2019 Nissan Micra S Road Test

2019 Nissan Micra S
The ultra-inexpensive base Micra actually looks quite sporty. (Photo: Karen Tuggay, Canadian Auto Press)

It’s not too often that the cheapest and stingiest choice ends up being the most enjoyable, but such is the case with Nissan’s Micra. 

Cheap? How does $10,488 sound? If you were in the market for this little city car last year it probably sounds $500 too high, because the Micra was one of Canada’s only new sub-$10k cars for its entire four-year existence (except for the $9,995 Chevy Spark and Mitsubishi Mirage when it went on sale to clear out end-of-year stock), but thanks to a new standard 7.0-inch centre touchscreen featuring an integrated backup camera and some other updates, it’s a bit pricier this year. You can see all of the trims and check out previous years’ pricing right here at CarCostCanada, where you’ll also find manufacturer rebate info and dealer invoice pricing. 

Its new list price still beats inflation (according to the Bank of Canada inflation calculator), as well as the Mirage by $510, and now that I think of it the Micra also beats the Mirage by 31 horsepower, 33 lb-ft of torque, 400 cubic centimetres of engine displacement, one cylinder, one rear suspension stabilizer bar, one-inch of standard wheel diameter, 20 millimetres of standard tire width, 32 litres of additional passenger volume, 41 mm of front headroom, 29 mm of rear headroom, 0.5 inches of standard centre touchscreen, six litres of fuel tank volume, and the list goes on. 

2019 Nissan Micra S
The Micra’s design comes across quite retro, despite not referencing any specific car from Nissan’s past. (Photo: Karen Tuggay, Canadian Auto Press)

All said it would be unfair not to mention that, while the Mirage is about as sporty as a Kenmore dryer on spin cycle, its claimed fuel usage nears hybrid levels of efficiency at 6.5 L/100km combined city/highway in manual form and just 6.2 with its optional continuously variable transmission (CVT), compared to 7.9 L/100km for the Micra’s five-speed manual and 8.0 for its available four-speed automatic. 

The Mirage beats the Micra in a number of other notable ways too, such as standard auto off headlamps, LED taillights, body-colour mirror caps, exterior door handles and liftgate handle, a chrome rear garnish, standard power door locks with remote access, power-adjustable side mirrors, powered front windows, air conditioning, Apple CarPlay and Android Auto smartphone integration, two more standard stereo speakers, a driver’s knee airbag, 79 additional litres of cargo capacity behind the rear seats, 511 more litres of cargo space with the seats folded, two more years or 40,000 more kilometres of basic warranty, five more years or 60,000 more km of powertrain warranty, etcetera, while year-over-year sales of the Mirage were off by just six percent compared to 39 percent for the Micra. 

That last point might make it look as if more people like the Mitsubishi, but just 2,351 Canadians took a Mirage home last year compared to 5,372 that opted for the Micra. It’s easy to see they didn’t make their choice by comparing standard features and fuel economy, because the Mirage clearly comes out on top in these categories, so why all the Micra love? 

2019 Nissan Micra S
Steel wheels and hubcaps? Why not? The Micra S costs barely more than $10k. (Photo: Karen Tuggay, Canadian Auto Press)

Take both cars for a drive and you’ll immediately understand. The Micra is so much fun you’ll be wondering why everyone’s making such a fuss about SUVs, whereas the Mirage feels best when idling in bumper-to-bumper traffic. If the latter describes your commute and you never plan on driving up to Whistler or Kelowna via the Coquihalla for a weekend getaway, by all means go all in on the Mitsu, but if you want a car that has the power to keep up with traffic while climbing steep grades, let alone is sporty enough in stock trim to compete in its own spec racing series, choose the Micra, and while you’re at it watch a few segments of the highly entertaining Micra Cup (see below for Race 1 of the 2018 season). 

Rather than applying lipstick to a pig and trying to pass it off as the prom queen, Nissan invested its Micra money into a formidable direct-injection 1.6-litre four-cylinder engine good for 109 horsepower and 107 lb-ft of torque, compared to 78 and 74 respectively for the Mirage, plus a sporty feeling five-speed manual transmission with nice, progressive clutch take-up, wonderful steering feel, a front strut, rear torsion beam suspension with stabilizer bars at both ends, 15-inch wheels on 185/60 all-season tires, and overall driving feel that punches way above its 1,044-kilo welter curb weight. 

2019 Nissan Micra S
Not sure what the swirly indentations on the roof do, but they look kind of cool from above. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, how a city car takes to the corners may not matter as much to some folks as others, but let me know how you feel about that after you’ve just managed to avoid an accident thanks to the fleet footedness of your much more agile Micra. Due to such well-engineered suspension systems, I’m thankfully able to share a number of near misses that could have been bent metal at best, so handling is as much of a safety issue as braking performance, which I must say is pretty good on both cars despite their front disc, rear drum setups. 

I know, many buying into this class will likely care more about colour choices and styling than performance and safety, and when it comes to visual appeal I think the Micra has an edge in this respect too. While both are quite seasoned, this generation of Mirage Hatchback having arrived on the scene in 2012 and the current Micra in 2011, albeit in Canada during the spring of 2014 as a 2015 model, the little Nissan looks well proportioned and actually quite sporty from all angles. 

2019 Nissan Micra S
We love the classic taillight design. (Photo: Karen Tuggay, Canadian Auto Press)

Inside my base S trimmed tester, the word spartan comes to mind. Maybe minimalism might be kinder, because it does brighten things up with silver metal-like accents in key areas, and a nice, sizeable 7.0-inch centre touchscreen filled with a colourful interface, this especially true when placing the shifter in reverse and enjoying the big new backup camera on the display, while Bluetooth audio, Siri Eyes Free, and plenty of other functions provide a fully up-to-date user experience, but the black cloth seats come up a bit short on creativity, and the three-dial HVAC system is, while perfectly functional, easy to use, and adorned with blue and red highlights on the temperature knob and some backlit orange elements elsewhere, hardly exciting. 

The steering wheel is new, and in its most basic form gets a fresh set of metallic silver audio system and Bluetooth phone switchgear on its leftmost spoke, but the two-dial gauge cluster hasn’t changed for as long as I’ve been testing this car, my first review being a 2015 version of this very Micra S, with its only option being a sparkling coat of Metallic Blue paint. This 2019 tester’s $135 worth of Magnetic Gray paint aside (the price of optional paint hasn’t gone up one cent), the gauge package is large and easy to read in any light, while the little LCD gear selector, odometer, fuel gauge, and trip computer display, capable of showing current and average fuel economy plus distance to empty) is kind of cool in a retro Seiko digital watch sort of way. 

2019 Nissan Micra S
Open up and climb in… there’s plenty of room. (Photo: Karen Tuggay, Canadian Auto Press)

I reviewed 2016 and 2017 examples of the top-line Micra SR too, the former in a beautiful blue-green Caspian Sea hue (that’s still available), and the second in a less playful Gun Metallic grey (that’s been replaced by this car’s aforementioned Magnetic Gray—Metallic Blue is now only available in upper trims, incidentally), but Charcoal Cloth (black) is the only interior colour choice, albeit upper trims get some patterned colour woven into the seat inserts that’s a big move up in visual stimulation. 

What else do you get with the base Micra? The new infotainment system and steering wheel switches aside, the Micra S comes with thoughtful little luxuries like rubberized knobs for the manual winding windows, cool little toggles for manually adjusting the side mirrors (although you’ll need to stretch across the car or ask for help to set up the one on the passenger’s side), carpeted floor mats front to back, and did I mention the genuine cloth seats? Of course, I’m poking a little fun at the expectations of our first world life, because very few cars available on the Canadian market have wind-up windows these days, let alone require a key to get into each front door as well as the rear hatch. Seriously there’s not even an interior latch to remotely release it, but once it’s unlocked you have the luxury of opening and closing it at will. 

2019 Nissan Micra S
The cabin is a bit spartan, but comfortable and highly functional. (Photo: Karen Tuggay, Canadian Auto Press)

Standard features of note that have not yet been mentioned include tilt steering, micro-filtered ventilation, variable intermittent wipers, an intermittent rear wiper, two-speaker AM/FM/CD/MP3/WMA audio with Radio Data System (RDS) and speed-sensitive volume control, a USB port and aux-in jack, a four-way manual driver’s seat, 60/40 split-folding rear seatbacks, and more. 

If you want air conditioning and/or cruise control, not to mention an upgraded steering wheel featuring switchgear on its right spoke, simply opt for the Micra S with its available automatic and these features come standard. That upmarket move requires a surprisingly hefty $3,810 resulting in a new total of $14,298 before freight and fees, which, once again to be fair to the Mitsubishi, is $2,100 more than the Mirage CVT that already includes the autobox-infused Micra upgrades as standard. The thing is, you’ll be hard pressed to get up a steep hill in the Mitsubishi, while you’ll be hard charging in the Micra. 

2019 Nissan Micra S
Gotta love the wind-up windows. (Photo: Karen Tuggay, Canadian Auto Press)

The fancier cloth isn’t all you get when moving up from the Micra’s base S trim to its $15,598 mid-range SV or $17,598 top-tier SR grade, with the former trim’s standard features list swelling to include the automatic transmission, body-coloured mirror caps and door handles, power locks with auto-locking, powered windows, heated power-adjustable side mirrors, chrome interior door handles, cruise control, air conditioning, four-speaker audio, a six-way manual driver’s seat with a folding armrest, etcetera, while factory options for this trim include a $400 SV Style Package with 15-inch alloy wheels and a rear spoiler. 

The top-line Micra SR gets the same rooftop spoiler and its own set of aluminum wheels, although its standard machine-finished rims grow to 16 inches and ride on 185/55 all-season rubber, while the rest of its standard features list includes upgraded sport headlights and taillights, front fog lamps, side sill spoilers, chrome exterior accents, a chrome exhaust tip, a leather-wrapped steering wheel, a leather-wrapped shift lever with the manual transmission (which once again comes standard), even nicer Sport cloth upholstery, and more. 

2019 Nissan Micra S
The gauge cluster is serviceable and therefore does the job. (Photo: Karen Tuggay, Canadian Auto Press)

Paint colours aside there aren’t any factory options for the Micra’s two upper grades, but Nissan provides plenty of dealer-installed accessories no matter the trim, and some really celebrate the car’s sporty nature. For instance, there are Colour Studio packages that include contrasting coloured mirror covers and sport stripes available across the line for $219, or alternatively you can swap out the body-colour door handles on SV and SR models with the same contrasting colour from the aforementioned City Package by choosing the $461 Trend Package, while the $599 Intensity Package ups the ante with a contrasting coloured rear hatch finisher and a custom “Premium Package” emblem. 

Alternatively you can get all of the above individually, as well as colour centre wheel caps, a rear rooftop spoiler (for S and SV trims), a chrome exhaust tip (ditto), etcetera, plus a whole host of more conventional accessories like all-season floor mats, a cargo mat, bicycle and ski/snowboard/wakeboard carriers, and more. 

2019 Nissan Micra S
The biggest improvement for 2019 is this 7.0-inch touchscreen, that provides a much larger backup camera. (Photo: Karen Tuggay, Canadian Auto Press)

I should mention that the Micra and Mirage aren’t the only hatchbacks vying for your attention in this class. As noted earlier, Chevy’s little Spark is also a credible competitor for about $500 less than the Micra, while it bridges the gap (more like a chasm) when it comes to performance thanks to 98 horsepower and 94 lb-ft of torque (still 11 hp and 13 lb-ft less than the Micra), and fuel economy that’s rated at 7.2 L/100km combined, plus it offers an identically sized 7.0-inch touchscreen with standard CarPlay and Android smartphone integration, etcetera. It was redesigned for 2019, which spurred the strongest year-over-year growth within Canada’s entire small car sector (including larger subcompact and compact models) at 24.2 percent, resulting in 4,945 units and second place in the city car segment. 

At the other end of the positivity spectrum Fiat’s much pricier $22,495 500 lost even more ground than the Micra at -68 percent and just 269 units down the road during the same 12 months—year-over-year Micra sales were down 39 percent, incidentally. The Smart Fortwo, which doesn’t really face off directly against any of these five-place competitors due to having just two seats, now being solely electric and thus starting at $29,050 and wearing a new EQ badge, saw its sales shrink by 13.9 percent to 317 units last year, while the entire city car segment has been contracting in recent years due to the cancellation of the all-electric Mitsubishi i-MiEV last year and the Scion iQ the year before. 

2019 Nissan Micra S
There’s no shortage of headroom in the Micra’s tall cabin. (Photo: Karen Tuggay, Canadian Auto Press)

Glancing back at that list of rivals and it’s not too unreasonable to surmise some future cancellations. Truly, if it weren’t for Daimler’s brilliantly innovative Car2Go sharing program (it was first) it’s highly unlikely the Smart brand would exist anymore, at least in our part of the world, while both Fiat, which is repositioning itself as a boutique premium brand like Mini, and Mitsubishi, that’s only having any notable success with Outlander compact SUV that saw growth of nearly 50-percent last year due to a plug-in hybrid version, may not make it through the next inevitable recession. 

I mean, if Fiat only managed to sell 596 vehicles brand-wide up until October of 2018, which is a 73 percent drop from the year prior, and then conveniently forgot to mention the brand in its monthly and yearly totals in November and December, there’s a pretty good chance they’re about to say arrivederci to the North American markets sooner than later. We sourced the information from Automotive News Canada that reported 645 calendar 2018 sales for a 72.4 percent downturn compared to the 2,339 units sold in 2017, but that’s still got to be beyond challenging for the Italian brand’s 55 independent retailers. 

2019 Nissan Micra S
Rear seating space is decent too. (Photo: Karen Tuggay, Canadian Auto Press)

I’ve driven all of the above so therefore it’s easy for me to understand why the Micra is Canada’s best-selling city car, not to mention more popular than plenty of other small cars including the Mini Cooper at 4,466 units, the Honda Fit at 3,520 (although a flood at its Mexican assembly plant was the cause of its 29.9 percent downfall), Chevrolet Sonic at 2,836 (which will soon be discontinued), Volkswagen Beetle at 2,077, Ford Fiesta 1,323 (also cancelled), and Hyundai Veloster at 1,077 units (but it’s more of a niche sport model). I’m not saying this final list of cars aren’t more appealing than the Micra overall, but when value is factored into the mix, only the Honda Fit measures up. 

2019 Nissan Micra S
Plenty of room for cargo. (Photo: Karen Tuggay, Canadian Auto Press)

While we most likely won’t see a redesign of our Canadian-exclusive Micra anytime soon (most other markets received an all-new Micra in 2017), because it’s not available in the U.S. and therefore may not warrant the investment, it’s possible that a change in market conditions could see it quickly become even more popular than it already is with price- and interest rate-sensitive first-time and fixed-income buyers. Still, as much as I’d like to get my hands on the more up-to-date version, the current Micra offers so much value for its asking price and provides so much fun at the wheel that it’s impossible to beat, and now that Nissan has given this base model new life with a fresh infotainment touchscreen it’s even better than ever, putting the new 2019 Micra S high on my budget conscious shoppers recommendations list.

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Karen Tuggay,  Canadian Auto Press 

Copyright: Canadian Auto Press Inc.

Buying Your Very First Car? Avoid These Mistakes Made by 92% of New Buyers!

Congratulations! 2019 is the year you’ve finally decided to quit taking public transit and walking in the cold climates Canada has to offer and get your new car. This is as exciting as that time you graduated high school or landed your first paying job!

After doing tons of research, you’ve settled on a make and model and can’t wait to take to the streets. Before you put your money down and complete the transaction, tarry a little. You’re not quite finished with the research process just yet.

Are you aware of the common dealer traps that new buyers often fall victim to? Have you located the best new car deals in Canada? If not, don’t ruin your first-time buying experience with inadequate research. Save yourself a world of trouble by reading this article instead!

 

Breaking Your Budget – And Then Some!

The most pressing question for first-time car buyers is, “How much should your first car cost?” The best way to proceed is to set your budget at no more than 20% of your annual salary. For instance, if you make $85,000 per year, your budget shouldn’t cross over $17,000.

A common trap set by dealers is to catch new buyers unawares by drawing their attention to the monthly payments rather than the total cost. If you’re wise to this tactic, it’s easy to stick to your original plan. Remember that it’s not just the capital cost that you have to budget for but also the insurance, fuel, licensing fees and so on.

 

Ignoring Your Intuition

Some dealers may not have your best interests at heart. If you feel that yours is constantly trying to get you to splurge over and above what you’ve expressed an interest in, it might be time to look elsewhere. When your sixth sense is telling you otherwise and the transaction begins to go south, don’t compel yourself to get the car just because.

Going to another dealer might mean more cordial services and honest and consistent pricing solutions.

 

Assuming That Test Driving Is Just a Fool’s Errand

First things first. Is it better to buy a new car or a used car? Bear in mind that a new car depreciates by about 20% as soon as it exits the lot. If a budget isn’t your primary focus then it makes sense to purchase a new vehicle. A used car, on the other hand, will be 20-30% less expensive even if it is just a year old, however, there may be existing issues with a used vehicle that will cost you more in the long run. 

Once you’ve made a decision on whether you want to buy a new or used car, the next step is to give it a whirl. While the car you have in mind might have the right features, it could still make for a less-than-comfortable drive.

The only way to know what you’re getting into for sure? Test drive like you mean it! Another dealer trap is for dealers to coax you to take a pre-decided route on your drive – a route that no doubt offers the least amount of challenges in the way of road conditions. If you are familiar with the area, choose your own route – preferably something that incorporates highways and streets.

 

Thinking That Walking Away Equates to Defeat

Many car shoppers ask, “Can I buy a car in one day.”  You certainly can but it’s extremely ill-advised. If for whatever reason, you are keen to complete the transaction in a day, you can do so online to speed things up. There are many perks to taking your time with the purchase, not the least of which are allowing yourself time to research, test drive the car of choice, and walk away from an unsavory deal. That way, you can completely skip that dreaded post-purchase buyer’s regret.

Walking away from a deal ties in with listening to your intuition. If you find the dealer being excessively pushy and not meeting you halfway, it’s time to walk. Cue the third dealer trap. Dealerships will attempt to sell you on an extended warranty in the hopes that you’ve forgotten that new vehicles come with a bumper to bumper warranty.

If you intend on retaining the same vehicle for a long time and using a lot of miles, then an extended warranty might be up your alley.

 

Not Acquiring a Dealer Invoice Report

Perhaps the most grievous mistake of them all – failing to ask for a car dealer invoice report from a reputed agency. Just as with any large investment, it’s important to consider multiple offers from different dealers so that you can negotiate for the best price.

Additionally, you’ll want to get your hands on the latest rebates, certified dealerships, best add-ons, and the deals that other people in your area have gotten.

A car dealer invoice report reveals the actual amount paid by the dealer to own the car. That way, when you’re haggling for a good deal, you won’t have to pay the full MSRP. And when your dealer senses you’ve done your due diligence, they are that much more likely to be cooperative with your negotiation tactics.

A dealer invoice report enables you to decide on a great bargaining figure. A majority of dealers turn a profit of 8.7% on selling a new car. When you’re aware of the MSRP, you can follow the 3-5% rule which is adding about 3-5% on the invoice figure in your report to calculate the most lucrative negotiation price.

 

Ready to Get a Great Deal on Your First Car?

Request Your FREE Dealer Invoice Report

We’ll Send It Across Within Minutes!

2019 Jaguar F-Type P300 Convertible Road Test

2019 Jaguar F-Type P300 Convertible
The new Jaguar F-Type P300 is nearly $10,000 more affordable than the base F-Type in 2017. (Photo: Trevor Hofmann, Canadian Auto Press)

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value. 

Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either. 

2019 Jaguar F-Type P300 Convertible
Still drop-dead gorgeous after all these years. (Photo: Trevor Hofmann, Canadian Auto Press)

Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more. 

The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece. 

2019 Jaguar F-Type P300 Convertible
The LED headlights are standard, but the 20-inch glossy black alloys are optional. (Photo: Trevor Hofmann, Canadian Auto Press)

If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience. 

The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time. 

2019 Jaguar F-Type P300 Convertible
The classic styling of a soft-top suits the F-Type ideally, and this roof’s quality is impressive. (Photo: Trevor Hofmann, Canadian Auto Press)

My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is. 

I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout. 

The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering. 

2019 Jaguar F-Type P300 Convertible
Fit, finish and Jaguar’s choice of materials set the F-Pace apart from many competitors. (Photo: Karen Tuggay, Canadian Auto Press)

Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed. 

Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance. 

The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice). 

2019 Jaguar F-Type P300 Convertible
The mostly analogue gauge cluster gets this particularly well designed multi-information display at centre. (Photo: Karen Tuggay, Canadian Auto Press)

The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside. 

The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300. 

2019 Jaguar F-Type P300 Convertible
The new standard 10-inch infotainment display makes the backup camera better than ever. (Photo: Karen Tuggay, Canadian Auto Press)

Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260. 

Incidentally, all prices were sourced right here at CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal. 

At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX. 

2019 Jaguar F-Type P300 Convertible
We recommend spending a little more on these performance seats. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively. 

Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid. 

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Karen Tuggay, Canadian Auto Press 

Copyright: Canadian Auto Press Inc.

New Car Buyers Guide: What is MSRP?

When it comes to purchasing a new vehicle in Canada, the process is relatively simple. You walk into a car dealership, inquire about your favourite models and makes, take some test drives,  and begin the negotiation process to get the best price for your investment.

The conversation typically starts at a price point set by the dealership and from there, the buyer will proceed to explain their budget so that the dealership can find a more suitable price for the both of them. The goal of the dealership is to make maximum profits whereas customers are looking for the best deal for their money. For those that have not gone through this process, this can be a challenging point as to what range you should provide the dealer, which is why understanding the definition of the MSRP and how you can leverage tools such as a dealer invoice price for comparison which can be instrumental to getting a good price.

Keep reading to learn more about the difference between the MSRP and a dealer invoice price:

 

What is MSRP?

MSRP stands for the manufacturer’s suggested retail price, which is exactly what it sounds like. Once the vehicle is manufactured, they put together a list of costs associated with the makeup of the vehicle along with any creative and design aspects. They recommend this price that includes the sales efforts and markup, encouraging all locations to have similar price points so that it can be standardized across the board.

This would be more or less the price that dealerships promote, adding on any discounts or additional markups. Understanding the MSRP is often negotiable will allow you to find the range to start the conversation from.

 

What is a Dealer Invoice price?

A dealer invoice price is a price that the dealership is invoiced for the vehicles that they sell. This is often the cost to the dealership, so a subsect of the MSRP. The amount is the direct materials, labour, and overhead associated with the vehicle and this becomes a charge to the dealership when they purchase them to sell to customers.

It is commonly known that the dealer invoice price often excludes costs that dealerships are able to get out of through incentives such as dealer holdbacks or cash incentives. Keep in mind, those discounts are not shown on the invoice prices that are on the report but for the most part, dealer invoice reports help to show an at-cost version of the vehicle you are looking for which is what you need to begin negotiations.

 

So the difference is…

The difference between MSRP and the dealer invoice price is the profit margin that the dealerships make. They are looking to maximize that as much as possible, but all car dealerships are in the business to make sales so they will negotiate until you are satisfied with the price and they are satisfied with the profit margin.

 

Obtaining a Dealer Invoice Report

With Car Cost Canada, you have the opportunity to get a report that showcases the dealer invoice prices and with the service, certified dealerships are recommended so that you can connect with someone who is ready to negotiate on these terms. Since the report itself is free, you have the opportunity to save money without initially investing anything.

 

Negotiating Strategies

Alongside a dealer invoice report, here are some tips and tricks to help you in your purchasing conversation:

  • Do not be an impulse buyer: cars will not run out, if you want a certain model or make, they will exist a week or a month from now. Take your time so that you make the best decision for your commuting needs.
  • Negotiate up from the dealer’s cost: utilize the dealer invoice report and take away any dealer holdbacks and cash incentives to obtain the dealer’s cost; from there, you can negotiate from an additional 3-5% upwards.
  • Bring someone along: this will provide another perspective and give off the impression that you cannot be intimidated; use your partner to strategically guide the conversation so that the power is in your hands.

 

Have your best foot forward in negotiating for your new vehicle. Do not get blindsided by additional markups or prices by utilizing the tools you have strategically. A dealer invoice report can give you all the information you need to make an informed decision. Contact our team today to learn more about the service and to get more advice.

 

2019 Acura TLX Tech Road Test

2019 Acura TLX Tech
The new TLX looks good in Tech trim, which doesn’t add any exterior upgrades to the base model. (Photo: Karen Tuggay, Canadian Auto Press)

Acura does well in almost every Canadian market segment it competes in. As calendar year 2018 ended the RDX sat within the top three of 15 compact luxury SUV competitors, while the MDX was fifth out of 21 mid-size premium crossovers and number one amongst dedicated three-row rivals. What about cars? The ILX was mid-pack in its entry-level luxury segment, and surprisingly the top-line RLX Sport Hybrid mid-size four-door was just one of two cars to show positive sales growth in a sector that’s been getting hammered by the aforementioned SUVs, although its actual final sales tally placed it second to last out of 17 competitors. Truly, Acura’s best sales success in Canada’s car sector is summed up in the TLX. 

A total of 17 models compete in the compact luxury car D-segment, led by such notable names as the Mercedes-Benz C-Class, Tesla Model 3 (if you can trust their sales numbers that seem very suspect), BMW 3 Series, and Audi A4, which makes the TLX’ eighth position quite credible, albeit not as good as its previous best-of-the-rest status. Despite a thorough facelift last year, some of the shine has come off this car in recent years, or at least the Lexus IS and Infiniti Q50 have now passed by on the sales charts. The latter Japanese sport-luxury sedan is one of a handful that grew sales last year, the other direct four-door competitor being the C-Class, which means other than the Jaguar XE that slid rearward by 27.8 percent, the TLX’s loss of 25.2 percent made for the worst backward move in its four-door compact luxury segment. Yikes! 

If you remember, I started this review by claiming that Acura does well in almost every Canadian market segment it competes in, not all. And to be honest, I thought this was going to be a positive story that would look good on the car and brand, because in previous years the TLX always held a solid fourth place behind the C-Class or 3 Series (depending on which one came first) and the A4, but to see it slide to sixth amongst its four-door sedan rivals was a shocker. Rather than analyze possible reasons why, I’ll steer away from that rabbit hole and instead talk about my experience with the car at hand, at which point maybe you’ll understand why I’m perplexed at its shaky sales results. 

2019 Acura TLX Tech
Long and lean, the TLX Tech provides a lot of style for the money. (Photo: Karen Tuggay, Canadian Auto Press)

The TLX has only been with us since 2014 when it arrived as a 2015 model. It came about by combining the smaller TSX with the larger TL, in spirit at least, resulting in a just-right-sized D-segment sedan. What I mean by that is it’s still a bit larger than most competitors, measuring 61 millimetres (2.4 inches) longer than its nearest challenger at 4,844 mm (190.7 in), albeit coming up 74 mm (2.9 in) short in wheelbase length when compared to that Q50, which was the longest next to the fractionally (0.1 mm) longer wheelbase of the C-Class. Its 1,854-mm (73.0-in) width (without mirrors) is widest in its class by 12 mm (0.5 in), while its 1,447 mm (57.0 in) height is tallest by a hair, or rather 4 mm (0.15 in). So if you want more luxury car for similar money, or more precisely quite a bit less money, the TLX should be high on your list. 

The 2019 TLX starts at just $34,890 plus freight and fees, which is closer to the entry-level models of all brands just mentioned than anything sized and equipped like this Acura. Some quick comparisons have the segment’s next most affordable Cadillac ATS starting at $37,845, the Audi A4 at $39,800, the Lexus IS at $41,050, the Volvo S60 at $42,400, the Jaguar XE at $43,900, the Infiniti Q50 at $44,995, the Genesis G70 at $45,500, the Mercedes-Benz C-Class at $46,100, and the BMW 3 Series at $49,000, or in other words the TLX has every competitor beaten on price by a long shot. 

By the way, all pricing was sourced right here at CarCostCanada, which not only provides all trims, packages and standalone options, but also lets you know about available rebates that might help you save money when it comes time to make a deal, plus even better, you can access dealer invoice pricing that could save you thousands.

2019 Acura TLX Tech
The base 17-inch alloys look good, but you can’t upgrade the TLX tech with larger rims unless opting for A-Spec trim. (Photo: Karen Tuggay, Canadian Auto Press)

Just in case you’re thinking that Acura’s most basic D-segment entry must shortchange its owner something awful for under $35k, the base TLX gets full LED headlamps with automatic high beams, remote engine start, proximity access, pushbutton ignition, an electromechanical parking brake, a colour TFT multi-info display, Adaptive Cruise Control (ACC) with Low Speed Follow, an auto-dimming rearview mirror, an excellent multi-angle rearview camera with dynamic guidelines, dual-zone automatic climate control, a leather-wrapped steering wheel, a 10-way power driver’s seat with two-way powered lumbar, remote-linked two-way memory for the driver’s seat, side mirrors and climate control, a four-way powered front passenger’s seat, heated front seats, an 8.0-inch On Demand Multi-use Display (ODMD) above a 7.0-inch capacitive touchscreen with Apple CarPlay and Android Auto smartphone integration, seven-speaker audio, satellite radio, active noise cancellation, a Homelink universal garage door opener, a powered moonroof, and much more. 

On top of that impressive list, all TLX trims boast standard AcuraWatch advanced driver assistance systems including Forward Collision Warning (FCW), Collision Mitigation Braking System (CMBS) with Heads Up Warning, Lane Departure Warning (LDW) with steering wheel haptic feedback, Lane Keeping Assist System (LKAS), Road Departure Mitigation (RDM), plus the segment’s usual array of active and passive safety features, including an airbag for the driver’s knees, while Blind Spot Information (BSI) with a Rear Cross Traffic Monitor come as part of my tester’s second-rung Tech trim. 

That’s right. We were able to test a less equipped trim this time around, ideal because plenty of buyers choose this well equipped model that still manages to slip under the base price points of most competitors at $38,590. Along with the safety upgrades, Tech trim adds rain-sensing wipers, power-folding side mirrors, an accurate navigation system with detailed mapping, voice recognition, the AcuraLink connectivity system, great sounding 10-speaker ELS Studio audio, hard disk drive (HDD) media storage, an always welcome heatable steering wheel rim, heated rear outboard seats, and last but hardly least perforated Milano leather upholstery replacing the standard leatherette. 

2019 Acura TLX Tech
Last year’s mid-cycle refresh didn’t change the interior design, although the two-tier infotainment system was upgraded. (Photo: Karen Tuggay, Canadian Auto Press)

Features in mind, I was disappointed that TLX buyers are forced to step up to Elite trim, which is only available with a V6 and all-wheel drive, to access a number of fairly basic luxury items such as auto-dimming side mirrors, rear parking sensors (that come packaged with the front sensors included), and a wireless smartphone charger, while LED fog lamps only come standard with the Elite and sportier A-Spec models, the latter made available with the four-cylinder and front-wheel drive for 2019. Offering these optionally would be beneficial to those who prize fuel economy more than performance, and Acura could package in the Elite model’s excellent surround view camera and ventilated front seats too. 

My tester’s interior was finished in classic Ebony black, needless to say a good match to its $500 coat of optional Platinum White Pearl exterior paint, making for an elegantly sporty four-door thanks to tastefully applied bright metal and glossy black detailing outside plus plenty of satin-silver accents and grey woodgrain inlays inside. Take note that Parchment tan interior could have been selected at no extra charge, so if a lighter interior is more to your liking Acura has got you covered. 

Despite its entry-level luxury asking price the TLX Tech interior’s fit, finish and materials quality is fully up to par with its D-segment peers, thanks to a soft-touch dash top that wraps down around the instrument panel, even to the lowest edges of the centre stack. Likewise, front and rear door uppers are finished with the same premium padded material, while the long, curving door inserts are nice stitched leather, as are the armrests side and centre. Acura even finishes the glove box lid off with the same pliable surfacing, only coming up a bit short on the sides of the lower console and each lower door panel, all areas that many rivals also apply harder plastic. Of course, all pillars are fabric-wrapped, and the roofliner is nicely finished in a high-grade woven fabric. 

2019 Acura TLX Tech
The TLX’ gauge cluster is effective, but looks a bit yesteryear. (Photo: Karen Tuggay, Canadian Auto Press)

The primary gauge cluster is a nice straightforward combination of metal-rimmed dials with a colour multi-info display at centre, the latter rather simple by today’s standards, but this more classic driving-focused cockpit is more than made up for in digital display acreage by Acura’s two-tiered infotainment system on the centre stack, the larger top monitor controlled by a big knurled metallic knob and row of surrounding buttons just below the smaller display, which is a touchscreen as noted earlier. 

This second-generation dual-screen system was updated last year and now processes inputs 30-percent faster while also including the aforementioned branded smartphone integration, but be aware that a couple of features that function best with a touchscreen’s tablet-like pinch and swipe gesture capability, notably the navigation system’s map interface as well as both CarPlay and Android Auto, are shown up high on the larger display and therefore controlled more clumsily by the rotating knob and buttons below, while features like the climate control system, heatable front seats, and audio functions are found within the lower hands-on unit. 

Other than the navigation map, the upper display’s graphics are rather drab with a basic grey/blue font and not much else to look at, while the screen resolution isn’t quite as fine as some others in the class, but this made me glad that Acura chose the more colourful map as the default function. The touchscreen’s graphics are certainly more appealing and also benefit from a higher resolution display with richer colours and deeper contrast. 

Of note, you can adjust some of the climate functions via the narrow row of buttons and rocker switches just below the screen, and these are some of the tightest fitting, best damped switchgear in the business. This pretty well sums up most of the controls in the TLX’ cabin, although the buttons for the power windows and locks on the door panels seem like afterthoughts and therefore aren’t quite up to the same standard. 

2019 Acura TLX Tech
The navigation system’s route guidance works well, but the display is lower in resolution than some rivals. (Photo: Karen Tuggay, Canadian Auto Press)

Adjusting the power side mirror controller on the same panel provided good rearward visibility, which when joined by plenty of glass in every direction, plus the auto-dimming rearview mirror and aforementioned multi-angle rearview camera, results in a car that’s easy to drive through congested city traffic and tight parking lots. 

The multi-adjustable driver’s seat is very comfortable too, although I would have preferred four-way lumbar support to press more accurately against the small of my back, plus extendable thigh supports for cupping under the knees would’ve been nice as well. Still, the tilt and telescopic steering column extended the steering wheel far enough rearward to provide a comfortable seat distance for my legs while leaving my elbows properly bent for maximum control when resting the hands at 9 and 3 o’clock, plus all controls were within easy reach. 

The rear seating area offers plenty of space too, plus excellent lower back comfort in the outboard positions. A large folding armrest provides a nice place for inside elbows when only two are seated abreast, plus the usual twin cupholders and a tiny open bin for holding snacks or what-have-you. Acura adds a couple of vents to the backside of the front console to keep rear passengers aerated, while providing three temperatures for the rear seat heaters is better than the usual two. 

2019 Acura TLX Tech
The touchscreen is a big improvement. (Photo: Karen Tuggay, Canadian Auto Press)

The TLX’ trunk provides a decent amount of space as well, measuring 405 litres (14.3 cubic feet) thanks to the car’s extra length mentioned earlier. Pull tabs release the 60/40 split seatbacks if you want to lower one side or both for longer cargo, but unless you’ve got something strong enough to push them forward with, like a set of skis, you’ll be forced to walk around to the side doors to drop them down anyway. Another shortcoming is the 60/40 split itself, which doesn’t include a centre pass-through and therefore limits the use of the seat heaters when transporting said skis or snowboard equipment—cue one whining tweenager now. 

Cranking up the aforementioned ELS stereo might be a good way to drown out rear seat complainants, mind you, but then again you might find the sound of the high-revving base 2.4-litre engine more to your liking. This engine is right out of the previous-generation Civic Si, so that sonorous song and rorty exhaust note ideally complements its ability to rev all the way to 6,800 rpm. I’m not sure whether I like this V-TEC-infused mill more than the aforementioned 3.5-litre V6, and if it weren’t for the larger engine’s advanced SH-AWD, the FWD version might even be the sportier choice. 

Don’t get me wrong as the V6 spits out a naughty growl of its own when getting hard on the throttle, but my nod in the four-cylinder’s direction has more to do with the excellence of its quick-shifting paddle-shift actuated dual-clutch eight-speed automated transmission than its 206 horsepower and 182 lb-ft of torque. Certainly the extra 84 horsepower and 85 lb-ft of torque would be had to pass up, but that engine’s nine-speed automatic kills its fun-factor, taking far too long between shifts to feel remotely sporty. 

2019 Acura TLX Tech
The seats are comfortable and finished in perforated leather, but more adjustment would be helpful. (Photo: Karen Tuggay, Canadian Auto Press)

Getting the most out of the TLX drivetrain is Acura’s four-position “Dynamic Mode” driver settings, featuring default Normal, thrifty Econ, Sport and Sport + modes. The latter two really make a difference when pushing the envelope, but I left it in Econ mode when dealing with city traffic, as it was best for eking the most from a tank of fuel. Acura claims 10.0 L/100km city, 7.1 highway and 8.7 combined with the four-cylinder model, while the V6, that gets an engine idle stop-start system, does pretty well at the pump as well with a rating of 11.4, 7.7 and 9.8 respectively. 

Another bonus with the smaller engine is less weight over the front wheels, so it feels nimbler when pressed hard through corners and is less likely to understeer, or push out the front wheels and drive straight when the tires break traction in the middle of a turn. On this note it’s pretty hard to upset the TLX’ nicely sorted front strut and rear multi-link suspension setup, despite the car’s smallish standard 17-inch alloy wheels and 225/55 all-season tires, but this brings up another shortcoming with both base and Tech trims, Acura doesn’t offer any wheel and tire upgrades. These lesser tires are easier on the wallet when it comes time to replace, however, and they help the TLX deliver a nice compliant ride. High-speed stability on the freeway is good too, with the car tracking nicely and wind noise kept to a minimum. 

Once again, four-cylinder fans who want more can now opt for the TLX Tech A-Spec, a car I hope to cover in an upcoming review because it combines what I think is this model’s sportiest drivetrain with a sweet looking set of 19-inch rims on stickier 45/40 rubber, plenty of aerodynamic styling upgrades, and other niceties inside. 

As it is, the 2019 TLX Tech is an attractive car thanks to last year’s refresh, highlighted by the brand’s now trademark “diamond pentagon grille,” tidier lower fascia, and sharper looking rear apron. It already included some of the best-looking LED headlamps and an attractive set of LED taillights, the former nicely revised, while its overall profile is long and sleek. Still, those updates were added to a car that was already three years into its lifecycle and now that it’s heading into its fifth will soon require a complete overhaul in order to keep its loyal followers from looking elsewhere. 

2019 Acura TLX Tech
The rear seating area is spacious and very comfortable. (Photo: Karen Tuggay, Canadian Auto Press)

That thought in mind, one reason for the TLX’s recent sales decline could be the introduction of Acura’s all-new RDX, which has no doubt lured away more than a few would-be sport sedan buyers. It truly is better than most rivals and therefore worthy of its success, which bodes well for an upcoming redesign to this TLX. A new version should arrive sometime next year, so fingers crossed they build on all that’s good with this current version, mix in much of what makes the new RDX great, and end up with a new TLX that at the very least reclaims best-of-the-rest status. 

Until then, you can do a lot worse than the 2019 TLX, especially when factoring in expected reliability and stronger than average resale values that come from such a competitive value proposition at time of purchase. The TLX Tech is a very good car for a superb price, and even when loaded up with maximum performance and features the TLX Elite SH-AWD A-Spec slips under the $50k affordability barrier and therefore undercuts most competitors by thousands, let alone tens of thousands. You should consider it seriously.

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Karen Tuggay, Canadian Auto Press 

Copyright: Canadian Auto Press Inc.

2019 Volvo V60 Inscription T6 AWD Road Test Review

2019 Volvo V60 Inscription T6 AWD
Volvo’s new V60 takes styling cues from the rest of the Swedish brand’s renewed lineup and mixes in a few of its own elements for a stunning new design. (Photo: Trevor Hofmann, Canadian Auto Press)

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport wagons and crossover-styled variations on the same five-door theme. 

The first to arrive was the beautiful new V90 and V90 Cross Country duo, both having respectively replaced the old V70 and XC70 for the 2017 model year, albeit the former hasn’t been with us for a decade or so. Fast forward to 2019 and Volvo’s wagon lineup just expanded with all-new 2019 V60 and V60 Cross Country crossover models, and thanks to Volvo’s Canadian PR team leaving the sportier of the two in my driveway for three weeks last month we’ll be starting off closer to the ground. 

I suppose referencing the more conventional V60 as sportier may not sit well with those who consider a trip down a gravel road with a kayak strapped to the top of the V60 Cross Country T5 AWD a more sport-oriented exercise than fast-tracking through a curving two-lane highway at the wheel of our V60 T6 AWD Inscription, not that the former car can’t manage the latter activity quite well, or vise versa. It’s just that the regular V60 is quicker when upgraded with its as-tested turbocharged and supercharged 2.0-litre four-cylinder engine, and as noted a moment ago sits a bit lower to the ground for better pavement-hugging handling, whereas the raised ride height of the Cross Country allows for greater ground clearance when traversing less hospitable backwater roads and trails. Either way, Volvo has you covered. 

2019 Volvo V60 Inscription T6 AWD
The V60 is unmistakably Volvo from behind, yet there’s nothing else quite like it on the road. (Photo: Trevor Hofmann, Canadian Auto Press)

I suppose this is as good a time as any to talk powertrains, being that both V60 models incorporate Volvo’s innovative 2.0-litre four-cylinder engine, the T5 featuring turbocharging and the T6 adding the just-noted supercharger to the mix. The former makes a laudable 258 horsepower and 250 lb-ft of torque for thoroughly enjoyable performance from standstill up to highway speeds and beyond via eight quick-shifting automatic gears and standard all-wheel drive, whereas the latter puts 316 horsepower and 295 lb-ft of torque down to the road via the same all-wheel drivetrain. 

By the numbers, the V60 T5 AWD allows for an energetic zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the T6 AWD cuts standstill acceleration runs down to 5.7 seconds while upping maximum velocity to 249 km/h (155 mph). 

Volvo’s T6 engine seems to make a more sporting note at full throttle than I last remember, while the zero-to-100 times quoted a moment ago feel as good as they look. The drivetrain is especially engaging when set to Dynamic sport mode via the jeweled switch on the lower console, which heightens the performance of all controls. Bend it into a sharp, fast-pace curve and the V60 immediately takes on the role of unflappable sport wagon, providing an adept level of poise that almost seems too capable when simultaneously taking in its luxurious Inscription-trimmed surroundings. 

2019 Volvo V60 Inscription T6 AWD
The V60’s finer details look even better up close, especially in top-line Inscription trim and wearing these optional 19-inch alloy wheels. (Photo: Trevor Hofmann, Canadian Auto Press)

The V60’s cabin is absolutely stunning, which caused me to leave the drive mode selector in Comfort more often than not, and Eco when I was paying attention, which together with auto engine start/stop provided best-possible fuel economy at a claimed 10.9 L/100km city, 7.7 highway and 9.5 combined with the as-tested T6 AWD, or alternatively 10.2, 6.8 and 8.7 for the less potent T5 FWD, and made the most of the impressively smooth ride and wonderfully quiet cabin, ideal for such resplendent accoutrements. 

As already executed to near perfection in the crossover SUV classes, Volvo once again creates the D-segment leader for interior design and execution thanks to the highest grades of materials and the finest attention to detail. From its myriad soft-touch surfaces above the waistline and below, including plush perforated leathers, to its beautifully executed decorative metal accents and matte hardwood inlays, the V60 Inscription provides a richness and elegance that’s been sorely missing from this more compact five-door luxury category. 

Then there’s comfort, which has always been Volvo’s strength. The Inscription seats are superb, and that’s even before making the myriad adjustments they allow for. The seat squabs extend forward, cupping below each knee, while the backrest side bolsters power inward or outward to fit most any body type, whether you want a snuggly hug or more relaxing support. Support in mind, four-way powered lumbar means you can position extra lower back pressure just about anywhere you want it, but surprisingly not all models the V60 competes against offer four-way powered lumbar. Then again some offer powered steering columns, which is not available with the V60, so therefore the Inscription’s two-way memory settings don’t affect the steering wheel, but if it were one or the other I’d optimize seat comfort and control. 

2019 Volvo V60 Inscription T6 AWD
The V60 Inscription’s cabin is exquisitely finished, not to mention wonderfully comfortable and plenty spacious. (Photo: Trevor Hofmann, Canadian Auto Press)

Driver setup in mind, the V60’s tilt and telescopic steering column offers ample rake and reach for all bodily forms, my long-legged, short-torso five-foot-eight medium-build frame fully capable of clasping the leather-wrapped steering wheel rim with elbows optimally bent while my legs were easily within reach yet not too crowded by pedals, while plenty of small adjustments remained for tweaking during long road trips. 

Looking forward, the gauge cluster is digital, which is nothing new for the V60 that along with its S60 sibling was one of the first cars in its class to offer a colour TFT display in place of the usual analogue primary instruments. Still, this 12.3-inch driver display, upsized from the base Momentum trim’s 8.0-inch unit, is a much more advanced bit of kit than the old V60’s. In fact, it takes up all available space below the instrument hood, and even better it defaults to the navigation system’s colour map that features 3D building block graphics that are fabulous fun to watch when tooling amongst the high-rises of any downtown core. 

Of course, that map can be shown over on the V60’s standard 9.0-inch vertical centre touchscreen, Volvo’s Sensus interface continuing to be one of the best in the industry. It’s not that it wows with bright colours and exciting graphics, but rather because it’s more tablet-like than any of its rivals and therefore is easier to figure out. It features Apple CarPlay and Android Auto smartphone integration, all of the usual gesture controls, 4G LTE in-car Wi-Fi, responds 50 percent faster than earlier versions, although my tester’s otherwise excellent 360-degree surround parking camera was a bit lethargic at startup resulting in fashionably late appearances after I’d finished reversing out of my driveway when leaving in a rush, and thanks to an upgrade to the $3,750 optional 19-speaker 1,400-watt Bowers & Wilkins audio system provided sensational sound quality, while the satellite radio colour album cover graphics were wonderful. 

2019 Volvo V60 Inscription T6 AWD
The available 12.3-inch digital gauge cluster doubles as a 3D navigation map. (Photo: Trevor Hofmann, Canadian Auto Press)

Incidentally, that B&W stereo does more than just sound good, it improves the interior design thanks to a lovely little tweeter at dash central, featuring a stylish aluminum grille, while the similarly drilled aluminum door speakers let you see through to coloured cones within. 

Those speaker grilles are surrounded by some of the only hard composite in the entire car, the rest of each door panel soft touch synthetic from top to bottom, excepting the armrest that’s covered in contrast-stitched leather. Likewise for the centre armrest/bin lid, the front edge of the dash top, and the instrument panel just below, which is why I was a bit miffed that Volvo chose not to finish the glove box lid to the same standard, leaving it hard plastic in a segment that normally softens this surface. Volvo leaves the sides of the centre console hard plastic too, but this is more than made up for by a beautiful set of satin-silver framed matte hardwood scroll-top lids for the connectors, tray and cupholders below. 

Volvo chose not to add the same wood to the doors, but surrounding the steering column and just ahead of the front passenger are lovely sculpted sections next to an equally artistic inlay of flowing satin-silver aluminum, the V60’s interior design coming across much more zen-like than anything from Japan, or Germany for that matter. 

2019 Volvo V60 Inscription T6 AWD
Infotainment touchscreen’s don’t come much better than Volvo’s Sensus system, while the V60’s surrounding dash design is stunning. (Photo: Trevor Hofmann, Canadian Auto Press)

I could continue on about cabin styling, the volume dial, vent controls, rotating ignition switch and cylindrical drive mode selector rimmed in a grippy diamond-patterned bright metal that sparkles as jewel-like as in any Bentley, while those aforementioned seats are as eye-arresting as sore back-alleviating, but there are still some as yet unmentioned details to cover. 

For one, the V60 is spacious. In fact, I think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to 124 mm (4.9 inches) more length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, although I wasn’t able to substantiate this claim due to my previously noted five-foot-eight height. Nevertheless, I can attest to an obvious increase in cargo space, the new V60 boasting 20 percent more than the outgoing car. 

Reason enough for its growth is Volvo’s new Scalable Product Architecture (SPA) that also underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover. Everything riding on SPA gets regularly praised by owners and auto pundits alike, with aforementioned ride-quality and quietness given near universal accolades, so it only makes sense the V60 delivers to the same high level. 

2019 Volvo V60 Inscription T6 AWD
Bentley? No, just a modern-day Volvo. The V60’s cabin is truly a cut above. (Photo: Trevor Hofmann, Canadian Auto Press)

I’ve touched on features throughout this review, but have yet to go into trim details, so without further adieu the base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 yet includes standard LED headlamps, rain-sensing wipers, a powered panoramic glass sunroof, dual-zone auto climate control, leather upholstery, power-adjustable heated front seats with driver’s memory, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, and much more. 

Of course, plenty of safety gear comes standard too, including standard City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, and more. 

Of special note, the new V60 introduces an Oncoming Braking system that, if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h before impact, which could potentially save lives and certainly minimize injury. 

2019 Volvo V60 Inscription T6 AWD
The V60’s driver’s seat is one of the most comfortable and supportive in the industry. (Photo: Trevor Hofmann, Canadian Auto Press)

I won’t go into all standard and optional features available with Momentum or $55,400 Inscription trim, although if interested feel free to check out my previous story that covered everything in detail, but suffice to say the latter as-tested model gets a special chromed waterfall grille, cornering headlights, fog lamps, a really nice leather-wrapped and metal edged key fob, Power Steering Personal Settings with low, medium or high assistance, the gorgeous Driftwood decor inlays, digital gauge cluster and four-way powered lumbar noted earlier, Nappa leather upholstery that’s perforated for allowing through forced ventilation up front, etcetera. 

Option out a V60 Inscription T6 AWD and you can have the same $1,000 19-inch multi-spoke alloys as seen on my test car, the previously noted audio upgrade, $1,300 massaging front seats and a $1,150 graphical head-up display. Additionally, my tester included a $1,250 Climate Package with heated Aquablades windshield wipers, a much-welcome heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s Pilot Assist semi-autonomous drive system that uses the Adaptive Cruise Control, Lane Keeping Aid and other advanced driver assistance features to keep the V60 within its chosen lane, plus a Homelink garage door opener and a compass; plus an $1,800 Vision Package with the aforementioned 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming side mirrors, and blindspot monitoring with rear cross traffic alert. 

And by the way, all 2019 Volvo V60 pricing was sourced right here on CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands. 

2019 Volvo V60 Inscription T6 AWD
Rear seat roominess and cargo capacity is class leading. (Photo: Trevor Hofmann, Canadian Auto Press)

The only V60 attribute that arguably outshines all of the above is exterior styling, which to my eyes makes it the best-looking sport wagon in the compact luxury D-segment, and possibly the most attractive combination of new Volvo design elements to date. I love the shape of the new grille and the way the headlamps flow rearward over the front fenders, not to mention the motorsport-inspired wing strut design of the lower front fascia. Yet most of all I like this wagon’s profile, culminating at two of the most unorthodox taillights on today’s market, the V60’s sharply cut L-shaped lenses paying obvious tribute to Volvo’s recent past, but all-new and totally unique as well. 

It won’t be hard for you to tell that I really like the look of this car, and I must admit to liking everything else about it too. It made the recent holiday season all the more enjoyable and helped ring in the first week of 2019 with style, comfort and all-round class.

Story credits: Trevor Hofmann, Canadian Auto Press

Photo credits: Karen Tuggay, Canadian Auto Press

Copyright: Canadian Auto Press Inc.

New entry-level Porsche 718 Cayman T and 718 Boxster T revealed

2020 Porsche 718 Boxster T and 718 Cayman T
These new just above base 718 Boxster T and 718 Cayman T models prove that less can be more when less weight and money buys more performance. (Photo: Porsche)

Up to this point Porsche has offered its 718 Cayman coupe and 718 Boxster roadster in base, S and GTS trims, but soon its most affordable line of sports cars will arrive with a new “T” designation, which promises performance purists less of what they don’t want and more of what they do. 

Specifically, 718 Cayman T and 718 Boxster T buyers will get more performance features in a car that costs and weighs less. Starting with the base model’s 2.0-litre turbocharged four-cylinder boxer engine, good for 300 horsepower and 280 lb-ft of torque, T models add a short-throw shifter, a mechanically locking differential and Porsche Torque Vectoring (PTV) in base six-speed manual guise, or the Sport Chrono Package as standard equipment for seven-speed dual-clutch automated PDK cars, the latter resulting in 0.2 seconds of extra jump off the line from a car that’s already 0.2 seconds quicker than the manual. 

2020 Porsche 718 Boxster T
Performance promises to be the special 718 T models’ strong suit. (Photo: Porsche)

Also notable, the Sport Chrono Package includes Launch Control and a “push-to-pass” style Sport Response button in the centre of the steering wheel-mounted driving mode switch, making it the transmission of choice when ultimate performance is paramount. 

To clarify more fully, straight-line performance with the manual remains the same as the regular 718 Boxster and 718 Cayman at 5.1 seconds from standstill, while PDK-enhanced cars increase their zero to 100km/h sprint times from 4.9 to 4.7 seconds, identical to the base 718 models. Likewise, both base cars’ top speeds continue into T trim unchanged at 275 km/h. 

2020 Porsche 718 Boxster T
Euro models get a big gaping hole where the PCM touchscreen normally goes. (Photo: Porsche)

Additional standard go-fast goodies in T trim include Porsche Active Drivetrain Mounts (PADM) that incorporate dynamic hard and soft gearbox mounts for reducing vibration and even improving performance, claims Porsche, plus a sport exhaust system, unique high-gloss titanium grey-painted 20-inch five-spoke alloy wheels, and a first for the base turbo-four, the Porsche Active Suspension Management (PASM) electronic damping system that, depending on the Normal, Sport, Sport Plus or Individual driving mode selected, instantly adjusts for road surface conditions and driving style changes, all riding on a 20-millimetre lower ride height. 

2020 Porsche 718 Boxster T
Door handles? Who needs them when you’ve got mesh fabric door pulls? (Photo: Porsche)

Making a visual statement is a grey side striping package featuring scripted “718 Cayman T” or “718 Boxster T” nomenclatures, and Agate grey mirror caps to match the aforementioned wheels, plus black chrome tailpipes. 

Inside, the 718 Boxster T and 718 Cayman T are upgraded with a GT sport steering wheel, scripted “Cayman T” or “Boxster T” logos highlighting the black instrument dials, gloss black instrument panel inlays and centre console trim, special red paint for the gear shift pattern atop the shift knob, two-way powered seats, seat upholstery featuring black Sport-Tex centre sections, embroidered “718” logos on the headrests, plus the most identifiable addition of all, black mesh fabric door pulls in place of the usual door handles, which can be changed for optional coloured pulls as seen in associated photos. 

2020 Porsche 718 Boxster T
Nice interior details include a red-painted shift pattern atop the shift knob. (Photo: Porsche)

When checking the gallery you may also notice something missing from both cars’ instrument panels, their Porsche Communication Management (PCM) touchscreens that have been removed to reduce weight, and replaced by a big, gaping hole Porsche calls a “large storage compartment.” We won’t see this omission in Canada due to a new regulation that made backup cameras mandatory as of May 2018. 

2020 Porsche 718 Cayman T
The 718 T models should handle brilliantly. (Photo: Porsche)

For this reason we shouldn’t hold out any hope for Canadian-spec 718 T models to be offered at five- to 10-percent discounts when compared to the current base Cayman and Boxster when outfitted with identical features, as promised in European markets, but we should get to choose from the same standard and optional colour palette that will include black, Indian Red, Racing Yellow, and white at no extra charge, plus optional Carrara White, Deep Black and GT Silver metallic hues, as well as somewhat pricier Lava Orange and Miami Blue special colours. 

If you like what you see, make sure to contact your local Porsche dealer to reserve your very own 718 Cayman T or 718 Boxster T, because special models like these are in the habit of selling out quickly.

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Porsche 

Copyright: Canadian Auto Press Inc.

A Home Run: Best Sports Vehicles for 2019

With the new year in full effect, there are new models and makes of all your favourite cars. Bringing back the components you love while making them more efficient, there are several that make the top of our list. Especially, as we will be transitioning into the spring, this is a good time for you to look at the vehicles that will deliver top performance in all kinds of weather, be it the snowy roads of winter or the sleek dew of spring.

When it comes to choosing your new dream sports car with an ultra-modern look, all-wheel drive or a four-wheel drive that gives you the adrenaline rush in summers and the reliability in winters, there is no chance of making a compromise with the make. Whether it is front, rear or mid-engined cars, a touring coupe or a convertible, rear drive or four-wheel drives, we came up with of list of sports vehicles you should be watching out this year.

Finding answers to what is the best sports vehicle in 2019? Catch up with our list of favorites that will help you narrow down your choices:

2018 Acura NSX

Best in luxury hybrid and electric category, the Acura NSX is remarkably high tech and a winner in performance amongst its counterparts. Fitted with twin-turbo V6 engine it offers high acceleration in an all-wheel-drive and a hybrid powertrain. One of the advantages this car comes with is its gas mileage that is above average and stable handling that keeps you safe in extreme conditions.

2019 BMW 2 Series

Known for performance and pocket friendliness, this car comes with an exhilarating interior experience and turbocharged 4 cylinder engines for outstanding performance in all weathers. BMW 2 Series has a sporty look yet comfort attached to it. Not only this, in 2019 this car upgrades its fuel efficiency, safety and reliability standards a level up the ladder.

2019 BMW 8 Series

The right car for you if you are looking for amazing user experience, comfort, and a powerful engine! This all-new premium-pricedd BMW 8 series is available as a coupe and convertible. Its captivating look and design, rear wheel steering, luxury interiors, unmatched performance and a top speed of 155 mph, make it one of the top contenders amongst the luxury sports cars available.

2019 Kia Stinger

Looking for an AWD that suits your budget and delivers sports performance at the same time? Kia Stinger should be your ultimate choice amongst hatchbacks sports vehicles. It comes with a blind spot monitor, collision warning and automatic emergency braking systems embedded.

It’s unique design, turbocharged 4 cylinder engine or the twin turbo premium V6, powerful grip and brakes in the GT models are absolute head turners for sports car enthusiasts this year.

2019 Audi TT RS

Bringing back the legacy of Audi TT models, this version comes with a turbocharged five-cylinder engine, a pretty swift automatic transmission system, all-wheel drive with maximum acceleration and efficiency. It’s all about speed when it comes to this car! With a comfortable cabin and superb visibility, it also games up with safety features like standard front and rear parking sensors and blind spot monitoring.

2019 Dodge Challenger GT

The only challenger version with an all-wheel drive, this car has a great engine performance of 305 horsepower making it an amazing drive. Top models include bigger brakes and better performance additionals in the 2019 version. Though with a downside to high tech safety features, it covers up with the quality and comfort for the Dodge lovers.

2019 Toyota Rav4

The all-new revamped Toyota Rav4 is upping its game with an impressive athletic look and large interiors. This car is ‘the SUV’ that can be your next sports car with a multi-terrain select system for off-roaders. Toyota enhances its standard safety system with adaptive cruise control, lane assist and many more in its hybrid, regular and trial versions. A win-win for Canadian buyers this year!

2019 Volkswagen Golf R

Powerful and active, we cannot miss out to mention the popular Volkswagen R in our list! It is an effortless drive making it a class apart for the compact sports vehicle category. This car is known for exceptional performance and agility and comes with notable safety specs. Since, winter is not the time for you to get into any trouble with your car, this car suits you best for winter driving.

Cadillac ATS AWD

This version of Cadillac don’s superior crash test ratings and a long list of safety features. It has a powerful engine with a choice of rear or all-wheel drive and suits best for those planning to buy a luxury small car segment.

When it comes to picking out your new vehicle, our team at Car Cost Canada has an essential tool that allows you to get the best deal even on the newest model. With our dealer price reports, we provide you the dealer’s cost and the add-ons on top of that. In addition to this, you can claim rebates, incentives, and deals that you qualify for, allowing you to find further discounts that you otherwise would not get anywhere!

2019 Honda Accord Hybrid Touring Road Test

2019 Honda Accord Hybrid Touring
The electrified Accord adds a classy dose of style to the mid-size hybrid sedan segment. (Photo: Karen Tuggay, Canadian Auto Press)

I said this before and I’ll say it again, the new Accord is the most attractive car in its midsize sedan class, and one of the best looking to ever be sold in this segment. Not only that, I find it better looking than a lot of premium-branded sedans, and wouldn’t doubt that some who might have never purchased in this class before will now consider doing so solely because it exists. 

This scenario may have played out on Canada’s sales charts last year, with the Accord being the only mid-size sedan to see growth from January 2018 through December’s end. OK, its archrival Toyota Camry barely escaped the red by growing a scant 0.1 percent over the same 12-month period, but Accord deliveries were up 2.4 percent during an era that’s seen the mid-size sedan decimated by crossover SUV popularity. This last point was evidenced by other Accord competitors seeing their market shares eroded significantly, the next best-selling Chevy Malibu’s sales down 16.3 percent, followed by the Fusion dropping 34.8 percent, the Nissan Altima lower by 21.4 percent, the Hyundai Sonata by 33.6 percent, Kia Optima by 27.5 percent, Volkswagen Passat by 29.5 percent, Mazda6 by 9.8 percent, and Subaru Legacy down by 28.1 percent. That’s an unbelievable level of mid-size sedan carnage, but the new Accord solely rose above it all. 

Of course, there’s a lot more to the 10th-generation Accord than just good looks. There’s an equally attractive interior filled with premium levels of luxury and leading edge electronics, plus dependable engineering borne from decades of production and non-stop refinements. The first hybrid drivetrain was introduced as an option to the seventh-generation Accord way back in 2005, skipped a generation and then came back as an option with the ninth-gen Accord in 2013, and now it’s here again. 

2019 Honda Accord Hybrid Touring
The Accord Hybrid looks just like the regular Accord, except for its wheels and chrome trim pieces where the tailpipes normally go. (Photo: Karen Tuggay, Canadian Auto Press)

As with previous iterations, the latest Accord Hybrid looks much the same as the conventionally powered model, which I appreciate because it’s not trying too hard to stand out and keeps the Accord’s attractive styling intact. Truly, the only noticeable difference is a removal of tailpipe finishers, the Hybrid featuring some discrete chrome trim in their place. Chrome in mind, both no-name Hybrid and Hybrid Touring trims feature the same chrome exterior details as the regular Accord’s EX-L and above trims, Sport model excluded. 

Touring upgrades that aren’t as noticeable include full LED headlamps that feature light emitting diodes for the high as well as the low beams, plus unique signature LED elements around the outside of the headlamp clusters, chrome-trimmed door handles, and the availability of no-cost as-tested Obsidian Blue Pearl exterior paint instead of standard Crystal Black Pearl or $300 White Orchid Pearl, the only two shades offered with the base model. 

Now that we’ve got the obvious visual changes from base Hybrid to Hybrid Touring trims out of the way, the top-line model also replaces Honda’s exclusive LaneWatch blind spot display system with a Blind Spot Information (BSI) and Rear Cross Traffic Monitor system, while adding adaptive dampers to improve handling, rain-sensing wipers, a head-up display (HUD), an auto-dimming rearview mirror, passenger side mirror reverse gear tilt-down, a HomeLink garage door remote, a powered moonroof, front and rear parking sensors, navigation, voice recognition, satellite and HD radio capability, HondaLink subscription services, wireless device charging, an AT&T Wi-Fi hotspot, driver’s seat memory, a four-way powered front passenger’s seat, a heatable steering wheel rim, perforated leather upholstery, ventilated front seats, heated rear outboard seats, and more for $40,090 plus freight and fees. 

Incidentally, I sourced 2019 Honda Accord Hybrid pricing right here at CarCostCanada, which not only breaks everything down into trims, packages and standalone options, but also provides information about available rebates as well as dealer invoice pricing that could save you thousands. 

2019 Honda Accord Hybrid Touring
Key Accord Hybrid features include LED headlamps, LED fog lights and unique 17-inch alloy wheels. (Photo: Karen Tuggay, Canadian Auto Press)

Additionally, items pulled up to the Hybrid Touring from base $33,090 Hybrid trim include unique aerodynamically designed machine-finished 17-inch alloy wheels, auto-on/off headlight control with automatic high beams, LED fog lamps, LED taillights, a remote engine starter, proximity-sensing keyless access with pushbutton ignition, a leather-wrapped multifunction steering wheel, a 7.0-inch colour TFT multi-information display within the primary gauge cluster, dual-zone automatic climate control, an 8.0-inch infotainment touchscreen with tablet-style tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, a multi-angle rearview camera with dynamic guidelines, Bluetooth phone connectivity with streaming audio, near field communication (NFC), 452-watt audio with 10 speakers including a subwoofer, two front and two rear USB charging ports, SMS text message and email reading functionality, Wi-Fi tethering, overhead sunglasses storage, a 12-way powered driver’s seat with four-way powered lumbar support, heatable front seats, the HondaLink Assist automatic emergency response system, plus all the expected active and passive safety features including front knee airbags. 

Some safety features that might not be expected include the standard Honda Sensing suite of advanced driver assistance systems, incorporating Adaptive Cruise Control (ACC) with Low-Speed Follow, Collision Mitigation Braking System (CMBS), Forward Collision Warning (FCW), Lane Departure Warning (LDW), Road Departure Mitigation (RDM), Lane Keeping Assist System (LKAS), and traffic sign recognition, this being enough to earn the regular Accord a Top Safety Pick from the IIHS when equipped with its upgraded headlights, while all Accord trims get a best-possible five stars from the NHTSA. 

2019 Honda Accord Hybrid Touring
The Accord Touring’s cabin comes close to premium levels of refinement. (Photo: Karen Tuggay, Canadian Auto Press)

The long list of Accord Hybrid Touring features comes in a cabin that exudes quality and refinement, thanks to premium-level soft synthetic surfacing on most surfaces above the waste, authentic looking matte woodgrain inlays spanning the instrument panel and door panels, tastefully applied satin-silver accents throughout, supple leather upholstery on the seats, door inserts and armrests, padded and stitched leatherette trim along the sides of the lower console, the front portion protecting the inside knees of driver and front passenger from chafing, and some of the highest quality digital displays in the class. 

Immediately impressive is the brightly lit primary instrument package that looks like a giant LCD panel at first glance, but in fact houses a digital display within its left two-thirds while integrating an analogue speedometer to the right. The screen on the left is filled with hybrid-specific info by default, but you can scroll through numerous other functions via steering wheel controls, resulting in a very useful multi-info display. 

Likewise you can project key info onto the windshield via the HUD by using another steering wheel button, the system showing graphical information for route guidance, the adaptive cruise control system and more up high where you can see it without taking your eyes off the road. 

2019 Honda Accord Hybrid Touring
Style, technology and luxury all rolled up into one attractively priced mid-size sedan. (Photo: Karen Tuggay, Canadian Auto Press)

Over on the top portion of the centre stack, Honda’s new infotainment interface has become a personal favourite amongst mainstream volume brands, thanks to high definition displays, wonderful depth of colour and contrast, plus fabulous graphics, the elegantly arranged tile system easy to figure out and plenty attractive to look at. Being a hybrid, a number of cool animated graphic sections are included, while the navigation system’s mapping was excellent and route guidance easy to input and precisely accurate, plus the backup camera was equally clear and dynamic guidelines helpful. Yes, I would’ve appreciated an overhead 360-degree bird’s-eye view, but the ability to see a variety of views thanks to its multi-angle design, no matter the trim, is a bonus that others in the class don’t offer. 

The final digital display is Honda’s dual-zone automatic climate control interface, which is attractively designed in a narrow, neatly organized, horizontal row that includes an LCD centre display, three knurled metal-edged rotating knobs, and a variety of high-quality buttons for the HVAC system and heated/ventilated front seats. 

I should mention that all of the Accord Hybrid Touring’s switchgear was excellent, and much of it beautifully finished with aforementioned satin-silver detailing, while the audio system knobs got the same grippy and stylish knurled metal treatment as those used for the HVAC interface. Much of the design shows an artistically flair too, particularly the recessed speaker grille behind the fixed tablet style display atop the dash, and the 3D effect used to raise the top buttons on the HVAC interface above those below. 

2019 Honda Accord Hybrid Touring
A mostly digital instrument cluster sets the Accord Hybrid apart. (Photo: Karen Tuggay, Canadian Auto Press)

At the very base of the centre stack is a little cubby filled with a 12-volt power outlet, a charged/connected USB port and a wireless charging pad that’s large enough for big smartphones like the Samsung Note series. Interestingly Honda has done away with the classic old auxiliary plug, replacing it with near field communication (NFC) as noted earlier, and three more USBs, the second one found within the centre storage bin under the armrest, which includes another 12-volt charger as well. The bin has a nice removable tray as well, which feels very high in quality and is rubberized so that it doesn’t rattle around like so many others in this class. This is just one of many details that let you know the Accord’s quality is above average. 

The leather seats are nicely styled with perforations the three-way forced ventilation noted earlier. The driver’s was extremely comfortable, with good side support for this segment and excellent lower back support. On that note I was surprised that Honda not only includes a power-adjustable lumbar support with fore and aft control, but it’s a four-way system that also moves up and down to ideally position itself within the small of your back. That’s unusual in this class, even when compared to some premium models like the Lexus ES 350 and more directly comparative ES 300h hybrid that only include two-way powered lumbar. Likewise for the Toyota Camry and Camry Hybrid, plus a few others in this segment that don’t measure up either. 

The seating position is good, probably on par with the aforementioned Camry, but I must say neither is excellent when it comes to adjustability. Their steering columns don’t offer enough reach, forcing me to power my seat too close to the pedals in order to achieve optimal comfort and control of the steering wheel. We’re all made differently, and I happen to have longer legs than torso. The compromise was a more upright seatback than I would have otherwise liked, but doing so allowed ample control and decent comfort, so this is how I drove all week. 

2019 Honda Accord Hybrid Touring
The Accord Hybrid’s centre stack design is nicely laid out and easy to use. (Photo: Karen Tuggay, Canadian Auto Press)

Controlling the gear selector is a lot easier, although if you’re not familiar with Honda’s new assemblage of buttons and pull levers it’ll take some getting used to. The Accord Hybrid comes standard with the complex selector, and while it might be a bit confusing at first try I recommend giving it a little time before getting flustered. I’ve had a lot of opportunity to use this system in a variety of Honda models, the new Odyssey and Pilot immediately coming to mind, while it’s similar to the system used in new Acura models, so now I don’t swear at it when trying to find reverse in the middle of a U-turn. Other than the pull lever-type electromechanical parking brake found at its rearmost section, it consists of three pushbuttons, for park, neutral and drive, and another pull lever for reverse. I almost never use neutral, simplifying the process further, so it’s a tug on the lever for reverse and a simple press of the large centre button for drive or park, that’s it. 

Next to the parking brake there’s another set of buttons for Sport, Econ and EV modes, plus a brake hold button. I left it in Econ mode most of the time and EV mode whenever it would allow, because this is what hybrids are all about, saving fuel and minimizing emissions and cost. This said the Accord Hybrid is one of the thriftiest vehicles I’ve driven all year, only costing me $24 after a week’s worth of very thorough use, and that’s when gas was priced at an outrageous $1.55 per litre. At today’s slightly more agreeable prices it would allow even more savings, its claimed 5.0 L/100km city, 5.0 highway and 5.0 combined fuel economy rating one of the best in the non-plug-in industry. 

So what’s all the mechanical and electrically charged wizardry behind its superb fuel economy? A unique two-motor hybrid powertrain joins an efficient 2.0-litre Atkinson-cycle four-cylinder engine to provide the Accord Hybrid with a class leading total system output of 212 horsepower, while its electric drive motor puts 232 lb-ft of near instantaneous torque down to the front wheels. 

2019 Honda Accord Hybrid Touring
The pushbutton gear selector might look complicated, but it doesn’t take too long to figure out. (Photo: Karen Tuggay, Canadian Auto Press)

To clarify, one of the electric motors drives the front wheels, while a smaller secondary motor serves mainly as a generator, providing electric current to the drive motor in order to supplement or replace power from the battery during lighter loads, such as cruising. The second motor also starts the engine that in-turn adds torque to the wheels, but it’s never used as the motive driving force for those wheels. 

Additionally, the car’s Electric-Continuously Variable Transmission, or E-CVT, removes any need for a conventional automatic transmission, or even a traditional belt/chain-operated continuously variable transmission (CVT), both of which inherently rob performance and efficiencies from the powertrain. Instead, Honda’s E-CVT drives the front wheels directly through four fixed drive ratio gearsets, without the need to shift gears or vary a planetary ratio. This means there is no “rubber-band” effect when accelerating as experienced in regular CVTs, or in other words the engine is never forced to maintain steady high rpms until road speed gradually catches up, this process causing a much-criticized audible “droning” effect with other CVT-equipped cars. Honda claims its direct-drive technology benefits from 46 to 80 percent less friction than a conventional automatic transmission, depending on the drive mode. 

What’s more, you can choose between three standard propulsion modes as well, including electric-only (providing the 6.7-kWh lithium-ion battery is charged sufficiently), gasoline-only, or blended gas and electric (hybrid). 

2019 Honda Accord Hybrid Touring
Ultra-comfortable, the Accord Hybrid Touring’s driver’s seat is excellent, but ergonomics could be better. (Photo: Karen Tuggay, Canadian Auto Press)

Despite my favouritism for Econ and EV modes, Sport mode worked very well, making itself immediately known after engaging at a stoplight by bringing the engine back to life from its auto start/stop mode, and then boosting acceleration significantly at takeoff. A set of standard steering wheel paddles improves the driving experience further, although flicking the right-side shifter to upshift while accelerating does nothing perceptible, this because the paddles are primarily for downshifting during deceleration. Therefore, tugging on the left paddle when braking, or pretty much any other time, causes a gear ratio drop that really comes in handy when wanting to engine brake or recharge down a steep hill, or when setting up for a corner. 

And I must say the Accord Hybrid handles brilliantly for a car in this class. Really, the only vehicle in this segment with more agility around curves is the latest Mazda6 and possibly the Ford Fusion Sport, and these by the narrowest of margins, with Accord Hybrid seeming to dance away from its closest competitors, including the Toyota Camry Hybrid XSE that I tested earlier this year, which is the sportiest version of that car. 

The Accord Hybrid handles long, sweeping high-speed corners well too, while its ability to cruise smoothly on the highway is as good as this class gets. It’s underpinned by the same fully independent front strut and rear multi-link suspension as the conventionally powered Accord, while my tester was once again outfitted with the upgraded adaptive dampers for a little more at-the-limit control and enhanced ride quality. This gives it a wonderfully compliant setup where ever you’re likely to drive, whether soldiering over bumpy back alleys, fast tracking across patchwork pavement, or negotiating wide bridge expansion joints, all of which were experienced during my test week. 

2019 Honda Accord Hybrid Touring
Rear seating is roomy and comfortable, but the door panels aren’t finished up to level of some competitors. (Photo: Karen Tuggay, Canadian Auto Press)

My only complaint were front parking sensors that continually went off in regular traffic, highlighting an image of the car’s frontal area on the touchscreen when vehicles were merely pulling up beside me in the adjacent lane. I’ve encountered this problem with a few other cars over the past couple of years, and it’s always annoying. I pressed the parking sensor button off and on again, which remedied the problem until it happened again after a couple of days, at which point I rebooted the system the same way and never had to deal with it again. 

This foible and the aforementioned lack of telescopic steering reach aside, the Accord Hybrid was a dream to live with. The rear seating area, a key reason many buy into this class, is as spacious as the regular Accord and more so than many in this segment. With the driver’s seat set up for my five-foot-eight medium-build frame, which as noted was set further back than average due to my longer legs, I was left with nearly a foot from my knees to the backrest ahead, plus so much room for my feet that I was able to completely stretch out my legs and move my shoes around underneath the front seat. Really, its rear legroom comes close to many full-size sedans. Likewise, there’s plenty of headroom at about three and a half inches, plus more than enough shoulder and hip space at about four to five inches for the former and five-plus for the latter. 

This said I was disappointed that Honda finished off the rear door uppers in hard plastic. They’re not alone in this respect, but others do a better job pampering rear occupants. The previously noted Mazda6, for instance, at least in its top-line Signature trim level that I tested last year, which incidentally uses genuine hardwood inlays throughout, finishes the rear door panels as nicely as those up front, making it closer to premium status than anything else in its class. In most other respects the Accord nudges up against premium levels of luxury too, including excellent rear ventilation from a centre panel on the backside of the front console that also houses two USB charge points, while the outboard seats are three-way heatable as noted earlier, and there’s a nice big armrest that flips down from the centre position at exactly the right height for adult elbow comfort, or at least it was perfect for me. Honda fits two big deep cupholders within that armrest, which should do a pretty good job of holding drinks in place. 

2019 Honda Accord Hybrid Touring
The Accord Hybrid’s trunk is identically sized to the regular Accord. (Photo: Karen Tuggay, Canadian Auto Press)

The trunk is sizeable too at 473 litres (16.7 cubic feet), which is exactly the same dimensions as the regular Accord, plus it’s also extendable via the usual 60/40 split-folding rear seatbacks. This said there are still some hybrids that don’t allow much expandable storage due to batteries fitted within the rear bulkhead, so I can’t really complain that Honda doesn’t include a centre pass-through like Volkswagen’s Passat, which would allow rear passengers to enjoy the heated window seats after a day on the slopes. On the positive, a handy styrofoam compartment resides below the trunk’s load floor, ideal for stowing a first aid kit or anything else you’d like to have close at hand. It comes loaded up with an air compressor that could potentially get you to a repair shop if needed, but I’d personally prefer a spare tire so I could make it farther if damage to the tire doesn’t allow it to hold air. 

So is this the best hybrid in the mid-size class? The new Accord Hybrid would certainly get my money. It looks fabulous, delivers big inside, and provides all the luxury-level features most will want, plus it drives brilliantly and delivers superb fuel economy, while Honda’s experience building electrified powertrains should make it plenty reliable.

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Karen Tuggay, Canadian Auto Press 

Copyright: Canadian Auto Press Inc. 

First Look: The 2019 Honda Accord Sedan (Specs, Price, Launch Date and More)

Folks, it’s here. And how!

Meet the new and improved 2019 Honda Accord sedan. Refined premium interiors, two powerful hybrid engines and a boldly revamped body are just some of the specs that promise to set your pulse soaring.

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Sporty Handling and Sleek Visuals

Since it made its debut in November 2018, the 2019 Accord is already a force to be reckoned with at just 3 months old. It boasts of an aggressive sporty aesthetic while still maintaining its immutably handsome figure. Borrowing much of its visuals from the most recent Civic, the vehicle is available in six trim levels: Sport, Sport 2.0, LX, EX-L, Touring, Touring 2.0.

 

Interiors

The 2019 model comes with a 5-seater layout, hitting that sweet spot of being a family vehicle and a sports car. Owners won’t have to worry about storage space as the car has an ample cargo section. Passengers in the rear enjoy 60/40 split seating that affords a luxurious feel. The front seats aren’t to be outdone just yet. They come with flexible and adjustable positioning as well as cooling and heating features.

 

Wheels

Moreover, the Japanese automaker has aimed to combine style and stunning visuals with the 19” aluminum-alloy wheels.

 

LED Headlights and Taillights

This car takes a three-pronged approach to illuminating the road. The headlights, daytime running lights and taillights – all LED based – promise to pioneer an all new style signature. The LED fog lights, on the other hand, expertly penetrate through hazy weather to help avoid collisions.

 

Moonroof

Ventilation is not something that Honda wants you to do without. A one-touch button powers the retractable moonroof to open or close it using a tilt feature.

 

Engine

The 1.5-litre, 10-valve, 4-cylinder turbocharged engine in the LX puts you way ahead of the pack. In the Sport trim, you have the reins over the buttery smooth 6-speed manual transmission system.

All in all? Look out for dynamic angles, a wide stance and a longer wheelbase.

 

Cutting-Edge Technology

Techno-junkies can expect a bundle of surprises with the 2019 Accord. The vehicle has a state-of-the-art steering wheel that uses fingerprint technology. The 452-watt AM/FM acoustic system allows for MP3/Windows Media Audio playback. And the cabin is immediately converted into an impressive sound stage with the 10-speaker system.

The in-car infotainment system is fully compatible with Apple CarPlay and Android Auto, lending you unlimited access to news, playlists and navigation, using the ever-reliable HondaLink. Both the EX and the Touring share the same 8-inch display. Two USB ports and a volume knob are thrown in for added convenience.

The Touring models offer the driver increased navigation capabilities, HD digital traffic updates, voice recognition and other assorted cloud-based services.

Even the staunchest of cynics can’t deny that the car’s Driver Assist Technology, especially in light of Ontario’s 2019 distracted driving rules, is a major godsend. Adaptive cruise control, lane keeping assist, LaneWatch and blind spot detectors as well as a cross-traffic monitor join forces to make sure that your on-road experience is a safe and pleasurable one.

 

The Price Point?

For the sheer magnitude of its features, the 2019 Honda Accord is available at a modest price point of:

  • 28,090 CAD for the LX
  • 30,090 CAD for the Sport
  • 32,790 CAD for the EX-L
  • 33,090 CAD for the Sport 2.0
  • 36,090 CAD for the Touring
  • 39,090 CAD for the Touring 2.0

Given its upscale features, spacious accommodations, large trunk space and hybridized powertrain, many Honda aficionados consider this a worthwhile investment.

 

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You can get started by requesting a FREE dealer invoice report. Your report will detail the lowest price offers, rebates, add-ons, hidden fees and certified dealerships for your car. No dealer can take advantage of a buyer who has clearly done their due diligence.

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