 Allroad in the same rather uncompetitive class, and while the four-ringed contender from Ingolstadt is impressive, Gothenburg’s outgoing alternative looks and feels richer inside despite costing $12,700 less.
Sharply angled LED taillights are standard too.
The 2019 V90 Cross Country starts at a very reasonable $62,500 compared to the A6 Allroad’s lofty $75,200 price tag, and while Audi’s brand image is certainly more upscale than Volvo’s, and its turbocharged 3.0-litre V6 makes an additional 19 horsepower and 74 more lb-ft of torque than Volvo’s turbocharged and supercharged 2.0-litre four-cylinder that puts out 316 horsepower and 295 lb-ft of torque, the Swede is slightly more pragmatic from a fuel economy perspective, with a claimed Transport Canada rating of 11.6 L/100km in the city, 8.1 on the highway and 10.0 combined compared to 11.8 city, 9.1 highway and 10.6 combined.
Nice silver detailing and “CROSS COUNTRY” inscribed into the black bumper are just some of this model’s unique details.
The 250 horsepower V90 Cross Country T5 AWD was discontinued at the end of model year 2018, by the way, this previously the base model at $59,500, while the $84,900 Ocean Race T6 AWD also said goodbye to the market for 2019.Now for 2019 there’s just one T6 AWD trim level, but the noted $3,900 Premium package does a good job of making it Inscription-like, thanks to features such as heated windshield washer nozzles, auto-dimming and power-folding side mirrors, LED interior lighting, aluminum treadplates, a heated steering wheel rim, front and rear parking sensors with graphical warnings, Park Assist Pilot semi-autonomous self-parking, a 360-degree Surround View camera system, a HomeLink universal garage door opener, four-zone automatic climate control, a cooled glove box, heatable rear outboard seats, power-folding rear seatbacks and outer head restraints, a really innovative semi-automatic cargo cover, an integrated soft safety net to separate cargo from passengers, blind spot monitoring with cross-traffic alert, and more.
The base V90 Cross Country’s interior is truly upscale, even for a premium luxury car.
The aforementioned $62,500 base price for the 2019 V90 Cross Country T6 AWD doesn’t include $900 for metallic paint, which is included with the Audi incidentally, but the A6 Allroad only provides black and beige leather options inside, and it’s not plush Nappa leather like Volvo’s, which can be had in four no-cost optional hues including Charcoal (black), Amber (dark beige), Maroon Brown (dark reddish brown) and Blond (light grey).
The dash and controls layout is superb, with everything falling ideally to hand.
It should be noted that despite appearing richly appointed my tester was far from fully loaded, as it was missing the $3,600 Luxury package with its gorgeous tailored instrument panel, sensational upgraded front seats with power-adjustable side bolsters, power-extendable lower cushions, multi-technique massage function, and cooling ventilation, plus manually retractable side window curtains in back. My test model didn’t have the $2,350 optional rear air suspension and Four-C Active Chassis upgrade either, and only had 19-inch alloys instead of $1,000 enhanced 20-inch rims, or for that matter body-colour bumpers, wheel arches and sills, $425 Metal Mesh decor inlays (although the hardwood was lovely), $250 black headliner, $1,500 graphical head-up display, $3,750 Bowers & Wilkins premium audio system (with fabulous aluminum speaker grilles), and $600 dual two-stage child booster seats integrated within the rear outboard positions, with all of the above potentially increasing the 2019 V90 Cross Country’s price by $18,375 to $80,875.
The V90 Cross Country’s standard digital instrument cluster is very impressive.
While that might sound like a lot for a mid-size luxury crossover wagon, consider for a moment that the 2020 Audi A6 Allroad Technik starts at $83,100 without a massage, and while it includes that brand’s fabulous “Virtual Cockpit” digital gauge package (the V90 gets a digital instrument cluster too, just not quite as configurable as the A6 Allroad’s), getting said massage, along with upgraded Valcona leather will set you back another $4,050, while adding on all of the V90’s advanced driver assistive systems will cost another $2,400. You can also add the $2,500 Dynamic package with Dynamic Steering and Dynamic All-Wheel Steering, $2,500 for Night Vision Assistant, $500 for quieter dual-pane glass, $350 for Audi Phonebox with wireless charging, another $350 for rear side airbags (some impressive stuff), and $1,000 for full body paint (already priced in to the top-tier Volvo), bringing the German model’s total to $102,650, less an expected $1,000 in additional incentives if you choose to sign up for a CarCostCanada account in order to learn everything you can before speaking to an Audi dealer (see CarCostCanada’s 2020 Audi A6 allroad Canada Prices page).
The tablet-style Sensus infotainment touchscreen is easy to use and full of features.
That’s $1,000 less than a Volvo dealer is prepared to slice off of the V90 Cross Country, or so says CarCostCanada on their 2019 Volvo V90 Cross Country Canada Prices page, but considerable savings aside the Volvo should really impress anyone considering either of these two fine vehicles. They’re both unquestionably handsome from the outside, and come equipped standard with all expected LED lighting tech and brushed metal accents to dazzle owners and onlookers alike. The minimalist Audi cabin is sublime, as is Volvo’s ritzier interior, their materials and build quality never in question, the only differences being a desire to appeal to varying tastes.
The optional overhead parking monitor is excellent.
Even before sliding into the V90 Cross Country’s enveloping driver’s seat, its high-quality gleaming metal- and leather-wrapped key fob sets the tone. This said its proximity-sensing access means it will most likely remain in your purse or pocket and not be touched at all—such a shame. Once inside, Volvo covers most surfaces with premium soft-touch synthetic or optional contrasting French-stitched leather, plus gorgeous dark oak inlays across the entire instrument panel and all doors. The fancier version gets the previously noted metal inlays instead, but truly there’s enough satin-finish aluminum trim elsewhere that more metal is hardly necessary.
Those who want to row their own gears will need to do so via the V90 Cross Country’s shift lever.
Key areas below the waist are soft to the touch, not so with many premium brands such as Lexus (although they sell nothing in this class), while all pillars are nicely wrapped in the same high-quality woven material as the roof liner. The ritzy details spoken of earlier include much of the switchgear that’s downright jewellery-like. Seriously, the exquisite diamond-patterned edging around the main audio knob, plus the twisting ignition controller and scrolling drive mode selector, not to mention the beautifully formed vent knobs, are gorgeous bits of metalwork, while the digital displays are some of the best in the industry.
The V90 Cross Country’s interior detailing is exquisite.
Before I continue, I must say that most everything I’m talking about is standard in Canada. Volvo even includes an impressive vertical tablet-style touchscreen on the centre stack, which in my opinion is one of the best in the business. Not only is it brilliantly clear and high-definition, with nice deep and rich colours, plus as easy use of a regular smartphone or tablet, with familiar tap, swipe and pinch functions, but it’s filled with loads of capability, making it one of the most versatile infotainment systems around. I also like that it mostly doesn’t change from one Volvo model to the next, so when you’re stepping up from an XC40 to this V90 or an XC90, you’ll enjoy the same impressive infotainment experience.
These sport seats really hold the torso and behind in place during hard cornering.
The fully configurable digital gauge cluster is standard too, and provides a nice clear display with a slight matte finish so there’s not much glare. While configurable, I wouldn’t go so far to say it’s as versatile as Audi’s aforementioned Virtual Cockpit, being that you can’t maximize infotainment system features to turn the entire cluster into a map, for instance. Audi’s cluster reduces the primary gauges into tiny dials at each corner, whereas Volvo’s dials remain mostly full-size all the time. Still, the V90’s gauge cluster offers excellent usability in other ways, the gauges shrinking slightly when using some features in the centre-mounted multi-info display, and that area quite large and appealing with plenty of attractive graphics and most features from the infotainment system, including a detailed, colourful navigation map.
This massive panoramic sunroof comes standard.
As impressive as its interior is, one of the V90 Cross Country’s best attributes is the superb drivetrain noted earlier. Its 315 horsepower and 279 pound-feet of torque provide spirited V6-like performance off the line and quick response for passing manoeuvres. It’s mated to a quick-shifting eight-speed automatic with manual mode, but unfortunately no paddles to keep the fingers busy in the more comfort-oriented V90 Cross Country. Rather, those wanting to row through the gears must do so via the shift lever, which is no problem yet not as easy as leaving both hands on the wheel for maximum control. Then again, I almost never bothered to shift the autobox anyway, as it went about its duty with effortlessly quick gear changes needing no prompting.
The rear seating area is spacious and wholly comfortable, plus refinement is above par.
The Cross Country doesn’t provide the same level of handling sharpness as the regular V90 T6 AWD R-Design tested last year, but it certainly comes within a hair’s width of matching it. It’s 58 millimetres (2.3 inches) taller, causing its centre of gravity to raise upwards somewhat, so naturally it can’t provide the same lateral grip as the more hunkered down sport wagon, but you likely won’t notice much difference unless pushing it extremely hard, and that’s not really what the Cross Country is all about. It’s better at getting you out from within a snow-filled ski resort parking lot, or allowing for greater ease and confidence inspiring control while trekking through a muddy cottage country back road.
The removable cargo cover automatically lifts out of the way when opening the tailgate.
The V90 Cross Country is equipped with standard all-wheel drive, but no off-road mode, yet it manages slippery conditions well. I’d even be willing to venture into some light off-roading situations, such as overcoming small stumps and rocks on a logging road, for example, or wading through a shallow river bed, because that’s exactly what Volvo has promised is possible with this all-weather, all-season, multi-activity vehicle.
With standard roof rails on top, plus available cross-members, bike racks, overhead storage containers and more, the V90 Cross Country becomes an ideal companion for outdoor activities such as cycling, kayaking, camping, and more. Volvo provides plenty of other accessories too, such a $1,345 trailer hitch package with electronic monitoring and Trailer Stability Assist (TSA), allowing owners to take full advantage of this crossover’s capabilities.
A cargo divider lifts out from the floor, complete with hooks for grocery bags.
While trekking through the wilderness, or merely overcoming the unkempt lanes in most of Canada’s inner cities, you’ll enjoy a wonderful ride, the V90 Cross Country providing even more comfort than the already impressive V90 wagon. This is a car I could drive all day long and never tire of. Together with its fabulous front seats, which are superbly comfortable and provide excellent support, there’s no real reason to spend more for the fancier massaging buckets unless money is no object.
Even more importantly for me, the driver’s position is ultra-adjustable and therefore should be perfect for the majority of body types. I’m a bit shorter than average at five-feet-eight, but my legs are longer than my torso, which can cause a problem if the steering column doesn’t provide enough reach. No such issues with the V90 Cross Country, however, that provides an ideal setup for both comfort and control.
A webbed divider protects passengers from loose cargo that could become dangerous in an accident.
There as an incredible amount of room in back, too, with almost 10 inches in front of my knees when the driver’s seat was set up for my long-legged frame, plus five inches remained from my shoulder to the door panel, another four or so next to my hips, and about three and a half above my head. Stretching out my legs was easy, with my shoes placed underneath the driver’s seat, while comfort was increased yet more via my tester’s four-zone auto climate control that provided a useful panel for controlling each rear outboard passenger’s temperature. The heated rear seats would no doubt be appreciated for winter ski trips with the family, as would the massive standard panoramic sunroof overhead, this completely eliminating any feelings of claustrophobia that can happen for some when seated in back, but then again it seems bizarre to imagine someone feeling closed in while seated anywhere in the spacious V90 Cross Country. Aiding the V90’s open, airy experience are HVAC vents on the backside of that centre console, and more at the midpoint of each B-pillar, while LED reading lamps hover overhead. A complex centre armrest flips down between outboard passengers, complete with pop-out dual cupholders, a shallow tray, plus a lidded and lined stowage container.
Thin items, such as floor mats, can be stowed below the cargo floor.
The V90 Cross Country’s powered liftgate lets you into the spacious cargo area, while the aforementioned retractable cargo cover automatically lifts up and out of the way. The cargo compartment, which measures 560 litres (19.8 cubic feet) behind the rear seatbacks and about 1,530 litres (54 cu ft) when the rear row is lowered, is luxuriously finished with plush carpets all the way up the sidewalls and rear seatbacks, plus of course the floor, while below an accessorized rubber all-weather cargo mat (part of a $355 Protection package that includes floor trays for four seating positions, a centre tunnel cover, and the just-noted cargo tray), my tester’s floor included a flip-up cargo divider featuring integrated grocery bag hooks. The floor can be lifted further, exposing a shallow carpeted compartment for storing very thin items, such as the carpeted floor mats while the all-season ones are in place.
The centre pass-through is small, but certainly better than nothing.
Aiding versatility, the V90’s 60/40 split-folding rear seatbacks include a small, narrow centre pass-through that’s ideal for a couple of pairs of skis, or alternatively each portion of the seatback can be dropped down flat via powered release buttons attached to the cargo sidewall. These automatically flip the headrests forward too, which incidentally can be lowered from the front to aid rear visibility as well.
With the rear seats lower there’s plenty of cargo space available.
If you’re currently driving a four-door sedan or wagon and not quite sure if a tall, SUV-like crossover such as Volvo’s XC90 is the right way to go, this V90 Cross Country is a good alternative. All said, I’m not going to recommend it over Audi’s new A6 Allroad mentioned throughout this review, but I will go so far as say that it measures up in all ways other than high-speed performance, and possibly prestige. Then again, Volvo has been reviving its respectability as of late, and has long enjoyed its own diehard following that would consider nothing less. Comfort is arguably better in the Volvo too, and as noted earlier this V90 Cross Country is a bit stingier on fuel. In the end it will come down to personal taste, and the ability of your local Volvo dealer to find a new one still available. If your interest is piqued, I recommend calling now before it’s too late.
Story and photo credits: Trevor Hofmann
Photo Editing: Karen Tuggay
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,…
Wagons never went out of style, and this Mercedes-AMG C 43 4Matic Wagon is easily the most appealing in its compact D-segment segment.
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.
Good looking C-Class wagon gets plenty of aero upgrades in AMG C 43 trim.
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.
These optional three-way LED headlights have impressive detailing.
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.
These optional 19-inch alloys provide extra grip for fast-paced manoeuvres.
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.
LED taillights come standard across the C-Class lineup.
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.
There’s nothing subtle about the C 43’s rear diffuser and quad of AMG Performance exhaust pipes.
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.
The C 43 4Matic Wagon’s interior is exquisite.
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.
Check out the detailing on the driver’s door panel.
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.
There isn’t a better looking interior in the D-segment, and Mercedes’ quality is superb.
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.
This fabulous 12.3-inch digital instrument cluster is optional.
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.
AMG makes one of the most impressive sport steering wheel around.
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.
The centre stack is well laid out and filled with features, while genuine carbon fibre trim is optional.
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.
The upgraded 10.25-inch centre display gets high-definition clarity and great graphics.
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.
Touch gesture and rotating wheel controls can be executed via this console-mounted interface.
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.
These seats are wonderfully comfortable and wholly supportive.
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.
A two-piece panoramic sunroof provides all the overhead light plus the body rigidity a performance car needs.
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.
Rear seat roominess is generous.
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.
The C 43 Wagon’s dedicated cargo area is spacious, plus 40/20/40-split seatbacks provide more convenience than average.
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).
Buttons release the rear seatbacks so they drop down automatically.
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
News flash! Volkswagen has a lot of 2019s still available, including the fabulous Golf Alltrack. Okay, I let the cat out of the proverbial bag and now without having to read any further you know how I…
After only three years the Golf Alltrack has been discontinued, so check out our story and snap one up if you like it as much as we do.
News flash! Volkswagen has a lot of 2019s still available, including the fabulous Golf Alltrack.
Okay, I let the cat out of the proverbial bag and now without having to read any further you know how I feel about this impressive little crossover wagon. This said you may also now realize how disappointed I am that it was discontinued last year, with the remaining 2019s all that’s left of new inventory.
In case you’re wondering how much you can currently save on this fashionable European, CarCostCanada is reporting up to $1,500 in additional incentives, but I’m guessing you can get more off than that. Sign up for a CarCostCanada membership and you can access the 2019 Golf Alltrack’s dealer invoice price, so when you call the dealership or go online to negotiate (I wouldn’t recommend showing up at the dealership right now), you’ll know exactly how much they paid VW for it, plus you’ll know about any manufacturer rebates and financing/lease rates currently available. I seriously don’t understand why someone would consider buying a new car without first arming themselves with this treasure trove of knowledge.
The Alltrack includes a lot of premium-level aluminum trim for a stylish look.
The Golf Alltrack is a car I’d consider owning, because it suits my personal taste and lifestyle to a tee. I find it great looking, even more so than the Golf SportWagen it’s based upon, which is also cancelled for 2020, the Alltrack’s raised height and tastefully beefy body cladding working perfectly with its long, chiseled fuselage, while all of its aluminum-like detailing, including the side mirror caps, make it look downright rich.
Like with all Golf models, the Alltrack’s most impressive attribute is its interior. Premium-like details abound, such as fabric-wrapped A-pillars, a soft-touch dash top that extends down to the midpoint of the instrument panel, the same pliable composite used for the front door uppers, an impeccably detailed leather-wrapped flat-bottom sport steering wheel with fabulously thin spokes filled with high-quality switchgear, cool grey carbon fibre-style dash and door inlays, glossy piano black surfacing in key areas, and a tasteful assortment of satin-finish aluminum accents throughout.
The Golf Alltrack is ideal for mild off-road excursions.
The Alltrack’s monochromatic multi-information display (MID), which sits between the otherwise highly-legible primary instrument cluster, wasn’t up to standards when I last tested this car in 2017 and still isn’t. This is particularly true from a manufacturer that offers a wholly impressive full digital display in some of its other models, while most of its compact rivals provide high-resolution full-colour TFT MIDs loaded with features.
On the positive, my as-tested top-tier Alltrack Execline’s infotainment system was superb, this model and the base Highline trim replacing the old outdated 6.5-inch centre touchscreen with a state-of-the-art 8.0-inch display this year, once again filled with Apple CarPlay, Android Auto and MirrorLink smartphone integration, and a nice clear backup camera (albeit without active guidelines), while exclusive to the Execline is nicely detailed navigation mapping with very accurate GPS guidance. Additional infotainment features include voice recognition, Bluetooth phone and audio streaming connectivity, the latter controlled via an easy-to-use audio interface connecting through to a standard six-speaker audio system with satellite radio in the base Highline trim, albeit a much more expressive nine-speaker Fender system in the Execline, while additional digital panels provide access to apps, car system functions, etcetera. The display even uses proximity-sensing technology that pops hidden digital buttons up from its base when your fingers get near.
The Alltrack’s details are very nice, and include LED headlights and 18-inch alloys in Execline trim.
Now that I’ve mentioned changes from the previous 2017 model I tested and this 2019, I should also give you a bit of history and fill you in on some additional updates made along the way. The Golf Alltrack actually came into existence for the 2017 model year, and surprisingly was updated for 2018 with new LED signature lights inside its base halogen and optional LED headlamps (depending on trim), redesigned LED taillights with their own signature look, plus other subtle changes to the front and rear fascias.
This 2019 model carried over everything from 2018, including the updated transmission choices that now consist of a base six-speed manual (VW’s six-speed DSG dual-clutch automatic with manual mode was standard initially) as well as paddle-shifters for the now optional six-speed DSG auto in Execline trim, so therefore it’s now more engaging to drive in most trims (the Highline DSG forgoes the paddles).
These silver-tone mirror caps add a touch of class.
The 2018 model received two new colours as well, growing from seven in 2017 to nine the following year, all of which are available in both trim levels for 2019. The test model featured on this page wears one of those new colours, Peacock Green Metallic, while White Silver Metallic will likely be the more popular choice considering most everyone’s love affair with white and VW’s traditional allegiance to its Germanic silver heritage racing livery. Inside, no-cost optional Shetland beige offsets the green nicely, while Titan Black is standard.
To clarify, the previously single-trimmed model now has two trims, Highline and Execline, the former starting at $31,200 (plus freight and fees) with its manual or $1,400 more for the DSG automatic, while my tester’s Execline trim can be had for $35,270 with the manual or $36,670 as-tested, less the aforementioned incentives and any other discounts you can negotiate after learning about its dealer invoice price from CarCostCanada.
Like all Golf models, the Alltrack provides a very refined interior.
The Execline includes one-inch larger 18-inch alloys on 225/40 all-seasons as standard equipment, plus standard LED headlights with active cornering, paddle shifters with the automatic transmission, navigation, an SD card slot, the aforementioned Fender audio system with a subwoofer (which produces great sound for the class), front sport seats, a 12-way powered driver’s seat with two-way powered lumbar (that’s superb, by the way, with excellent side bolstering), and leather upholstery.
VW also added its only optional upgrade with my tester, a $1,750 Driver Assistance Plus package that includes autonomous emergency braking with pedestrian monitoring, blindspot detection with rear cross-traffic assist, lane assist, automatic high beam control, adaptive cruise control with stop and go, plus park assist with park distance control.
All Golf models have a well organized cockpit.
Features pulled up to Execline trim from the base Highline include standard 4Motion all-wheel drive, automatic on/off headlights with coming and leaving functions, fog lamps, silver finished side mirror caps, silver roof rails, proximity-sensing keyless access with pushbutton start/stop, rain-sensing wipers, power windows, the aforementioned leather-wrapped multifunction steering wheel, a leather-clad shift knob and handbrake lever, simulated carbon fibre decorative inlays, brushed stainless steel foot pedals, dual-zone automatic climate control, a USB port, three-way heatable front seats, a two-way powered front passenger seat (it’s eight-way manually adjustable), an auto-dimming rearview mirror, ambient lighting, LED reading lamps, illuminated vanity mirrors, a large powered panoramic sunroof with a powered sunshade made from an opaque fabric, a scrolling rear cargo cover, 12- and 115-volt charging outlets in the cargo area, 60/40 split-folding rear seatbacks with a centre pass-through, and the list goes on and on, although considering its mid-‘30k price point a heated steering and heated rear seats would be nice.
The Alltrack’s gauge cluster is highly legible yet a bit dated, its multi-information display monochromatic and low on features in a world of colourful, comprehensive MIDs.
Mechanically, the Alltrack is identical to previous model years, utilizing Volkswagen’s well-proven turbocharged 1.8-litre four-cylinder engine that’s good for 170 horsepower and 199 lb-ft of torque. It provides strong, smooth, linear power resulting in reasonably quick takeoff and good highway passing power for this fairly light, relatively compact car, and while the all-wheel drive system doesn’t offer a low gearing range or even a locking differential, it’s excellent on rain-soaked roads, packed snow, and can even manage some lighter duty off-road situations.
The Alltrack’s new 8.0-inch infotainment display is superb.
Transport Canada rates the Alltrack’s fuel economy at 11.1 L/100km in the city, 7.8 on the highway and 9.6 combined for the manual, and 10.7, 8.0 and 9.4 respectively for the automatic, so it’s pretty good as far as compact crossover utilities go.
The entire car rides on Volkswagen’s usual front strut and rear multi-link suspension setup, which means that its ride is very good and handling even better, this even despite a one-inch higher centre of gravity over its Golf SportWagen donor car. The ride-height lift comes from exclusive springs and shocks, while the power steering is speed-sensitive to improve feel, and it’s nicely weighted with good response and reasonably good connectivity to the road, unusual for this class, while the vented front and solid rear brake discs provide good stopping power thanks to 286 and 272 mm diameters respectively.
The Alltrack Execline’s leather-clad sport bucket are wonderfully comfortable and supportive.
All of these attributes could be applied to the regular Golf hatchback too, but the big difference with the Alltrack or its just-noted SportWagen sibling when compared to shorter wheelbase VW alternatives is cargo space, with the two elongated models getting 368 additional litres (13.0 cubic feet) of volume behind the 60/40-split rear seatbacks and 362 (12.8 cu ft) more when they’re folded flat, the larger car’s cargo capacity measuring 861 and 1,883 litres (30.4 and 66.5 cu ft) respectively.
The power panoramic sunroof is a fabulous addition.
Just like the regular Golf, the rear centre pass-through provides useful storage for longer cargo such as skis, allowing two rear passengers to enjoy the more comfortable window seats. I also like that Volkswagen includes levers on the side of the cargo walls for dropping the seats, and they fully fold down automatically. Another positive is the quality of the cargo cover, which is by far the best in this class. It’s a solid chunk of metal mated to high quality plastic the clicks into place like a precision instrument, and it weighs a fair bit when pulling it out too.
Volkswagen includes a shallow area under the load floor along with a space saver spare tire. There’s no powered rear hatch to make access easier when hands are full, but it was never an issue during my weeklong test. The roof rack on top is also useful too, providing you get the necessary add-ons to make the most of it. And speaking of loads, the Alltrack receives 14 additional kilograms (31 lbs) of payload capacity to go along with the added space over the regular Golf, resulting in a 459-kg (1,012-lb) maximum.
The rear seating area is spacious and comfortable.
In case you’re wondering how it stacks up against VW’s Tiguan, the Golf Alltrack is just 73 litres (2.6 cu ft) smaller behind its rear row and actually 23 litres (0.8 litres) roomier when its rear seatbacks are laid flat, so it’s a good compact SUV alternative if you’d rather be closer to the ground to experience more traditional road car handling.
On that note I prefer driving this Golf Alltrack when compared to the new Tiguan, and find its interior more refined as well, but of course I’m well aware my personal taste doesn’t always flow in the mainstream, something made obvious by this model being discontinued while the Tiguan is becoming VW’s shining star.
The Alltrack’s cargo capacity is about the same as a compact SUV like VW’s own Tiguan.
Tiguan sales were up 42.7 percent in calendar year 2018 to 21,449 units in Canada, but its upward surge still wasn’t enough to upstage the Golf that beat it by 28 deliveries. This said Volkswagen needs six different Golf models to achieve that number, including the regular Golf hatchback, Golf GTI, Golf R, e-Golf, Golf SportWagen, and this Golf Alltrack. Last year saw the Tiguan lose 10.2 percent to 19,250 units from its previous high, while the Golf only lost 8.4 percent to 19,668 units in 2019. Now with the Golf Alltrack and SportWagen gone from the lineup, the Tiguan has an opportunity to overtake the Golf, although the current realities of COVID-19 mean that 2020 will be far from a banner year.
Just the same, if the Golf Alltrack sounds like your idea of the perfect car/SUV compromise, I recommend first doing some research at CarCostCanada for any manufacturer rebates, financing/leasing deals, and of course dealer invoice pricing that could save you thousands, and then contacting your dealer via phone or online. Most retailers are providing home road tests of fully sanitized cars these days, so as long as you’ve prepared ahead of time, you’ll get the best deal possible. As for the Golf Alltrack, I’m quite certain you’ll love it.
Photos by Trevor Hofmann
The compact class is incredibly competitive in Canada, but thanks to continually improving its exterior design, plus major strides made in interior refinement, big gains in cabin infotainment, and a diehard…
The Impreza 2.0i Sport 5-Door is one great looking compact sport wagon. (Photo: Karen Tuggay)
The compact class is incredibly competitive in Canada, but thanks to continually improving its exterior design, plus major strides made in interior refinement, big gains in cabin infotainment, and a diehard adherence to its unique horizontally-opposed powertrain connecting through to standard all-wheel drive, Subaru has found a way to keep its Impreza thoroughly relevant when others are getting discontinued.
News of model cancellations is never good to a car enthusiast, even if the vehicle in question is a rather bland compact commuter car. After all, the same market shifting issues that caused the elimination of the Chevy Cruze and its electrified Volt is responsible for the demise of Ford’s Focus and its two sportiest trims, not to mention the fun-to-drive Alfa Romeo-based Dodge Dart a couple of years ago. And these four are only in the compact segment. Plenty of others have fallen by the wayside in the subcompact and full-size passenger car classes too, all making space for new crossover SUVs and EVs.
The 5-Door’s sweptback rear design makes it the sportiest of the two body styles. (Photo: Karen Tuggay)
Subaru produces its share of crossovers, its most popular Crosstrek based on the very Impreza 5-Door being reviewed here. I’m actually a big fan of that innovative little CUV, but I’m also a proponent of smart compact wagons, which is more or less what the Impreza 5-Door is.
Call it a hatchback if you want, or a liftback if you want to make it sound sportier, but in reality the Impreza 5-Door is a wagon through and through. No doubt some in Subaru’s marketing department would rather I don’t say that, but they should be well aware that this Japanese brand has an ardent following of wagon-loving zealots. After all, the Outback is little more than a raised Legacy Wagon, the latter model no longer with us, unfortunately, but a mighty find rally car in its time, not to mention an excellent family hauler.
LED-enhanced headlamps make for a sophisticated look. (Photo: Karen Tuggay)
Subaru has spiffed up the Impreza’s styling in recent years, and it really does look a lot more upscale and premium like, even in its more basic trims. This Sport tester comes with fog lamps and LED-enhanced headlights even though it’s just a mid-range model, not to mention side sill extensions, a subtle rooftop spoiler, and attractive LED taillights, while machine-finished twinned-Y-spoke 17-inch alloys with black-painted pockets round out the sporty look.
Subaru makes a 4-Door Impreza sedan as well, but I’m willing to guess the 5-Door is more popular in Canada. They both look nice and each serves a purpose as well as personal styling tastes, the sedan providing the security of a trunk, useful for those that regularly need to keep valuables locked away from prying eyes, while the latter gets the convenience of added cargo space of a hatch or liftback. The trunk can manage a load of 348 litres, which isn’t bad for a compact, but compared to the 5-Door’s 588-litre cargo hold behind the rear seats, not to mention is uninterrupted 1,565 litres of available volume when the 60/40 split-folding rear seatbacks are lowered down, it’s no contest.
The Impreza incorporates some similar design elements to the brand’s rakish BRZ sports car. (Photo: Karen Tuggay)
The car I recently tested is a 2019, and yes I’m fully aware the 2020s are already upon us and therefore this review will have a very limited shelf life. Nevertheless, those willing to choose the 2019 can access up to $2,500 in additional incentives (at the time of writing), as seen on CarCostCanada’s 2019 Subaru Impreza Canada Prices page, whereas those wanting the refreshed 2020 model can only save up to $750 in additional incentives, unless they join CarCostCanada to access dealer invoice pricing at which point they could find themselves saving thousands.
These are some sporty looking 17-inch alloy wheels. (Photo: Karen Tuggay)
Subaru makes its EyeSight suite of advanced driver assistive systems standard on all Imprezas upgraded to an automatic transmission for 2020, while it’s only available in Sport and top-line Sport-tech trims for 2019. The car I tested didn’t include EyeSight, which meant it was missing pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, and adaptive cruise control. A Starlink connected services package is also available for 2020, included in most Impreza trims, while both 4- and 5-Door styling has been updated front and back.
The Impreza’s four trim lines remain the same from 2019 to 2020, and include the base Convenience, plus Touring, Sport and Sport-tech, with 2019 pricing ranging from $19,995 to $30,195 for the 4-Door and $20,895 to $31,095 for the 5-Door. Subaru leaves the base price alone for 2020, but ups some pricing in between with the new 5-Door adding $100 to the bottom line for $20,995, and top-line Sport-tech trim costing $30,795 and $31,695 for the 4- and 5-Door body styles respectively.
A fine looking set of LED enhanced taillights. (Photo: Karen Tuggay)
The 2019 Impreza Sport 5-Door model on this page retails for $25,395, this car increasing to $26,195 next year. Like the two bottom trims it can be had with a five-speed manual or optional Lineartronic continuously variable transmission (CVT) with standard steering wheel-mounted paddle shifters, the latter being how Subaru equipped my tester. As always, Subaru’s Symmetrical AWD comes standard, not only making this the sole car with standard AWD in the compact class, but one of the only vehicles to be offered with AWD in this segment at all.
The Impreza’s interior quality will undoubtedly impress. (Photo: Karen Tuggay)
To be clear, Mazda recently anted up with an AWD 3, while Toyota’s Prius can now be had with its new hybridized e-AWD system. Volkswagen offers its Golf Alltrack until they sell out (it’s sadly being cancelled after model year 2019), but it’s more of a Crosstrek competitor anyway, while the Golf R competes with Subaru’s WRX STI. There you have it, all the AWD competitors in the compact class, a very small number for sure.
Speaking of VW, it’s ironic that a relatively small Japanese brand has kept the German manufacturer’s boxer engine design alive and thriving all these years. Subaru has long claimed the horizontally opposed engine configuration as its own, only sharing it with Porsche and, occasionally, Ferrari, with this latest 2.0-litre, dual-overhead cam, 16-valve, four-cylinder making a reliable 152 horsepower and 145 lb-ft of torque via direct-injection, dual active valve control, and electronic throttle control. This is significantly stronger engine output than most competitors’ base engines. In fact, only three rivals make more power, albeit not much more, while just four put out greater torque.
The Impreza offers up a comfortable, well organized cockpit. (Photo: Karen Tuggay)
The result is strong performance from standstill all the way up to highway speeds and beyond, all of the extra torque working very well with my tester’s CVT, which provides especially smooth, linear power delivery. The paddles are useful for downshifting mid-turn, but I found the engine and transmission worked best when left to their own devices. The Impreza’s ride is very smooth too, while its agility through the corners is also typical of fully independent suspension setups, Subaru having infused a set of MacPherson struts up front and double wishbones in back, with stabilizer bars at both ends. This is a more sophisticated design than some of its challengers that use cheaper rear torsion bar suspensions, and can really be felt when pushing hard through curves covered in uneven pavement. Rather than having the rear axle bunny hop over the rough stuff, my Impreza’s 205/50R17s stayed locked on course, the little five-door certainly showing the effects of Subaru’s storied rallying heritage.
The simple gauge cluster is nevertheless easy to read in any light. (Photo: Karen Tuggay)
This was when I wished my test car had been equipped with the five-speed manual, as it would have been more fun to play with and potentially easier to extract more speed, but truth be told the paddles worked wonders when more engine revs were needed, even though they’re hooked up to a CVT. It was good enough, in fact, that I might lean towards the CVT if this were my own personal ride, not only because it would make driving life in the city a lot more agreeable, but also because the automated transmission is a lot thriftier with a claimed fuel economy rating of 8.3 L/100km city, 6.4 highway and 7.5 combined, compared to 10.1, 7.5 and 8.9 respectively for the manual.
The centre stack sits on top of the centre dash. (Photo: Karen Tuggay)
While a serious driver’s car, the Impreza is also extremely comfortable, and not just because of its just-noted ride quality. The driver’s seat offers good adjustability, but strangely no lumbar adjustment in this trim. Fortunately the seat design is inherently supportive, and thanks to excellent reach from the tilt and telescopic steering column I had no problem getting into a good position for optimal control of the leather-wrapped steering wheel and sporty metal pedals. The steering wheel is nicely shaped for a sporty, comfortable feel with the hands at the proper 9 and 3 o’clock positions, while ample switchgear on its spokes allow for control of audio, phone, cruise, and trip/multi-information display functions.
The Impreza’s top-line 8-inch infotainment touchscreen is very good. (Photo: Karen Tuggay)
Unlike most rivals, the Impreza’s mostly analogue gauge cluster merely splits its dials with a colour TFT readout for speed, gear selection, real-time fuel economy, fuel level, the odometer and trip mileage. The actual multi-information display is housed in a hooded 4.2-inch colour display atop the dash. It provides a comprehensive level of information, its top half-inch or so displaying the time, interior temperature, climate control setting, and exterior temperature, while the larger bottom section can be set up based on driver preference with options including audio info, real-time fuel economy and projected range, all-wheel drive torque distribution, a row of three gauges encompassing water temp, oil temp and average speed, and more.
The Impreza Sport can be had with a 5-speed manual or this smooth CVT. (Photo: Karen Tuggay)
While the quality of graphics and screen resolution of the multi-information display has made big strides this generation, Subaru’s biggest single area of improvement over the past few years has been in-car infotainment, particularly the centre touchscreen and its many features. The move up to Sport trim increases the display from 6.3 to 8.0 inches in diameter, and it’s an extremely high-quality touchscreen with crystal clear definition, beautiful vivid colours and extremely rich contrast. The overall tile design is attractive, with big colourful “buttons” overtop a starry blue background that looks attractive and is easy to use, with the main functions being radio, media, phone, apps, settings, and Subaru’s Starlink suite of apps. There’s no navigation in Sport trim, but Apple CarPlay and Android Auto offer route guidance through your smartphone, which is likely good enough for most peoples’ needs. The apps panel includes Aha and iHeartRadio, while dual USB ports and an aux plug allow smartphone access. The backup camera is excellent too, and benefits from dynamic guidelines.
This is a superb driver’s seat, despite not having adjustable lumbar support. (Photo: Karen Tuggay)
All HVAC controls can be found just below on a dedicated interface, and in Sport trim is a single-zone automatic climate control system featuring three dials and a couple of buttons to actuate. Setting the heatable front seats is done via two rocker switches on the lower console, but even the two-way warmer’s highest settings aren’t anywhere hot enough to feel therapeutic.
There’s no heated steering wheel rim in Sport trim and no seat warmers offered in back at all, which is strange for a car that would likely be used as a family ski shuttle during winter months, but nevertheless the Impreza Sport 5-Door’s rear quarters are nicely finished, yet without secondary air vents on the backside of the front console or anywhere else.
The rear seats are roomy and comfortable. (Photo: Karen Tuggay)
It’s roomy in back, with about eight inches of space remaining ahead of my knees when seated behind the driver’s seat that was set up for my five-foot-eight, long-legged, short-torso frame, plus ample area to stretch out my legs with my feet under said driver’s seat. There’s no shortage of room side-to-side either, plus a comfortably wide folding armrest at centre with dual cupholders, and about three inches left over above my head. The outboard rear seatbacks offer good lumbar support too, so it’s easy to overlook the lack of amenities in back.
I’ve yet to mention this Sport trim’s upholstery, which is a high point thanks to a nice durable feeling fabric featuring an attractive patterned insert surrounded by grey striped bolsters with contrast stitching. Each Impreza generation improves interior refinement, with this latest fifth-gen model a wholly more hospitable place for driver and passengers front to back with respect to materials quality and design. Just look at the contrast-stitched leather-like soft-touch dash top, which is easily as good as this class gets, the impressive surfacing treatment even flowing down the right side of the centre stack and copied over to the left portion as to provide a visual balance. It’s gorgeous. The door uppers get a similar soft synthetic treatment and the armrests feel like genuine stitched leather, while Subaru adds more depth via carbon-fibre-like inlays, satin-silver/grey accents, tasteful applications of chrome and more, not to mention especially tight fitting switchgear throughout the cabin. Anyone buying into this class should be more than impressed with the Impreza’s interior.
The Impreza 5-Door provides more cargo room than most competitors. (Photo: Karen Tuggay)
I’ve mentioned cargo dimensions already, and while it sits in the middle as far as space behind the rear seatbacks and much better than average when those seats are folded, I wish Subaru had thought of including a centre pass-through for loading in longer items like skis. Of course you can squish someone into the centre position if carrying four, but the outboards seats are much more comfortable and the view out the windows more enjoyable for those in back. Subaru includes a retractable cargo cover within a solid, attractive aluminum cross-member that’s easy to pull out and store behind the first row of seats if no one is seated in the second row, or lay on the cargo floor if someone is.
All things said the Impreza 5-Door is a car I could buy and live happily with. It’s just the right size, offers up lively performance with decent fuel economy, promises strong reliability, and delivers the level of refinement and quality I’ve grown used to. Its infotainment is now as good as this class gets, and while I would’ve liked a few more features in this Sport-trimmed tester, a top-line Sport-tech model I tested a couple of years ago delivered more than enough goodies to satisfy the tech geek within. Everything considered, the Impreza wholly worthy of your attention.
