The year 2020 has brought a series of fiercely advanced Mazda vehicles, that are designed to give you a high-end driving experience. A range of new features like active safety equipment, updated top tier trims and turbocharged engine, make every car lover fall for a Mazda. Exciting right? If you’re searching for the best Mazda car cost in Canada, make it easier by contacting a car pricing expert.
Car Cost Canada offers makes your car purchasing experience delightful in three easy steps. All you need to do is choose a vehicle, and we’ll make a custom pricing report along with a dealer invoice price report. It’s not just a piece of paper but works as your own bargaining chip when you meet your car dealer.
Whether you know the exact model you’re looking for or need assistance in choosing a smart vehicle, let’s take you through some of the greatest Mazda models of the year.
The 2020 Mazda6 is more than just a regular family sedan as it provides a fun-to-drive experience and gives you the experience of driving a fancy sports car.
The price range starts from $27,350
Engine: SKYACTIV-G 2.5L
8” colour touchscreen display
17” dark grey alloy wheels
Adjustable heated front seats
6 speaker sound system
Bluetooth/Apple CarPlay/Android Auto
So, which one is your pick? Buying a new Mazda model can be quite a task if you aren’t exposed to the right resources and guidance. Prepping yourself with proper research is the key to land up your dream vehicle.
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The car you’re looking at has given up on Canada and moved to the States. Yup, it’s true. Call it a traitor if you want, but Hyundai’s subcompact Accent Sedan won’t be available north of the 49th after this 2019 model year, so if you’ve always wanted to own a new one you’d better act quickly.
Fortunately for us, the more practical hatchback version is staying, complete with a new engine and new optional continuously variable transmission, the latter replacing the conventional six-speed automatic found in the 2019 Accent Sedan being reviewed here. The U.S., incidentally, loses the hatchback variant that we prefer. How different our markets are, despite (mostly) speaking the same language and being so close.
So why is this subcompact carnage occurring? It comes down to sales, or a lack thereof. Hyundai Canada only sold 202 Accents last month, but it’s brand new Venue crossover SUV, which is more or less the same size as the Accent hatch, yet an SUV so it’s going to be much more popular, sold 456 units in its first-ever month of January 2020. I think the Venue is going to sell big time, as I’ve been driving one in between writing this review of the Accent, and am thoroughly impressed. It’s also the least expensive SUV in Canada, which won’t hurt its popularity either.
I’m not sure if the Venue will surpass Kona sales, the larger utility finding 1,651 buyers last month and an amazing 25,817 during its first full year of 2019, which incidentally saw it first in its subcompact class (the same segment the Venue is entering now), resulting in a shocking 7,000-plus units ahead of the Nissan Qashqai. So car fans should be happy Hyundai kept its Accent here at all, especially considering how many of its peers have departed over the past couple of years for the same reasons (like the Nissan Versa Note, Toyota Prius C and Yaris Sedan, Chevy Sonic, Ford Fiesta, etc).
At least the Accent remains near the top of its class, only outsold by its Kia Rio cousin last month, 243 deliveries to the Accent’s aforementioned 202, but beating the Yaris’ 190 sales, a car that took the top spot away from the Accent last year, a position Hyundai has held for as long as I can remember. Who knows which subcompact car will be in the lead when the final tally gets sorted out once December 31, 2020 has passed?
Most of us should be able to agree that this 2019 Accent Sedan won’t do much to increase the Accent’s overall numbers this year. Certainly Hyundai will appreciate your buying one of the handful remaining, and yes I checked and there are plenty of retailers with new ones in stock across the country, but more dealers have sold out and are therefore saying hello to the updated 2020 Accent Hatchback, which looks identical yet gets the revised engine I mentioned earlier in this review, plus a totally new optional continuously variable transmission (CVT), the latter in place of the now departed six-speed automatic gearbox integrated into my 2019 tester.
I must admit to having divided feelings about these mechanical upgrades, because the changes seem to be only benefiting fuel economy at the expense of performance. This 2019 Accent boasts a reasonably strong 132 horsepower from its 1.6-litre four-cylinder engine, plus 119 lb-ft of torque, whereas the fresh new 2020 model’s 1.6-litre four features some cool new “Smartstream” tech, but nevertheless loses 12 horsepower and six lb-ft of torque, the new ratings only 120 and 113 respectively.
To clarify, the Accent’s Smartstream G1.6 DPI engine has little in common with the Smartstream G1.6 T-GDi engine found in the new Sonata. The Accent’s engine is naturally aspirated with four inline cylinders, dual-port injection (DPI), continuously variable valve timing, and a new thermal management module that warms the engine up faster to optimize performance and efficiency, whereas the Sonata’s four-cylinder is downright radical in comparison.
That turbo-four is configured into a V, which will be fabulous for packaging into smaller engine bays of the future and ideal for mating to hybrid drivetrains that could potentially fit into the engine bays of current models. It puts out 180 horsepower and 195 lb-ft of torque due, in part, to an industry-first Continuously Variable Valve Duration (CVVD) system that improves straight-line performance by four percent while improving fuel economy by five percent and reducing emissions by 12 percent. A Low Pressure Exhaust Gas Recirculation (LP EGR) system helps Hyundai to achieve the last number, but I’ll get into more detail about its advanced tech when I review the new 2020 Sonata Turbo.
Respect should be paid to the technology behind the Accent’s new Smartstream G1.6 DPI engine, but clearly it’s more of an upgrade to an existing powerplant than anything revolutionary. Still, the new model’s improvement in fuel economy needs to be commended, with the 2019 Accent being reviewed here good for just 8.2 L/100km city, 6.2 highway and 7.3 combined whether employing its standard six-speed manual or available as-tested six-speed automatic, and the new 2020 Accent managing an impressive 7.8 L/100km in the city, 6.1 on the highway and 6.9 combined with its six-speed manual gearbox or 7.3 city, 6.0 highway and 6.6 combined with its new CVT—the latter number representing 12-percent better economy.
As for the six-speed automatic in the outgoing Accent I’m reviewing here, it shifts smoothly, delivers a nice mechanical feel and even gets sporty when the shift lever is slotted into its manual position and operated by hand, so traditionalists should like it. Still, the 2020 Accent’s available CVT, called ITV by Hyundai for “Intelligent Variable Transmission,” should be thought of as an upgrade. Hyundai claims it simulates shifts so well you won’t be able to tell the difference (we’ll see about that), and don’t worry I’ll say how I really feel in a future road test review. Fortunately, CVTs are usually smoother than regular automatic transmissions, unless the simulated shifts are a bit off. Again, I won’t explain all the details that make Hyundai’s new CVT better than the rest, saving this for that model’s review, but for now will say that it features a wide-ratio pulley system Hyundai claims to provide a broader operation ratio than older CVTs, which improves fuel economy when higher gear ratios are being used and enhances performance when lower ratios are employed.
The 2019 Accent Sedan delivers sportier performance than most in this class, thanks to the powerful little engine noted earlier, plus the engaging manual mode-enhanced gearbox, while its ride quality is comforting due to a well-sorted front strut and rear torsion beam suspension system, and should continue being good in the new 2020 as Hyundai doesn’t make any noted changes. Handling is also good, or at least good enough, the Accent’s electric power steering system delivering good directional response and overall chassis quite capable through the corners if kept at reasonable speeds. Hyundai incorporates standard four-wheel disc brakes, which do a good job of bringing the Accent down to a stop quickly, making the car feel safe and stable at all times.
Changing course, the Accent’s cabin is quite roomy for such a small car, particular when it comes to headroom. Legroom up front is pretty good too, and it should amply sized from side-to-side for most body types, plus I found the driver’s seat and steering wheel easy to position for comfort and control due to good tilt and telescopic steering column rake and reach. While all of the usual seat adjustments are included, there was no way to adjust the lumbar, but the seat is inherently good so I felt supported in all the right places.
Most cars in this class are tight in the back seat, and the Accent Sedan is no exception. Still, but two average-sized adults or three slender passengers, kids included, should fit in with no issue. I positioned the front seat for my longer legged, shorter torso five-foot-eight frame and had approximately two inches remaining between the front seatback and my knees, plus ample room for my feet while wearing winter boots. The seatbacks are finished in a nice cloth, which would be more comfortable if they touched my knees, but I doubt anyone wants to experience such a confining space either way. My small-to-medium torso felt comfortable enough as far as interior width goes, with about three to four inches at the hips and slightly more next to my left shoulder to the door panel, while about two and a half inches of nothingness could be found over above my head (not in my head… I can hear the jokes coming).
Hyundai doesn’t provide a folding armrest in the middle, however, so it lacks the comfort of a larger car like the Elantra or aforementioned Sonata, plus no vents provide air to rear passengers, but Hyundai does include a USB charger for powering passengers’ devices on the backside of the front console.
What about refinement? Strangely, Hyundai isn’t following the latest subcompact trend to pliable composite surfaces in key areas, which means others in this class are doing a better job of pampering occupants, at least in the touchy-feeling department. The dash top, for instance, and the instrument panel, door panels and most everywhere else is hard plastic, other than the leather-wrapped steering wheel of this top-line Ultimate model, plus the fabric door inserts, centre armrest, and cloth upholstered seats, of course. Unforgivable in the Canadian market, however, are hard shell plastic door armrests, which are downright uncomfortable.
Cutting such corners is a shame in a vehicle that does most everything else so well, although I should also criticize Hyundai for including an antiquated monochromatic trip computer in this top-line trim. It should be a full-colour TFT multi-information display this day and age, and on that note I don’t have a problem with its analogue gauges, even though some competitors are now beginning to digitize more of their clusters.
I’m guessing that Hyundai is hoping such shortcomings get forgotten quickly when the Accent’s potential buyers start adding up all the other standard and optional features before comparing its low pricing to competitors. On top of everything already mentioned my top line Accent Sedan came with proximity access with pushbutton start/stop, a fairly large centre touchscreen with Apple CarPlay, Android Auto, a host of downloadable apps, a rearview camera with active guidelines, plus much more. A single-zone automatic climate control makes sure the cabin is always at the right temperature, while my tester included three-way heatable front seats plus a heated steering wheel rim, the former capable getting downright therapeutic for the lower back.
The leather-wrapped steering wheel rim just mentioned is beautifully finished and nicely padded for comfort, while its spokes’ switchgear is very well done and complete with voice activation, audio controls, plus phone prompts to the left, and multi-information display plus cruise controls to the right. The turn signal/headlamp and wiper stalks are pretty premium-level as well. In fact, most of the interior buttons, knobs and switches make the Accent feel more expensive than its modest price range suggests. The same goes for the overhead console, which integrates yesteryear’s incandescent lamps yet boasts one of the most luxe lined sunglass holders I’ve ever felt, as well as a controller for the power moonroof.
The Accent Sedan’s rear seats fold individually in the usual 60/40-split configuration, adding more usability to the reasonably sized 388-litre (13.7 cu-ft) trunk, but this said the trunk lid is quite short which limited how much I could angle inside. Of course, a hatchback would solve this problem, so we should be glad Hyundai Canada chose to keep the more versatile of the two body styles for 2020. Hyundai provides a fairly large compartment underneath the load floor no matter which model is chosen, my tester’s mostly filled with a compact spare and the tools to change it, but there’s some space around its perimeter for smaller cargo.
So that’s the 2019 (and some of the 2020) Accent in a nutshell. If you really want a new Accent Sedan, you’d best begin to call all the Hyundai retailers in your city. I’ve checked, and some were available at the time of writing, but I’d recommend acting quickly. According to our 2019 Hyundai Accent Canada Prices page found right here on CarCostCanada, the most basic Accent Sedan in Essential trim with the Comfort Package starts at $17,349 (plus freight and fees), whereas this top-tier Ultimate Sedan can be had for $21,299, less discount of course. Retailers are motivated to sell, after all, so make sure to get a CarCostCanada membership to access info about manufacturer rebates, plus factory leasing and financing rate deals, which were available from zero percent at the time of writing (plus 0.99 percent for the new 2020 Accent), and as always your membership will give you access to dealer invoice pricing that could potentially save you thousands on a new car.
As far as Accent Sedan alternatives go, Kia is keeping its Rio Sedan for 2020 (its basically the same as the U.S.-market Accent Sedan below the surface), and it also includes all the 2020 drivetrain improvements mentioned earlier in this review. As of the 2020 model year the Rio has become the only new subcompact sedan available in Canada, so South Korea’s alternative automotive brand has a good opportunity to lure in some new buyers it might not have been able to previously, while they’re still selling a 2020 Rio Hatchback.
Therefore you’ve got the option of snapping up this 2019 Hyundai Accent Sedan while some are still available, choosing the new 2020 Accent Hatchback with all of its mechanical updates, or opting for the same improvements in the Kia Rio Sedan or Hatchback. This said, maybe a new Hyundai Venue or Kona suits your style, as these two are superb subcompact crossovers only slightly more money. All in all it seems like Hyundai Motor Group has you covered no matter what you want in an entry-level vehicle, so the automaker’s future certainly looks promising.
Back in 1983, a Porsche skunkworks division transformed a 409-horsepower Type 935 racecar into a hand-built, slant-nose, massive winged, one-off road-ready super car crammed full of cream-colour leather upholstery and handcrafted hardwood trim. It was made-to-order exclusively for Techniques d’Avant Garde (TAG) owner Mansour Ojjeh, his company now known best for the popular TAG Heuer line of luxury wristwatches.
The specialized team of crafts people soon became known as the Porsche “Personalisation Programme.” It continued building special versions of its legendary 911 sports car for individual customers, one such client a wealthy sheikh that purchased six identical customized 959 supercars, while the division also built low run special editions before being renamed Porsche Exclusive in 1986 and Porsche Exclusive Manufaktur in 2017. Along the way the team produced a special Panamera Exclusive series, a modified Macan, a unique version the new Cayenne Coupe, plenty of special 911s, and others.
Big changes are afoot at Porsche, however, thanks to the introduction of the all-electric Taycan four-door sports car, so it only makes sense to produce Exclusive Manufaktur upgrades for this all-new model. So far the division is offering 90 customization options and three different Sport Design packages.
The three packages “differ with respect to the inlays in the lower front apron, in the sill panels and in the side fins of the diffuser,” stated Porsche in a press release. A larger aero section than shown before can be seen below the headlights in the photos, while the Exclusive Manufaktur equipped Taycans also included more sculpting to their front fascias. Porsche also says that each car’s side fins can be painted in body-colour or left in woven carbon fibre, depending on which package is chosen.
Also available from Porsche Exclusive Manufaktur are LED matrix headlights “with a three-dimensional circuit board graphic in the headlight housing as well as daytime running light elements in Glacier Ice Blue or other colours,” added Porsche in the same press release, while the headlights also include Dynamic Light System Plus. Making the Taycan’s exterior design look even better, it can be had with a sensational set of 21-inch Exclusive Design wheels with eye-arresting aeroblades formed from forged and milled carbon, these taking 3.2 kg (6.6 lbs) of weight from each standard alloy wheel.
Along with all the exterior modifications, Porsche Exclusive Manufaktur provides upgrades for the Taycan’s cabin as well, one being a Carbon Interior Package that can be had in a wide variety of contrasting colours, seatbelts available in eight special colours including Blackberry, Bordeaux Red, Crayon, Graphite Blue, Lime Beige, Meranti Brown, Slate Grey, and Truffle Brown, plus matte carbon fibre accents on the front and rear doors plus the centre console.
In order to keep up with demand, Porsche is expanding the Exclusive Manufaktur facility by one third over its once 2,000 square-metre (21,528 sq-ft) footprint, the larger floor plan adding four new lifting platform workstations, more storage space, and a direct line to the finished-vehicle loading platform.
If you’d like to have Porsche Exclusive Manufaktur enhance your new Taycan, or any other model offered by the German automaker, make sure to let your local Porsche dealer know.
To find out more about 2020 Porsche Taycan Turbo pricing, plus source detailed information about any other new model in Porsche’s lineup or any other brand’s portfolio, check out our individual CarCostCanada model pages like this one on the new 2020 Taycan. We also provide info on manufacturer rebates, in-house financing and leasing deals, and dealer invoice pricing that could save you thousands when it comes time to negotiate.
So, it’s 2020, great news for vehicle enthusiasts around Canada as we’ve found some new cars, trucks and SUVs that are futuristic and smarter than before. Whether you’re thinking of buying a voluminous SUV or a multi-use truck, it’s always better to do your research prior to save some extra bucks from your new car dealer fees.
Before you jump into the conclusion, make up your mind on certain things such as What fits your budget? What’s your vehicle style? And, the purpose of buying a new vehicle. For instance, if you’re searching for the best Mazda car cost in Canada or any other vehicle pricing under your budget, make it easier by getting a pricing report from a car pricing expert.
Your free membership with CarCostCanada consists of price reports, factory rebates and hidden incentives, price guidance, buying advice, dealer referrals and what not!
Now, let’s take a look at some of the cream of the crop models to explore in 2020.
Best Cars in 2020
Attention car lovers! The year 2020 has some amazing cars worth waiting for.
The F series trucks by ford have completely been remodelled in 2020
The most popular models start from $41,859 CAD
Automatic transmission combo
It has got a rear-wheel-drive
The diesel engine uses the 10-speed automatic
Upgraded front and rear styling
If you think it’s time to explore the options, then go ahead and keep an eye on the 2020 vehicle market. However, to get the best industry-price for your favourite car model is not a cakewalk.
Make Your Car Buying Journey a Breeze
At CarCostCanada, we are dedicated to providing you with a pleasant car purchasing experience. Start by choosing a vehicle model and leave the rest on us. Our custom made car pricing report will not only work as a bargaining chip for you but also will help you to get excellent trade-in valuations.
Take the first step towards your new vehicle by collecting your customized pricing report from us.
There are certain market segments an automaker wants to do well in. Obviously, higher end models like large sedans, SUVs and sports cars present the opportunity for higher profits, and are therefore important to any brand’s bottom line, while larger compact and mid-size models are critical for volume, but if you’re not able to pull buyers into the fold early on, when they’re moving up from pre-owned to new, or from a mainstream volume brand to luxury, then it’s more difficult to sell those higher end models later on. Or at least that’s the theory.
One might say BMW group owns the subcompact luxury SUV category in Canada. After all, together with the segment’s most popular X1, which found 4,420 entry-level luxury buyers last year, this Mini Countryman that was good for 2,275 slightly less affluent up-and-comers, and the sportiest (and priciest) BMW X2 that earned 1,383 new customers of its own, its total of 8,078 units sales more than doubled what Audi or Mercedes-Benz could deliver in Canada last year.
While BMW would no doubt like to eventually pull Mini customers up into its namesake brand, and some now doubt do make the progression, it really exists on its own. What I mean is that Mini has a completely unique character that car enthusiasts aspire to, and not kept around merely as a gateway brand. If a Mini owner was fortunate enough to trade in their Countryman for a larger, pricier SUV, they might just as well choose a Range Rover Velar instead of an X3 or X5. Then again, it’s probably just as likely they’ll stick with their Mini, choosing instead to move up within the brand to a John Cooper Works trim level or maybe even this top-line Countryman S E ALL4 plug-in hybrid.
The Countryman was one of the first subcompact luxury SUVs on the market, arriving way back in 2010. Mini made major improvements for its 2017 redesign, so now this second-generation model has been with us for four years if we include the 2020 model. If you looked at a 2020 and this outgoing 2019 model you wouldn’t be able to notice many changes. Some wheel designs have been changed, a normal occurrence every now and then, with the big updates found under the skin, and then only impacting buyers wanting a manual transmission. Yes, it’s been axed for 2020, mostly because Mini’s U.S. division swapped it out for a standard seven-speed dual-clutch automated gearbox in front-wheel drive models not available here, so it’s almost entirely the previously optional eight-speed automatic across the Countryman line in Canada, whether DIY enthusiasts like it or not.
Almost entirely? Yes, the very Countryman S E ALL4 hybrid on this page uses a six-speed Steptronic automatic driving the front wheels via a 136-horsepower 1.5-litre three-cylinder Twin Power Turbo engine. The ALL4 in the name designation denotes all-wheel drive, but unlike the other ALL4s in the Countryman lineup, this model’s rear wheels are solely powered by an 88-horsepower (65kW) synchronous e-motor via electricity stored in a 7.6 kWh Li-Ion battery.
Like with most all-wheel drive systems, power can be apportioned front or back, with the wheels in the rear employed fully in EV mode, or partially when the Countryman detects front slippage and needs more traction. That means it feels as if you’re driving a regular hybrid, with each axle using its motive power sources seamlessly as needed, all working together harmoniously via Mini’s drivetrain management system. The S E ALL4’s electric-only range is a mere 19 km after a complete charge, but who’s counting.
Not even 20 km? Ok, that is pretty minuscule, and many of my colleagues are reporting real world results of 12 and 13 km. Thank goodness Mini made another change to the Countryman line for 2020, a larger batter for a 30-percent gain in EV range for 29 km in total. While this will hardly cause BMW i3 fans to shift allegiances, the added range allows the Countryman S E ALL4 to be used as a regular commuter without the need to recharge until you get to work, as long as your daily commute falls within most peoples’ average. If you really want to go green you can stop along the way for more energy, and it won’t take too much time for the new 10-kWh battery to recharge.
It’s probably not a good idea to use EV mode all the way to work if you need to take the highway, unless it’s bumper to bumper all the way. While the Countryman S E ALL4 can achieve speeds of up to 125 km/h with just its e-motor, you’ll drain the battery in minutes if you try. Instead, you can use its hybrid mode on the highway (up to 220 km/h if you’re feeling frisky) and switch back to EV mode when traveling slower, which maximizes a given charge. The regenerative brakes help to charge up the battery when coming to stops or going downhill, doing their part to maximize zero emissions driving.
I made the point of recharging the battery whenever possible during my weeklong test. I’d grab a coffee at McDonalds and give it a quick charge outside, drop by the local mall and do likewise, and one time stayed a little longer at Ikea’s restaurant in order to fully top it up, plus of course I charged it overnight. Being that it takes quite a bit of effort to find somewhere in public to charge it that’s not being used, the novelty quickly wears off when the battery runs out of juice in a matter of 20 or 30 minutes. Still, its fuel economy is good even when not charging it up all the time, with an 8.4 L/100km rating in the city, 8.8 on the highway and 8.6 combined. Plugging it in more often can give you an equivalent rating of 3.6 L/100km combined city/highway, however, so it’s obviously worth going through the hassle.
At least as important for any Mini, the Countryman S E ALL4 is fun to drive. I can’t think of many hybrid SUVs that include a manual mode shifter, let alone a Sport mode (that actually does something), but all you need to do is slide the switch at the base of the gearbox to the left and this PHEV shoots away from a stoplight with plenty of energy, taking about seven seconds to reach 100 km/h thanks to a total of 221 net horsepower and 284 pound-feet of torque (the electric motor puts out an immediate 122 lb-ft of twist by itself), and while it can’t quite achieve the 301-hp John Cooper Work’s Countryman’s ability to get off the line, the JCW managing just over 6 seconds to 100 km/h, this 1,791-kilo cute ute still feels quick enough.
The S E ALL4 is even more sporting around fast-paced curves, with the kind of high-speed handling expected from a Mini. It’s not as firmly sprung as a JCW, but then again it provides a more comfortable ride. Likewise, the Countryman S E ALL4 is a complete pleasure on the freeway, tracking well at high-speed and excellent at overcoming unexpected crosswinds, my test model’s meaty 225/50R18 all-season tires providing a sizeable contact patch with the tarmac below.
A fabulously comfortable driver’s seat made longer stints behind the wheel easy on the back, my test model’s boasting superb inherent support for the lower back and thighs, with the former benefiting from four-way lumbar support and the latter from a manually extendable lower cushion to cup under the knees (love that). It’s spacious too, both up front and in the rear, with the back seats roomy enough for big adults as long as the centre position stays unoccupied. A wide armrest folds down from middle, housing the expected twin cupholders, while two vents on the backside of the front console keep fresh air flowing. A 12-volt charger has me wondering when Mini plans to modernize with USB charging ports, while no rear seat heaters were included in this trim. At least there was a wonderfully large power panoramic glass sunroof up above, making the Countryman’s smallish dimensions feel bigger and more open.
I’ve read/heard a number of critics complain about the Countryman not offering enough cargo space, however, but this little Mini’s cargo compartment design has me sold. Of course it’s relatively small compared to a larger compact or mid-size luxury utility, which is par for the course when choosing a Mini, its dimensions measuring 487 litres behind the rear seatback and 1,342 litres when lowered, but it’s the folding centre section I appreciate most. This allows longer items like skis to be laid down the middle while rear passengers enjoy the more comfortable window seats. The Countryman’s 40/20/40 rear seat split is the most convenient in the industry, while the seats’ folding mechanism feels very well made with everything clicking together solidly. The rear compartment is finished well too, with high quality carpets most everywhere. It all helps Mini make its argument for premium status.
Some buyers don’t consider Mini a premium brand, while those in the know place it alongside (or slightly below) BMW, at least when it comes to the Bavarian automaker’s entry-level models, like the X1. Of course, the X1 xDrive28i starts at a lofty $42,100 when compared to the $31,090 Countryman, but this fully loaded S E ALL4 plug-in hybrid, featuring upgrades like the previously noted sunroof, plus LED cornering headlights and fog lamps, a head-up display, navigation, real-time traffic info, superb Harman/Kardon audio, a wireless device charger, and more, will set you back more than $50k (the S E ALL4’s base price is $44,390), so Mini is in the same league. This pricing spread makes it clear that Mini sits well above most other mainstream volume branded subcompact SUVs, which range in price from $18,000 for the most basic to $35,000 for something fancier in full dress.
By the way, you can find out all about 2019 and 2020 Mini Countryman pricing right here on CarCostCanada, with details about trims, packages and individual options included, plus you can also access money saving manufacturer rebate info, the latest deals on financing, and best of all dealer invoice pricing that could help you save you thousands when it comes time to negotiate. CarCostCanada provides all this and more for every volume mainstream and luxury model available in Canada, so make sure to go there first before stepping into a dealership.
The base S E ALL4 is well equipped too, by the way, including 18-inch alloy wheels on run-flat tires, puddle lamps, a keyless toggle start/stop switch, a sporty leather-wrapped steering wheel rim, well bolstered sport seats with leatherette upholstery, adaptive cruise control, park distance control, two-zone automatic climate control, a large high-definition centre touchscreen with excellent graphics, and more.
Additionally, all of the high-end features just mentioned are housed in an interior that’s finished to premium levels, or at least it’s premium for this compact luxury SUV category. This means it includes fabric-wrapped roof pillars and plenty of pliable composite surfaces, while the switchgear is nicely made too, not to mention brilliantly retrospective with respect to the chromed toggles on the centre stack and overhead console.
All in all, the Countryman S E ALL4 might be a fuel-efficient hybrid, but it’s also a Mini, which means it lives up to the performance expectations the British brand’s loyal followers want, while also providing a high level of style, luxury, features, roominess, and more. That it’s possible to drive emissions-free over short distances is a bonus, as is access to your city’s high occupancy vehicle (HOV) lanes, plug-in parking spots closer to the entrance of shopping malls, stores, etcetera, and better than average fuel economy whether using EV mode or just its hybrid setup. It’s a bit pricey, but the Countryman S E ALL4 delivers a lot for the money asked.
Toyota Canada stopped providing individual sales figures for its smallest hybrid back in 2017, even though the numbers weren’t much lower than in previous years. The car had been available for over five years without many updates after all, so deliveries probably should’ve slowed even more, but those of us outside of Toyota’s inner circle will never know how far they fell.
I have to admit to being curious about how the 2018 model year refresh impacted those sales results when it arrived during the same year, but unfortunately a “Prius Family” category was created for monthly Prius, Prius plug-in, Prius V and Prius C sales statistics in Canada, which meant learning how far sales had fallen through 2017, 2018 and the C’s final year of 2019, in order to question why Toyota discontinued it, became difficult.
Its cancellation may have nothing to do with sales, mind you. The Prius C shared underpinnings with the 2019 (and previous) Toyota Yaris subcompact hatchback, both having ridden on the Toyota B platform, and with the Toyota-built Vitz-based Yaris no longer available in North American markets at the close of 2019, this model now replaced by a Mazda2-based Yaris hatchback in Canada and the U.S. for 2020 (and as a Yaris sedan exclusively south of the 49th), it was probably a good idea to say sayonara to the Prius C as well.
Yes, I know about the new 2020 Yaris Hybrid offered in Japan and other world markets, and I’m well aware of the even more compelling 250-plus horsepower 2020 Yaris GR (Gazoo Racing), which could’ve completely taken over from Ford’s fabulous little Fiesta ST (RIP) if Toyota had chosen to go bold, so let’s hope the new 2020 Yaris Hatchback is more enticing than the Mazda2 was when it couldn’t gain much sales traction during its mostly forgettable summer of 2010 through winter of 2016 run.
As for the outgoing 2019 Prius C, it’s a very good car now in short supply. New 2019 models are still around, plus plenty of low mileage demos and pre-owned examples. I know this because I searched across most of Canada to find the majority of new C’s in the Greater Toronto Area and in Greater Montreal (there were no new ones left in Vancouver, as they were probably scooped up by the British Columbia Automobile Association’s Evo Car Share program that primarily uses the Prius C), while the model’s highly efficient hybrid electric drivetrain will continue being produced in the aforementioned (JDM) 2020 Yaris Hybrid and upcoming (for Asia and Europe) C-HR Hybrid.
Back to the here and now, Toyota Canada is currently trying to lure in prospective 2019 Prius C buyers with zero-percent factory lease and financing rates, while all of the examples I found online were seriously discounted. These are two good reasons to consider a Prius C, but I should also point out (this being a road test review) that the little hybrid is a great little subcompact car too, all of which makes a fresh new review of this 2019 model relevant, even though we’re already so far into the 2020 calendar year (what happened to the new year?). On this note I’d like to say so long to a car that I actually enjoy spending time in, and consider its demise saddening for those of us who enjoy the fun-to-drive nature, easy manoeuvrability, and excellent efficiency of small cars.
The Yaris is a fun car to drive too, which makes sense being that both models ride on Toyota’s B platform architecture. It also makes sense for their exterior measurements not to be all that different, with the Prius C’s wheelbase stretching 40 mm (1.6 in) more than the Yaris’ to 2,550 millimetres (100.4 inches), and its overall length a significant 114 mm (4.5 in) longer from nose to tail at 4,059 mm (159.8 in). Additionally, the Prius C’s 1,715-mm (67.5-in) width makes it 20 mm (0.8 in) wider, while its 1,491-mm (58.7-in) height is actually 9 mm (0.3 in) shorter from the road surface to the topmost point of its roof.
Thanks the Prius C’s renowned Hybrid Synergy Drive powertrain, which consists of a 1.5-litre Atkinson-cycle four-cylinder internal combustion engine, or ICE, incorporating variable valve timing plus an exhaust heat recovery system, a 19-kWh nickel metal-hydride battery, a 45kW (60 hp) electric motor, and auto start/stop that automatically turns the engine off when it would otherwise be idling, before restarting it upon brake pedal left-off. While the C’s ICE likely weighs similarly to the 1.5-litre four in the Yaris, all of the other gear adds a quite a bit of mass to this subcompact car. In fact, a similarly equipped 2019 Yaris SE 5-Door Hatchback with its antiquated four-speed automatic hitting the scales at just 1,050 kilos (2,335 lbs) compared to 1,147 kg (2,529 lbs) resulting in 97 kg (214 lbs), while its 99 net horsepower rating (the combination of a 73 horsepower ICE and the aforementioned electric motor) is slightly down on the regular Yaris’ 106 horses, but the electric motor’s 125 lb-ft of instant torque, combined with the ICE’s 82 lb-ft, plus the lack of mechanical drag from the Prius C’s continuously variable transmission, more than makes up for its increased mass.
Remember way back at the beginning of this review when I mentioned the Prius C is fun to drive? It’s plenty quick off the line and quite agile through fast-paced curves, feeling much the same as the sporty Yaris hatchback, but this hybrid’s ride quality might even be better. It’s actually quite refined, with a reasonably quiet cabin, even at high speeds, and good comfort over rougher pavement like inner-city laneways and bridge expansion joints.
As you might expect the Prius C is ultra-respectful at the pump too. Transport Canada rates it at 5.1 L/100km for both city and highway driving (and therefore combined too), which compares well to all rivals including Toyota’s own Yaris Hatchback that manages 7.9 L/100km city, 6.8 highway and 7.4 combined.
The car in front of you is in its second model year since a major refresh, and I particularly like the changes made to a car that was already pretty decent looking. When compared to the outrageous styling of its bigger, elder brother, the regular Prius, this refreshed C is more conservative. It features new front and rear fascias including revised LED headlights and reworked LED tail lamps, plus renewed wheel covers and available alloys, while the cabin was updated with a new steering wheel, revised primary instrument cluster, and a renewed centre stack. The new infotainment touchscreen includes a standard rearview camera, this necessary to comply with then-new regulations that mandate backup cameras for safety’s sake.
Speaking of staying safe, 2018 and 2019Prius Cs incorporate Toyota’s Safety Sense C suite of advanced driver assistive systems as standard equipment, including automatic high beams, pre-collision warning, and lane departure alert. Additionally, the Prius C has nine airbags instead of the usual six, while direct tire pressure monitoring is now part of the base package.
As far as features go, Toyota eliminated the Prius C’s base model for 2019, which pushed the price up from $21,990 to $22,260 (plus freight and fees), but for only $270 they added everything from the previous year’s $900 Upgrade package including soft synthetic leather to the instrument panel, premium fabric upholstery, additional driver seat adjustments, cruise control, two more stereo speakers (totalling six), a rear centre console box, and a cargo cover to an ample assortment of standard equipment such as power-adjustable heated side mirrors, tilt and telescopic steering, steering wheel audio and HVAC controls, a 4.2-inch multi-information display, single-zone auto climate control, 6.1-inch touchscreen infotainment, Bluetooth, an exterior temperature gauge, etcetera.
During my search for new Prius Cs still available for sale I noticed a good mix of both trim levels, the Technology model shown on this page replacing the base car’s 15-inch steel wheels with covers for an attractive set of 15-inch alloy wheels, and the fabric upholstery swapped out for Toyota’s Softex breathable leatherette. Additionally, Technology trim enhancements include LED fog lights, proximity keyless entry with pushbutton start/stop, more sophisticated Touch Tracer controls on the much nicer synthetic leather-wrapped steering wheel, navigation, voice recognition, Gracenote connectivity, satellite radio, heated front seats, a power glass sunroof, plus more.
The 2019 Prius C Technology can be had for $27,090, which is an increase of just $140 from last year, representing great value when compared to any new hybrid. This becomes even more of deal when factoring in all the discounts I saw while searching online, not to mention the zero-percent financing Toyota is currently offering, and any other manufacturer rebates that may be available, so seriously consider snapping up a new Prius C before they’re all gone.
Incidentally, I sourced the financing rate and pricing right here on CarCostCanada’s 2019 Toyota Prius c Canada Prices page. CarCostCanada provides trim, package and individual option pricing on every mainstream car, SUV and truck sold in Canada, plus manufacturer rebate info, details about financing, and best of all, dealer invoice pricing that will give you an advantage when it comes time to negotiate your deal.
Interestingly, the Toyota model that probably put the final nail in the Prius C’s coffin is the entirely new 2020 Corolla Hybrid, which can be had for a reasonable $24,790 (plus destination and fees). It’s arguably a better car, but this said if you truly want or need a hatchback I can only imagine Toyota would be happy to put you into its bigger 2020 Prius, its entry price arriving at $28,550, and now optional with eAWD. The 2020 Prius Prime plug-in hybrid (PHEV) is available from $32,990 (take note that the Prime qualifies for some government rebates), while additional electrified Toyotas include the 2020 Camry Hybrid at $31,550, 2020 RAV4 Hybrid from $32,350, and the completely redesigned 2020 Highlander Hybrid from $45,490.
Even without the Prius C, Toyota has a lot of hybrids on offer, but take note that a new RAV4 Prime plug-in will hit the Canadian market later this year, while the awkwardly styled Mirai fuel cell electric vehicle that ended production last year is set to arrive later this year in renewed form as well, and the photos I’ve seen were much easier on the eyes.
With respect to Toyota’s plans for plug-in battery electric vehicles (BEV), such as the Nissan Leaf, in June of 2019 Toyota announced a plan to add 10 new BEV models to its worldwide fleet during the first half of this current decade, all based on a single e-TNGA platform. By 2025 the Japanese company says that each of its models will include an electrified variant, so even something like the new Supra sports car will offer a hybrid drivetrain. This is bound to become very interesting.
Until all of these innovative new models hit the market, you might want to take advantage of the great deals to be had on this 2019 Prius C, however, as it’s a very good little car that provides superb fuel economy, decent levels of refinement, a fairly spacious cabin, plus Toyota’s impressive reputation for producing durable electrified vehicles.
It was only a couple of weeks after Porsche put out a press release announcing Canadian pricing, features and specs for their new 718 Cayman T and 718 Boxster T lightweight performance models, plus details about the base, S, GT4 and Spyder variants of the same updated 2020 Cayman and Boxster, and surprisingly the upcoming 2021 718 GTS was (and still is) all over the interweb.
Up until the current 2020 model year, fourth-generation Cayman and Boxster models were only available with turbocharged four-cylinder powerplants, but thanks to the new GT4 and Spyder a formidable 4.0-litre six-cylinder engine was added to the mix. Now, hot on the heels of those two top-tier 718 models, Porsche is announcing the refreshed 2021 718 Cayman GTS and 718 Boxster GTS with horizontally opposed six-cylinder power as well.
Those who follow all things Porsche will know that the brand’s GTS trim, while not necessarily the fastest in a given model line, will be one of the sportiest thanks to blacked out exterior trim and unique aero upgrades, powertrain improvements, suspension modifications, and more often than not a curb weight reduction, and the new 2021 718 GTS takes all of the above to new extremes.
The outgoing 718 GTS lineup, which was with us from model years 2018 to 2019, already put out an impressive 365-horsepower and 317 lb-ft of torque, but its power came from a 2.5-litre turbocharged flat-four. Sure it was 500 cubic centimetres larger than the 2.0-litre turbo-four in the 718’s base, S and T trims, while making 65 extra horsepower and 37 more lb-ft of torque, but it still wasn’t anywhere near as capable as the naturally aspirated 4.0-litre H-6 in this new GTS.
Porschephiles will already be well aware of the just-mentioned GT4 and Spyder models, particularly about their shared six-cylinder powerplant that boasts 414 horsepower, and while it’s down some 20 horsepower in this new GTS, it still makes a formidable 394 horsepower and an identical 309 pound-feet of torque.
That’s superb performance from a trim that will soon slot between both 718 T models priced at $74,400 for the coupe and $76,800 for the convertible, and the two new top-line cars that start at $110,500 for the Spyder and $113,800 for the GT4. The new engine, which revs all the way up to 7,800 rpm, makes Porsche’s renowned six-cylinder bark and therefore should appeal to the countless diehard fans of the German brand, while the melodic notes emanating from the engine compartment behind the seats get improved upon by a standard twin-tailpipe sport exhaust system.
While fuel efficiency probably isn’t the first reason someone chooses a premium sports car, the new engine includes cylinder deactivation dubbed adaptive cylinder control, a technology that alternately shuts off one of its two cylinder banks under low loads, while the direct injection system uses piezo injectors plus a variable intake system to enhance efficiency further while also improving performance.
Like the sporty 718 T models that we covered in this publication in early January, the new 718 GTS adds standard performance items like a mechanical limited-slip differential, Porsche Torque Vectoring (PTV), and the Sport Chrono Package with a special Porsche Track Precision App featuring a lap timer.
Porsche’s Sport Chrono Package provides a handy “push-to-pass” style Sport Response button in the middle of the steering wheel-mounted rotating drive mode switch, as well as Launch Control with the optional seven-speed dual-clutch automated PDK gearbox.
When using their base six-speed manual transmission, however, both new 2021 718 GTS models sprint from zero to 100 km/h in just 4.5 seconds, paring 0.1 seconds from the outgoing 718 GTS’s acceleration time, while the two only 0.1 seconds slower to 100 km/h than the ultra-hot 718 GT4 and Spyder.
Additionally, the two 718 GTS models increase their top track speeds by 3 km/h to 293 km/h—the GT4 and Spyder manage a respective 304 and 301 km/h. Porsche hasn’t announced performance numbers for the new 718 GTS with its available PDK gearbox, but the dual-clutch paddle-shift actuated transmission slices 0.2 seconds from the GT4 and Spyder’s zero to 100km/h sprint time, so we can expect something similar from the GTS.
Together with the new 718 GTS’ accelerative advantages, a bevy of standard upgrades also make for greater agility around corners, like Porsche Active Drivetrain Mounts (PADM) that integrate dynamic hard and soft transmission mounts to reduce vibration and therefore improve performance, plus the new model’s special Satin-Gloss Black-painted 20-inch alloys encircled by staggered-width 235/35 front and 265/35 rear tires make sure the new 718 models remain glued to the tarmac below.
Porsche’s Active Suspension Management (PASM) electronic damping system also comes standard, the technology instantly adjusting for irregular road surfaces, weather conditions, and changes to driving styles, all depending on whether Normal, Sport, Sport Plus or Individual driving modes are selected.
The two 718 GTS models also get a 20-millimetre drop in suspension height when compared to lesser trims, the 718 T duo aside, lowering their centres of gravity for improved control all-round. The base cast-iron brakes are larger in diameter too, up to 350 mm in front and 33 mm at the rear, resulting in quicker stopping times. Just in case you want to slow down even faster, Porsche provides its usual upgrade to composite ceramic brakes.
In order to visually separate the new GTS models from other 718 trims, Porsche has added dark grey “GTS 4.0” decals to each door, while other styling upgrades include plenty of darkened exterior accents such as a black front lip spoiler, an all-black lower front fascia including a special Sport Design air intake, blackened front fog lamp lenses and taillights, plus a redesigned rear bumper cap and black chrome exhaust tips. Of course, we can’t forget about those glossy black 20-inch alloy wheels mentioned earlier either.
The 718 GTS’s cabin features a GT sport steering wheel, plus a scripted “GTS” logo at the centre of the primary instrument cluster’s rev counter, while woven carbon trim highlights the instrument panel and middle console, and dark grey Alcantara provides plush grip to the steering wheel, the centre console, the gear shift knob and surrounding skirt, each door insert and all of the armrests, plus the centre panels of the standard sport seats, while each A-pillar gets wrapped in the soft suede-like material too, as does the roof liner in the hardtop coupe.
An available GTS interior package lets you choose between contrasting Carmine Red or chalk grey/beige Crayon for the tachometer gauge’s face, the seatbelts, the floor mat borders, and the cabin’s decorative stitching, including embroidered “GTS” logos on each headrest.
The Porsche Communication Management (PCM) centre touchscreen is standard as usual, measuring 7.0 inches and housing plenty of functions pulled up from lower end trims, plus of course the previously noted Track Precision App. This application originated in motorsport, and is downloadable to your Apple or Android smartphone. It provides performance-related data on the GTS’ centre display while on the track, and simultaneously records said data on your device for analysis after leaving the circuit.
The PCM also incorporates a navigation system with real-time traffic information, optional voice control, and Porsche Connect. Additionally, music aficionados will be happy to learn that an available Bose surround sound system can improve on the standard audio system, while Burmester surround sound audio takes the listening experience to an entirely new level.
You’ll be able to order the new 2021 718 Cayman GTS 4.0 and 718 Boxster GTS 4.0 from your Porsche retailer by the summer of 2020, with deliveries following in the fall.
Until that happens, be sure to watch the videos below:
The all new 718 GTS 4.0. More of what you love. (1:52):
The EcoSport, that just recently entered the Canadian market for the 2018 model year, will soon be the oldest SUV in Ford’s burgeoning lineup. This is due to the mid-size seven-passenger Flex fading into the sunset when its remaining 2019 model run gets sold off. Where the Flex was one of the blue-oval brand’s largest crossover SUVs, the EcoSport is by far its smallest, and therefore fills Ford’s critical gateway position now that the subcompact Fiesta hatchback has also been discontinued from the North American markets.
Of note, Ford’s other crossovers and SUVs have been more recently refreshed or redesigned, the former car-based models including the completely redesigned 2020 Escape, the recently refreshed Edge that came out for the 2019 model year, and the entirely redone 2020 Explorer that’s just arriving now, whereas the not quite as new truck-based Expedition SUV will soon be second oldest.
Soon Ford will add two new models to its utility lineup, the first being the impressive but oddly named Mustang Mach-E (I hope they drop the “Mustang” part and just call it the “Mach-E”), sized between the Escape and Edge and powered by a new plug-in electric drivetrain, and the second an even more interesting (to me at least) compact truck-based body-on-frame 4×4 that brings back the classic Bronco name. A smaller “baby Bronco” is reportedly planned to go up against the subcompact Jeep Renegade, just like the new Bronco will go head-to-head with the iconic Jeep Wrangler 4×4, which means off-road fans will soon have a lot more to get excited about.
Ford will continue to dominate the truck market with its best-selling F-Series, of course, and do its best to make the new (to us) Ranger mid-size pickup as popular as its slightly smaller predecessor used to be, while it will probably maintain its leadership in the commercial van segment as well, its Euro-style Transit full-size van well ahead of all rivals on the sales charts. Ford still makes the classic Econoline, by the way, but it’s only available with a cutaway chassis cab body in our market, plus the Transit Connect does very well in the smaller compact commercial van category.
Now that I’ve come this far I might as well finish off with every blue-oval model available to Ford’s Canadian customers, the fabulous GT super car still showing on the brand’s retail website despite being sold out some time ago, and the Mustang still North America’s go-to sports/muscle car by a long shot, while the Fusion mid-size sedan will be with us for one last year before being sent out to pasture like the larger Taurus full-size sedan, the little Fiesta subcompact, and the compact Focus (plus sadly the later two models’ superb ST and RS performance versions, and the once great SHO).
Until Ford comes out with an ST version of the EcoSport I can’t see enthusiasts getting excited about it (hey, they brought us an Edge ST, so you never know), but it look good and drives well for such an old SUV, plus it offers up a nice assortment of features and can be had for an even more compelling price. This current second-generation EcoSport arrived in other markets during 2012 as a 2013 model, which adds up to six years before it arrived as an all-new model here in North America. I first saw the original EcoSport (a design I really liked at the time) when I was living in São Paulo, Brazil, and now that I’m more often on the other side of the world in Metro Manila, Philippines, I’ve been seeing this new one becoming popular there for about six years (and likewise for our all-new Ranger pickup that was been a big seller there since it hit the market in 2011).
Like the Ranger, the EcoSport has aged quite well. It wears Ford’s most older grille design, last seen on the 2019 Escape and 2018 Edge, so it doesn’t look out of date unless you see it lined up in row of its blue-oval contemporaries. A redesigned third-generation EcoSport should be out by 2021 as a 2022 model, so at least we can be fairly certain this 2019 version, and the mostly unchanged 2020 version, won’t be redesigned for couple of years or more.
As it is, despite its age the EcoSport has plenty of redeeming qualities, the first being decent fuel economy due to standard auto start-stop technology that shuts the engine off when it would otherwise be idling in order to reduce fuel usage and improve emissions, all before restarting automatically when letting off the brake.
This EcoSport comes standard with the same turbocharged 1.0-litre three-cylinder that I first enjoyed in the Fiesta. While a fun-to-drive entry-level engine, it’s also capable of an 8.6 L/100km city, 8.1 highway and 8.4 combined Transport Canada rating, while the even stronger 2.0-litre four-cylinder I tested here is good enough for an estimated 10.2 city, 8.0 highway and 9.3 combined. To be clear, this is fairly thrifty when compared to some of its key rivals, and falls short of others, finding a happy medium right in the middle.
The middle-of-the-road EcoSport story is similar for pricing too, with the base 2019 S model starting at $22,349 (plus delivering and other fees), and fancier trims including the SE at $25,449, SES at $29,849 and top-line at 31,349. All-wheel drive can be added to S and SE trims for $2,500, while it comes standard in the SES and Titanium. Notably, the pricing just quoted was heavily discounted at the time of writing, with CarCostCanada reporting additional incentives up to $4,500 on this 2019 EcoSport, or for those wanting the newer 2020 model, factory leasing and financing rates from 3.99 percent. Go to the 2019 or 2020Ford EcoSport Canada Prices page right here at CarCostCanada for all the details, plus the ability to price and configure EcoSport models, while accessing available manufacturer rebates, dealer invoice pricing that could save you thousands, and much more.
Of course, selling on price is not a good way to make a profit, but that’s Ford’s problem. Still, as noted earlier there’s a lot more to like about this little SUV than its reasonably low fuel economy and attractive pricing. Both direct-injected engines provide pretty strong performance, actually, the base turbocharged 1.0-litre three-banger good for 123 horsepower and 125 lb-ft of torque, and the as-tested naturally aspirated 2.0-litre four making a more spirited 166 horsepower and 149 lb-ft of torque.
Additionally, neither engine is held back by the vague performance of a continuously variable transmission (CVT) or a slow-shifting regular automatic, but instead get Ford’s well-proven six-speed SelectShift dual-clutch automated manual. It may not be the most dependable transmission ever made, but it delivers very quick, snappy shifts, enhanced with steering wheel-mounted paddle shifters in SES trim, along with the same ease-of-use the two less exciting transmissions provide.
Underpinning the entire SUV is a fully independent suspension featuring MacPherson struts in front and a multilink setup in the rear, plus a stabilizer bar at each end. Additionally, twin-tube hydraulic gas-pressurized shocks keep the front wheels connected to tarmac while progressive-rate springs with mono-tube hydraulic gas-pressurized shocks lock in the back end, while a fairly direct feeling electric power steering system makes manoeuvring the EcoSport into tiny parking spaces easy and negotiating heavy traffic a breeze. Ford’s smallest SUV feels nice and stable through slaloming roadways too, and tracks well on the open highway. No matter the conditions it’s a fun little utility to drive, even on slippery surfaces where Ford’s AdvanceTrac traction control with RSC (Roll Stability Control) keeps it under control, and the SUV’s standard four-wheel discs with ABS provide good braking performance.
The way this EcoSport drives makes it easy to understand why 7,438 Canadians bought one last year (which is a bit less than mid-pack, with six subcompact crossover SUVs selling fewer and 10 delivering more), but just the same I could see why some may have chosen it because of styling first and foremost. My SES example was painted in an eye-catching Lightning Blue with sporty black accents all around (although it didn’t wear this trim’s optional black decals on the hood and rooftop), some of its best design details being the Dark Tarnish Metallic-painted 17-inch rims it rolled on.
The interior, however, was colour-matched by the three blind mice. Who decided that its mostly Ebony Black cabin colour (shade) scheme should be accented with copper-orange on every model? I suppose blue and orange don’t completely clash (a similar livery kind of worked for McLaren F1 this year), and of course it’s perfect when choosing the EcoSport’s available Canyon Ridge (copper) exterior paint, but I’m glad Ford recently decided to ditch this unusual colour combo for trusty old grey. As it was, my tester’s partial leather seat upholstery included copper orange stripes on their stain-resistant ActiveX fabric inserts, these matching the same copper highlights that run across the instrument panel, on each side of the console, and along the door panels.
All said, I can’t see anyone complaining about the SES model’s aforementioned 17-inch alloy wheels or its sport-tuned suspension upgrade, or for that matter the paddle shifters I commented on a while ago. Other niceties with this trim include rain-sensing windshield wipers, an auto-dimming centre mirror, blindspot monitoring, an 8.0-inch infotainment touchscreen with Ford’s best Sync 3 interface, a navigation system that worked perfectly during my test week, a pretty good seven-speaker audio system, and a very useful household-style 110-volt power outlet.
Sync 3 infotainment is still very good despite not being as recently updated as some competitive systems. Along with than the items already mentioned, its feature set includes the expected tablet-like tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, easy Bluetooth connectivity for your phone and audio streaming, voice activation, a 4G LTE Wi-Fi hotspot, plus the ability to play AM, FM and satellite radio stations, of course. Satellite in mind, Sirius Travel Link is also included, plus a number of apps, while the Sync 3’s graphics are organized into convenient tiles in an attractive white on sky blue colour scheme. It’s not new, but it’s still very good.
Missing from my SES tester was dual-zone automatic climate control, but its single-zone auto HVAC system was plenty good for my needs and as good as this entry-level SUV segment usually gets, while its front seats were only four-way manually adjustable, which was another inconvenience that didn’t matter much to me. The seats were comfortable and supportive just the same, plus my long-legged, shorter torso five-foot-eight frame fit well due to better-than-average reach from the EcoSport’s tilt and telescopic steering column.
It’s spacious as well, and especially good for taller occupants. In fact, both the front and back seating areas are well proportioned, but I recommend leaving the rear centre position unoccupied when four adults are aboard. The cargo compartment is fairly large too, with 592 litres of volume behind the 60/40-split back seats and 1,415 litres when lowered, although the load floor doesn’t lay very flat.
Accessing the cargo compartment comes via a side-swinging rear door that might be a deal-killer for some. Not only did it squeak while driving (or at least something near the door was squeaking annoyingly all week long), but who wants to deal with a heavy, inconvenient side-swinging rear door when there’s 16 competitors (and three more on the way) that offer a liftgate that also acts as a shelter in the rain? At least it opens on the proper side for North American markets, unlike some others (Jeep) that make it really difficult to load from the curb, not to mention dangerous if forced to step into the line of traffic with arms loaded. It opens easily enough thanks to gas struts, but you’ll need to make sure and leave plenty of space behind the EcoSport for the wide door to swing it out when parked on the side of the road, while if another driver (parker) parks too close, good luck getting anything into the back (not usually a problem with a liftgate).
As for interior finishings, it’s better than some and not as good as this segment’s best sellers due to an abundance of hard plastic surfaces. I know this is a base subcompact and buyers in this class aren’t expecting Range Rover detailing, but some in this category are delivering a more premium experience than others, and therefore merely adding a pliable composite dash top/instrument panel along with padded armrests isn’t enough these days.
As my regular readers know, I don’t hold back when I don’t like a vehicle, but I think I’ve been very fair with Ford’s EcoSport. It’s one of the oldest SUVs in this class, yet it does a pretty decent job of looking good, plus it balances a really fun driving experience with reasonable fuel economy, it’s plenty comfortable, very spacious, is equipped well enough, has a great infotainment system (and has an attractive set of gauges with cool blue needles), and (squeaking and side-swinging rear door aside) is quite practical. The fact you can currently save thousands on a new 2019 is a major bonus that should be considered too, so if you can live with its few shortcomings (and most rivals could be better too) the EcoSport is worth a closer look.
Just graduated and eager to start the next stage of life? There’s no better way to celebrate than with a new car! Of course, after tottering under heavy student debt and the other growing fiscal responsibilities of adulthood, the last thing you need is a car that drains your wallet completely.
You’re in luck! In this article, we cover the best cars under $25,000 that have stellar safety scores, reliability ratings and the price tag to match.
And hey, don’t forget to kick off your car buying journey with a dealer invoice report from Car Cost Canada. This report reveals the dealer invoice price in Canada, leasing and financing options, recommended dealerships and so much more.
You won’t have to visit 10+ websites to access this information when we do the research for you. The negotiations process will be that much easier!
The price of the Toyota Corolla isn’t all that makes this model attractive. It also offers outstanding fuel-efficiency, safety and reliability. The 2020 Corolla comes with loads of standard driver assistance features and an intuitive infotainment system.
Priced at a modest $20,000, this model is a fully redesigned sedan for the new decade. It has updated interior and exterior stylings and advanced safety features like traffic sign recognition and lane tracing assist, not to mention it comes standard with Apple CarPlay.
All in all, Toyota’s latest compact definitely earns its stripes as a default choice in this segment.
The upscale interiors and engaging performance of the Mazda3 make it a leading competitor in this list of cost-effective cars. You can expect a refined engine, sporty handling and intuitive infotainment controls.
The price tag? You’re looking at a base price of $21,500 for the sedan and $23,600 for the hatchback. Car enthusiasts have described the Mazda3 as a great compact car that’s an absolute joy to drive.
As stated before, it is available in 2 body styles; sedan and hatchback. Whichever one you choose, you can expect an agile car with responsive steering and braking as well as a spirited engine – definitely worth taking for a test run at the very least!
With the Honda Civic, expect roomy interiors, lively handling and dynamic performance. Available as a coupe, sedan and hatchback, the vehicle delivers more versatility than most compact cars. The coupe is priced at $21,700, the sedan at $24,200 and the hatchback at $18,400.
The Civic can easily seat up to 4 or 5 people and offers power-adjustable seats that are comfortable and provide ample legroom. The National Highway Traffic Safety Administration gave the 2020 Honda Civic a five-star overall rating, making it a vehicle worth considering when shortlisting your ideal car.
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You can get a free dealer invoice report for any of the above vehicles and do a price comparison. Moreover, you will also be able to access exclusive information that you wouldn’t easily get elsewhere.
MSRP (Manufacturer’s Suggested Retail Price – what the dealer paid to own the car)
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Vehicle pricing options
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I want you to try something. The next time you’re considering the purchase of a new car or SUV, first go to the closest Mazda retailer, or at least check out the Mazda stand at your local car show, and take a seat inside the equivalent model you’re considering buying from an alternative brand. I’m willing to guess you’ll soon be wondering why your current vehicle isn’t a Mazda, or if you should still be considering any competitive models for your next ride.
This is true even if you currently own something made by a premium brand, Aston Martin, Bentley or Rolls-Royce aside. That same Mazda may cause you to question why you paid so much more for your domestic, Japanese or European luxury vehicle. Step into one of Mazda’s Signature trim lines and you’ll be feeling glummer still.
The top-line Signature trim is available in the Mazda6 mid-size sedan, plus Mazda’s CX-5 compact crossover SUV and the very CX-9 mid-size seven-passenger crossover being reviewed here. Together with the usual assortment of high-end features included in any given brand’s best equipped models, Signature trim includes such niceties as 19- to 20-inch alloy wheels, a powered steering column, a surround parking camera, front parking sensors to go along with the rear parking sensors already added, ventilated front seats, heated rear seats, and more depending on the model. Making it look and feel like it’s from a premium brand, not to mention a higher trim level from that premium brand, Mazda makes it even nicer by adding supple Nappa leather upholstery as well as real hardwood trim, my CX-9 Signature tester featuring Santos Rosewood on the centre console and all the door switchgear panels, front and rear.
Additionally, cloth-covered roof pillars are pulled up from lesser trims, while Mazda also boasts more pliable, padded premium surfaces than the majority of mainstream volume rivals, even in models not providing Signature trim lines like the recently redesigned Mazda3, making the independent automaker’s levels of refinement surprisingly good to those not yet initiated.
The CX-9 Signature shown here is as near premium as mainstream volume carmakers get. The multi-tiered dash is completely covered in padded leatherette that extends around to the door uppers front to rear. What’s more, the soft upper section of the instrument panel and harder lower composite panels are divided by a beautifully detailed metallic inlay that really feels genuine, this extending visually to the corner vents as well, plus the side door panels.
Thanks to my tester’s available Snowflake White Pearl exterior paint, it came standard with gorgeous Chroma Brown Nappa leather upholstery that also visually extends to the instrument panel, lower console and door inserts. It feels ultra rich on those doors thanks to a thick memory foam underlay, while a similar brown colour gets used for the thread stitching the leather-wrapped steering wheel and armrests together.
Piano black lacquer can be found inside too, but only in tastefully small applications around the shift lever and the doors’ power window switch panels, while the power mirror toggle is nicely detailed out in knurled aluminum like the infotainment system dial on the lower console. Plenty of satin-finish aluminum trim can be found through the cabin too, Mazda even coating the power seat controls with a satin metallic surface treatment for a truly upscale look.
On the digital front, Mazda upgraded the primary gauge package in GT models and above for 2019. It looks like a regular three-dial cluster at first glance, but the centrally-mounted speedometer and two surrounding efficiency/range gauges are in fact part of a 7.0-inch colour display, this bookended by three analogue gauges to the left and right, including a tachometer, temperature readout and fuel gauge. This represents a big change over the previous 2016-2018 CX-9 gauge cluster, which included analogue gauges on the left and centre, plus a colour multi-info display on the right. Now the multi-info display is housed within the circular digital speedometer, and provides a whole host of helpful features.
Improving on the new gauge cluster is a head-up display unit that projects key info onto the windscreen, even including a speed limit reminder that I really appreciated.
Over at dash centre is an 8.0-inch infotainment touchscreen with nice, attractive, high-resolution graphics. The display itself is a fixed, upright tablet-like design as seen on the CX-9 and other Mazda models for years. Premium brands first made this design popular and Mazda was one of the first mainstream marques to adopt it, while it’s only just starting to catch on amongst volume-branded challengers. My test model’s infotainment system featured an impressive new double-screen parking camera with the usual rearview monitor as well as a superb 360-degree bird’s-eye view, making negotiating a tight parking spot especially easy when combined with its front and rear sonar system.
Also new for 2019 is Apple CarPlay and Android Auto smartphone integration, plus SiriusXM Traffic Plus and Travel Link data services with information on real-time traffic, weather conditions, fuel prices, and sports scores, while the infotainment system also includes navigation with detailed mapping, excellent 12-speaker Bose audio with Centerpoint surround sound and AudioPilot noise compensation technologies, plus SurroundStage signal processing, HD and satellite radio, voice activation, Bluetooth phone connectivity with streaming audio, text message reading and response capability, plus more.
An infotainment feature that sets Mazda apart from its mainstream competitors yet aligns it with pricier luxury branded alternatives is its lower console-mounted controller. It’s made up of a big metal-edged rotating dial that navigates the display, plus a smaller audio volume knob, and a bunch of fast-access buttons. Using this interface to modulate the infotainment system will be more comfortable than stretching an arm to the dash to actuate the touchscreen, at least for some users, but this said you can still use the touchscreen for smartphone-style tap, swipe and pinch finger gestures, the latter function perfect for changing the scale on the navigation system’s map, for instance.
As you may have noticed earlier, the CX-9 has been around in its current form since 2016 when Mazda introduced this second generation, which makes its premium levels of interior refinement even more amazing. You’ll actually need to sidle up beside the CX-9 Signature in the new 2020 Hyundai Palisade or Kia Telluride if you want to improve upon its rich interior (although I must confess to not yet testing the 2020 Toyota Highlander). Also notable, this current generation CX-9 is no longer based on the Ford Edge, but instead rides on Mazda’s SkyActiv platform.
Made up of the mid-size SUV segment’s usual McPherson struts up front and multi-link setup in the rear with coil springs and a stabilizer bar at both ends, Mazda retuned it for 2019 to provide even better ride quality. Now it’s ideal for managing unkempt inner-city streets, overly large bridge expansion joints and otherwise poorly paved stretches of roadway elsewhere, while the latest CX-9 is also impressive on the open highway where its revised steering allows for better high-speed tracking.
Mazda’s dynamic pressure turbocharged SkyActiv-G 2.5-litre four-cylinder engine puts out ample passing power due to 250 horsepower, plus it gets up and goes quickly from standstill thanks to a whopping 320 lb-ft of torque. Understand that the CX-9 might look slim and stylish, but it’s in fact a sizeable seven-occupant crossover utility, but the highly efficient turbo-four nevertheless provides strong performance in town and more than enough when more open roads start winding. Sadly Mazda left steering wheel-mounted paddles off the menu, but the gear lever allowed for manual shifting when I wanted to extract as much performance from the powertrain as possible.
Interestingly, Mazda clearly specifies that the CX-9’s engine will only make full power when 93 octane gasoline or higher is fed into its tank, and knowing my colleagues all too well I’m going to guess that most use cheaper 87 octane when it comes time to refill. Therefore my tester was probably only making the 227 horsepower Mazda claims its capable of when lower grade gasoline is added, but it was still plenty quick. This may be because its impressive torque rating only loses 10 lb-ft without high-test fuel, and merely requires 2,000 rpm to provide full torque, so I personally wouldn’t waste any money on pricier fuel.
A metal rocker switch next to the shift lever allows for Sport mode, which improves acceleration due to the six-speed transmission’s ability to hold a given gear right up to redline, plus it won’t automatically shift when it spins up to the solid red line at 6,300 rpm, but instead holds its gear for more control through corners. This is a very rare feature in this mostly practical market segment, and therefore provides the CX-9 with more excitement than its rivals, despite only using a six-speed autobox. Together with its agile suspension setup, notably upgraded for 2019, and its fairly direct feeling engine-speed-sensing variable power-assist rack-and-pinion steering system, which collectively iron out tight curving roadways impressively, it’s a very well sorted SUV.
G-Vectoring Control technology carries over from the previous CX-9, the technology seamlessly moving more torque to the front wheels during corner entry and then sending it rearward when exiting. To most it will be imperceptible, only adding stability that’s especially welcome amid inclement weather like the rainstorm I experienced during my test week. This is when I was also glad Mazda makes its i-Activ AWD system standard in trims above the base GS model, putting all of my Signature model’s 255/50R20 all-season tires to work.
All-wheel drive will be standard next year, so Mazda won’t be able to claim its current FWD model’s most efficient 10.6 L/100km city, 8.4 highway and 9.6 combined fuel economy rating. The AWD CX-9’s fuel economy is rated at 11.6, 9.1 and 10.5 respectively, incidentally, which despite making significantly more than the Kia Sorento is nearly as efficient by comparison, the Korean SUV achieving 11.2 in the city, 9.0 on the highway and 10.2 combined, whereas the V6-powered Highlander somehow gets a Transport Canada rating of 12.1 L/100km city, 9.0 highway and 10.6 combined.
Igniting the CX-9’s engine only requires the press of a dash-mounted button, while access to the interior comes via proximity-sensing keyless entry. You’ll need to press on of the less than subtle black buttons on the front door handles to make the system work, and take note that Mazda hasn’t added a set of these buttons to the rear door handles like some others, but I must say that once inside the CX-9’s driver ergonomics are better than many of its competitors. The 10-way powered driver’s seat includes the usual fore, aft, up, down, tilt and recline functions, plus two-way powered lumbar support that actually pressed up against the small of my back perfectly (what luck!), but you might want to personally check this feature out for yourself. All said my tester proved wonderfully comfortable throughout my test week, with some of that credit needing to go to the powered tilt and telescopic steering column’s long reach.
Sitting behind my driver’s seat I found the second row window seat roomy, comfortable and supportive all-round. A wide centre armrest folds down when three abreast is a crowd in back, replete with a set of cupholders as per every other competitor in this segment, while the tri-zone automatic climate control system gets an attractive interface on the backside of the front console, featuring rocker switches for the previously noted three-way heated rear window seats.
The outboard second-row seats easily slide forward for ample access to the rearmost row, and while the third row offers a nice, comfortable set of backrests and lower cushions, there’s not much room for an average sized adult’s knees and feet unless the 60/40-split second row is pushed far enough forward that it’ll start feeling claustrophobic for its passengers. Thus the third row better used by smallish adults or children.
When that third row is in use there’s not much space for cargo, but nevertheless Mazda says that it’s good for 407-litre loads. I certainly never had need for the rearmost seats so I left them tucked away most of the time, which allowed for a very accommodating 1,082 litres (38.2 cu ft) of total cargo volume. The second row lies flat when required too, but being that it’s divided with a less than optimal 60/40 split it’s impossible to use the rear seat heater when stowing skis or other long items longitudinally. Better would be a centre pass-through or even more optimal 40/20/40 split-folding second row, but at least the CX-7 maxes its cargo capacity out at a sizeable 2,017 litres (71.2 cu ft) when all seats are lowered. The cargo area is properly finished as well, with carpeting protecting three-quarters of each sidewall, while a sturdy load floor can be lifted to expose a shallow carpeted storage compartment below.
Other notable storage areas include an overhead console sunglasses holder, a big open area ahead of the shift lever, a large bin below the front centre armrest, and lastly the glove box that’s quite large and lined with a nice velvet-like material. Yes, Mazda certainly goes all the way in dressing up its flagship SUV.
Refinement in mind, Mazda stuffs all of the unseen areas with sound-deadening insulation, while the windshield and front windows use noise-isolating glass. The CX-9’s body is ultra-rigid too, while aforementioned improvements made to the steering and suspension systems help to eliminate unwanted noise while improving the SUV’s overall feeling of solidity. Everything from the way the CX-9’s doors close to its general driving dynamics make it seem like it should be badged by a luxury carmaker, while its very quiet inside too.
Peace of mind is important too, and to this end the CX-9 Signature provides one of the more advanced collections of active and passive safety gear available. Of course all the usual active and passive safety features are included, although these are supported with forward obstruction warning, Smart Brake Support and Smart City Brake Support autonomous emergency braking with pedestrian detection, advanced blind spot monitoring, rear cross traffic alert, lane departure warning, lane keeping assist, traffic sign recognition, new seatbelt reminders on the second- and third-row seats, adaptive cruise control with stop and go, and more.
Other premium-like features include an electric parking brake, a new frameless auto-dimming rearview mirror, new power-folding door mirrors, a Homelink universal garage door opener, a revised overhead console with LED overhead and ambient lighting plus a better designed LED room lamp control switch, while its heatable leather-wrapped steering wheel with cross-stitched detailing is a wonderful way to wake up on a cold winter morning.
Additionally, the previously noted driver’s seat includes memory, while the CX-9 Signature also adds an eight-way powered front passenger’s seat with power lumbar, plus rear side window sunshades and more for only $51,500 (plus freight and fees), which is great value when put up beside luxury branded crossover SUVs with the same level of features, and just right when comparing volume-branded competitors with similar equipment. The only obvious feature void was the lack of a panoramic sunroof, the regular sized power moonroof overhead looking a bit too commonplace this day and age.
Speaking of the CX-9’s price and features, be sure to check out its various trims, packages and individual options at our 2019 Mazda CX-9 Canada Prices page, plus learn about available manufacturer rebates, in-house financing/leasing deals, and dealer invoice pricing to save even more. In fact you can get up to $2,500 in additional incentives on the 2019 CX-9 (at least you could at the time of writing), or up to $1,000 off when choosing the virtually identical 2020 CX-9.
Saving what some will claim as the CX-9’s best attribute for last, its dramatic yet tasteful styling could easily come from a high-end premium automaker. The SUV’s satin-silver grille is big and oh-so dramatic, its lower half even including night illumination, while full LED headlamps with automatic high beams, adaptive cornering capability and auto self-levelling seem like extensions of the grille’s chromed end pieces. An aerodynamic lower front fascia features integrated LED fog lamps, while slim LED tail lamps highlight the SUV’s rear quarters, and elegant satin-chrome trim can be found from front to back. Overall, the CX-9 is one sleek and elegant looking mid-size, three-row crossover SUV, which certainly makes it stand out in its crowded segment, just in case its impressive luxury, host of features, excellent driving dynamics and complete suite of advanced driving assistive systems haven’t caused you to sign on the dotted line.
Yes, like I said at the beginning of this review, the CX-9 will make a good first impression if you give it a chance. I highly recommend it.