2020 Archives - CarCostCanada®

2020 Audi Q8 Technik 55 TFSI Quattro Road Test

Style. Some have it, and others just don’t. A small handful, on the other hand, are not only in style, but in fact set the trends. Audi has long been one such brand, often lauded for its leadership in design and execution, while the new Q8 has become one of the automaker’s key style-setters.

While hardly an initiator in the SUV coupe category, the Q8’s edgy lines and sleek, low-slung profile has certainly made up for lost time. As you may already know, it shares hard points with a number of other Volkswagen group crossover utilities, namely Porsche’s Cayenne Coupe and Lamborghini’s Urus, while its MLB platform underpinnings can be found in Audi’s own Q7, plus the regular Cayenne, Volkswagen’s Touareg (in other markets) and at the other end of the spectrum, Bentley’s Bentayga.

This means that along with its dashing good looks it’s an SUV that can run with the best in the industry, and believe me the Q8 can hold its own on a curving backroad. The Q8 plays alongside BMW’s X6 and Mercedes’ GLE Coupe, the former being the first-ever SUV coupe, while most others in this sector are much higher priced alternatives such as Maserati’s Levante (which is more of a regular crossover SUV despite being very sleek), Aston Martin’s DBX, and soon Ferrari’s Purosangue.

The Q8 is not only more affordable than the exotics just mentioned, but my tester’s Technik 55 TFSI Quattro trim line is considerably more approachable than the mid-range SQ8 or top-line RS Q8. Our 2021 Audi Q8 Canada Prices page shows suggested pricing of $91,200 plus freight and fees, which adds $8,650 to the price of a base Q8 Progressiv model, while Audi is currently offering up to $4,000 in additional incentives on both 2021 and 2020 models, and average CarCostCanada member savings are $3,875.

The Q8 arrived for 2019, by the way, and other than an assortment of tech features that have been added to the base Progressiv trim since its initial year, 2019, 2020 and 2021 versions are mostly the same. The Q8 Technik shown on this page is pretty well fully loaded, so it’s pretty well the same vehicle as a 2021.

Obviously the Q8’s base price makes its placement within Audi’s SUV hierarchy clear, the sporty mid-sizer positioned above the Q7, the two Q5 models, and of course the Q3, at least as far as non-electrics go. Audi has a lineup of EVs now, including the E-Tron and new E-Tron Sportback (Audi-speak for an SUV Coupe), while the second Q5 I just mentioned is another Sportback, making a total of three SUV coupes in the Ingolstadt brand’s lineup.

SUV coupes are arguably better looking, unless you’re more of a traditionalist, but there is a trade-off. It comes in the way of rear headroom and cargo capacity, the second row more than adequately sized for most adults, but the Q8’s dedicated luggage space down significantly from the Q7 and even some of the regularly proportioned five-passenger SUVs it might be up against. Even the GLE Coupe offers more room behind its rear seats, but the Q8 edges out the X6.

Now that we’re talking about practical issues, the base Q8 powertrain delivers decent fuel economy. Driven with a tempered right foot you’ll be able to eke out 13.8 L/100km in the city, 11.7 on the highway and 12.7 combined, but that’s probably not how you’re going to want to drive it.

Sorry for the yawn-fest, but I needed to get the mundanities out of the way before talking performance. Fortunately for enthusiasts like us, Audi chose not to go all pragmatic with its Q8 powertrains, leaving the Q7’s 248 horsepower turbocharged four-cylinder off the menu and instead opting for its 335 horsepower V6 in base models. That’s a healthy dose of energy for any SUV, but even more for a lighter weight five-passenger ute like the Q8. It pushes out 369 lb-ft of torque as well, all from a 3.0-litre V6-powered with a single turbo, so off-the-line acceleration is strong and highway passing manoeuvres are effortless.

Not as effortless as passing would be in a 500 horsepower SQ8, mind you, or for that matter the near Urus levels of straight-line power offered up by the 591 horsepower RS Q8. These two put 568 and 590 lb-ft of torque down to the tarmac respectively, so launching from standstill would be exhilarating to say the least. Is 3.8 seconds to 100 km/h good enough for you? That’s as quick as Bentley’s W12-powered Bentayga, and only 0.2 seconds off the Urus’ 3.6-second sprint. The mid-range SQ8 is fast too, but 4.3 seconds from zero to 100 km/h is not quite as awe-inspiring, while the 55 TFSI Quattro’s 6.0-second run is definitely quick enough to leave most traffic behind when the light goes green.

Speaking of fast, the Q8’s ZF-sourced eight-speed auto is both silky smooth and wonderfully quick-shifting when pushing hard, while Quattro continues Audi’s advanced tradition in all-wheel drive, delivering superb traction in all conditions. Adding to the experience, Audi provides Comfort, Auto, Dynamic (sport), Individual and Off Road “drive select” modes, the sportiest enhancing the Q8’s direct electromechanical steering design and nicely-tuned five-link front and rear suspension setup, resulting in a luxury SUV that’s comfortable when needed, and plenty of fun through the curves.

Comfort is the Q8 55 TFSI Quattro’s primary purpose, however, and one look inside makes this immediately known. Its interior design typifies Audi’s contemporary minimalism, while the quality of materials is second to none. My test model’s cabin was mostly done out in a subdued charcoal grey, other than the large sections of piano black lacquered trim running across the instrument panel and lower console. These perfectly bled into the numerous electronic displays, while Audi added some stylish brown details to visually warm up what could come across as a cold grey motif. Yes, even the open-pore hardwood inlays were stained grey, although ample brushed aluminum trim and the big panoramic sunroof overhead helped to lighten the mood.

The aforementioned displays brightened the gauge cluster and centre stack too, with attractive graphics and brilliantly clear high-definition resolution. The former, dubbed “Audi Virtual Cockpit,” is 100-percent digital and wonderfully customizable, plus can be modded so that the centre-mounted multi-information display takes over the entire screen via a “VIEW” button located on the steering wheel spoke. My favourite choice of multi-info functions for this full-size view is the navigation map, which looks fabulous and frees the centre display for other duties, like scrolling through satellite radio stations, while multi-zone heating and ventilation controls can be found on a separate touchscreen just below.

The previously noted “drive select” modes can be found on a thin strip of touch-sensitive interface just under the HVAC display. Also included is a button for cancelling traction and stability control, turning on the hazard lights, and selecting defog/defrost settings. This switchgear, plus all others in the Q8’s well laid out interior, is impressively made.

Of course, we’ve all come to expect this level of detail from Audi, as is the case for cabin comfort. Of upmost importance to me is any vehicle’s driving position, due to a torso that’s not as long as my legs, therefore once my seat has been powered rearward enough to accommodate the latter, I often require more reach from the telescopic steering column than some models provide in order to achieve maximum control while comfortably holding the rim of the wheel. If that reach isn’t there, I’ve got to crank my seatback to a less than ideal vertical position, which is never a good first impression. In the Q8’s case, nothing I just said was even necessary, other than to point out that its driving position is near perfect.

Of course, the amply adjustable driver’s seat had much to do with that. It includes an extendable lower cushion that nicely cups under the knees, a favourite feature, while together with the usual fore/aft, up/down, recline and four-way lumbar support functions was a wonderful massage feature that gently eased back pain via wave, pulse, stretch, relaxation, shoulder, and activation modes, not to mention three intensity levels. Industry norm three-temperature heatable cushions were combined with three-way cooling, making a very good thing just that much better.

With my seat pushed back far enough to fit my long-legged albeit still short five-foot-eight frame, I still had more than enough space in all directions, while I could nearly stretch out fully when sitting behind the driver’s seat in the second row. With only two seated in back, the Q8’s wide, comfortable centre armrest can be folded down. It features the usual twin cupholders, plus controls for the power-operated side-window sunshades, which can be operated by someone seated on either side of the rear bench. A climate control interface allows adjustment of another two zones in back, for a total of four. This is where you’ll find buttons for the rear outboard seat heaters.

I’ve already mentioned the Q8’s cargo volume, so rather than going down this memory hole one more time I’ll just reiterate that most should find it adequate. It’s very well finished, as you might expect, with full carpeting and a stylish aluminum protective plate on the hatch sill, plus bright metal tie-down hooks at each corner, not to mention a useful webbed storage area to the side. I especially appreciation folding rear seatbacks split in the optimal 40/20/40 configuration, which allows for longer items like skis to be stored down the middle while rear occupants benefit from the more comfortable heatable window seats.

I’ve already mentioned pricing and likely discounts, but you’ll need to go to CarCostCanada to find out how to access the deals. Their very affordable membership gives you money-saving info on available manufacturer rebates, factory financing and leasing deals, plus dealer invoice pricing that’s like having insider information before negotiating your best deal. Find out how a CarCostCanada membership will save you money on your next new vehicle, and download their free app too, so you can access critical info when you need it most.

All said, the Q8 would be a good way to apply all knowledge you’ll gain from a CarCostCanada membership. While practical and fuel efficient, it’s drop-dead gorgeous from the outside in, includes some of the best quality materials available, comes equipped with an impressive assortment of standard and optional features, is wonderfully comfortable in every seating position, and delivers strong performance no matter the road conditions.

Story by Trevor Hofmann

Photos by Karen Tuggay

CarCostCanada

2020 Mercedes-Benz G 550 Road Test

Few vehicles ever earn “icon” status. They’re either not around long enough, or their manufacturers change them so dramatically from their original purpose that only the name remains.

Case in point, Chevy’s new car-based Blazer family hauler compared to Ford’s go-anywhere Bronco. One is a complete departure from the arguably iconic truck-based original, whereas the other resurrects a beloved nameplate with new levels of on- and off-road prowess.

Land Rover has done something similar with its new Defender, yet due to radically departing from the beloved 1990-2016 first-generation Defender 90 and 110 models’ styling (which was based on the even more legendary 1948-1958 Series I, 1958-1961 Series II, 1961-1971 Series IIA, and 1971-1990 Series III) it runs the risk of losing the nameplate’s iconic status.

In fact, a British billionaire eager to cash in on Land Rover’s possible mistake is building a modernized version of the classic Defender 110 for those with deep pockets, dubbed the Ineos Grenadier (Ineos being the multinational British chemical company partly owned by said billionaire, Jim Ratcliffe). That the Grenadier was partly developed and is being produced by Magna Steyr in its Graz, Austria facility, yes, the same Magna Steyr that builds the Mercedes-Benz G-Class being tested here, is an interesting coincidence, but I digress. The more important point being made is that Mercedes’ G-Class never needed resurrecting. Like Jeep’s Wrangler, albeit at a much loftier price point, the G-wagon has remained true to its longstanding design and defined purpose from day one, endowing it with cult-like status.

The G-Class was thoroughly overhauled for the 2019 model year, this being the SUV’s second generation despite more than 40 years of production, so as you can likely imagine, changes to this 2020 model and the upcoming 2021 version are minimal. The same G 550 and sportier AMG G 63 trims remain available, but the more trail-specified 2017-2018 G 550 4×4 Squared, as well as the more pavement-performance focused 2016-2018 AMG G 65 haven’t been offered yet, nor for that matter has the awesome six-wheel version, therefore we’ll need to watch and wait to see what Mercedes has in store.

The 2019 exterior updates included plenty of new body panels, plus revised head and tail lamp designs (that aren’t too much of a departure from the original in shape and size), and lastly trim modifications all-round. The model’s squared-off, utilitarian body style remains fully intact, which is most important to the SUV’s myriad hardcore fans.

While I’m supposed to be an unbiased reporter, truth be told I’m also a fan of this chunky off-roader. In fact, I’m actually in the market for a diesel-powered four-door Geländewagen (or a left-hand drive, long-wheelbase Toyota Land Cruiser 70 Series diesel in decent shape), an earlier version more aligned with my budget restraints and less likely to cause tears when inevitably scratching it up off-road. Of course, if personal finances allowed me to keep the very G 550 in my possession for this weeklong test, I’d be more than ok with that too, as it’s as good as 4×4-capable SUVs get.

While first- to second-generation G-Class models won’t be immediately noticeable to casual onlookers, step inside and the differences are dramatic. The new model features a totally new dash design and higher level of refinement overall, including the brand’s usual jewel-like metalwork trim, and bevy of new digital interfaces that fully transform its human/machine operation. Your eyes will likely lock onto Mercedes’ new MBUX digital instrument cluster/infotainment touchscreen first, which incorporates dual 12.3-inch displays within one long, horizontal, glass-like surface.

The right-side display is a touchscreen, but can alternatively be controlled by switchgear on the lower centre console, while the main driver display can be modulated via an old Blackberry-style micro-pad on the left steering wheel spoke. Together, the seemingly singular interface is one of my industry favourites, not only in functionality, which is superb, but from a styling perspective as well.

The majority of other interior switchgear is satin-silver-finished or made from knurled aluminum, resulting in a real sense of occasion, which while hardly new for Mercedes is a major improvement for the G-Class. Likewise, the drilled Burmester surround sound speaker grilles are some of the prettiest available anywhere, as are the deep, rich open-pore hardwood inlays that envelope the primary gauge cluster/infotainment binnacle, the surface of the lower console, and the trim around the doors’ armrests.

The G isn’t devoid of hard composites, but centre console side panels that don’t quite meet pricey expectations aren’t enough to complain about, particularly when the SUV’s door panel and seat upholstery leatherwork is so fine. My test model’s interior also featured beautiful chocolate brown details that contrasted its sensational blue exterior paint well.

Driver’s seat bolstering is more than adequate, as are the chair’s other powered adjustments, the only missing element being an adjustable thigh support extension. Still, its lower cushion cupped below my knees nicely enough, which, while possibly a problem for drivers on the short side, managed my five-foot-eight frame adequately. At least the SUV’s four-way powered lumbar support applied the right amount of pressure to the exact spot on my lower back requiring relief, as it should for most body types. Likewise, the G 550’s tilt and telescopic steering column provided plenty of reach, resulting in a near perfect driving position despite my short-torso, long-legged body.

As part of the redesign, Mercedes increased rear seat legroom to allow taller passengers the ability to stretch out in comfort. What’s more, those back seats are nearly as supportive as the ones in front, other than the centre position that’s best left for smaller adults or kids.

All of this refinement is hardly inexpensive, with the base 2020 G 550 priced at $147,900 plus freight and fees, and the 2021 version starting at an even heftier $154,900. This said, our 2020 and 2021 Mercedes-Benz G-Class Canada Prices pages are currently reporting factory leasing and financing rates from zero-percent, which could go far in making a new G-Class more affordable. The zero-interest rate deal seems to apply to the $195,900 2020 G 63 AMG as well, plus the $211,900 2021 G 63 AMG, so it might make sense to buy this SUV on credit and invest the money otherwise spent (I’m guessing commodities are a good shot considering government promises of infrastructure builds, inflated currencies, runaway debt, market bubbles, etcetera, but in no way take my miscellaneous ramblings as investment advice).

By the way, along with information about factory financing and leasing deals, CarCostCanada provides Canadian consumers with info about manufacturer rebates when available, plus dealer invoice pricing that could save you thousands. Find out more about how CarCostCanada’s very affordable membership can work for you, and remember to download our free smartphone app from the Apple Store or Google Play Store, so you can have all of this great information at your fingertips anytime, anywhere.

Anytime or anywhere in mind, the G 550 can pretty well get you everywhere in Canada, anytime of the year. There’s absolutely no need to expend more investment to buy aftermarket off-road components when at the wheel of this big Merc, as it can out-hustle most any other 4×4-capable SUV on the market. While I would’ve liked even more opportunities to shake the G-Class out on unpaved roads, I certainly enjoyed the number of instances I did so, and can attest to their greatness off the beaten path. I’ve waded them over rock-strewn hills, negotiated them around jagged canyon walls and between narrow treed trails, coaxed them through fast-paced rivers and muddy marshes, and even felt their tires slip when dipped into soft, sandy stretches of beach, so my desire to own one comes from experience. Just the same I didn’t want to risk damaging my G 550 test model’s stylish 14-spoke alloys on pavement-spec 275/50 Pirelli Scorpion Zero rubber, so I kept this example on the street.

The G 550’s ride was sublime even with these lower-profile performance tires, which goes to show that car-based unibody designs don’t really improve ride quality, as much as at-the-limit handling. The G-Class’ frame is rigid after all, as is its body structure, while its significant suspension travel only aids ride compliance. Therefore, it made the ideal city companion, its suspension nearly eliminating the types of ruts and bridge expansion joints that intrude on the comfort levels of lesser SUVs, while its extreme height provides excellent visibility all around.

Those who spend more time on the open highway shouldn’t be wary of the G 550 either, as its ride continued to please and high-speed stability inspired confidence. I would’ve loved to have been towing an Airstream Flying Cloud in back to test its 7,000-lb rating (and given me more comfort than my tent), but I’m sure it can manage the load well, especially when factoring in its 2,650-kg (5,845-lb) curb weight.

Despite that heft, the G 550 performs fairly well when cornering, the previously noted Pirellis proving to be a good choice for everyday driving. I’ve previously driven the AMG-tuned G 63 on road and track, so the G 550’s abilities didn’t blow me away, but it certainly handles curves better than its blocky, brick-like shape alludes.

Braking is strong for such a big, heavy ute too, and while the G 550’s 416-horsepower 4.0-litre, twin-turbocharged V8 can’t send it from standstill to 100 km/h at the same 4.5-second rate as the 577-hp G 63, its 5.9 seconds for the same feat is nonetheless respectable, its 450 lb-ft of torque, quick-shifting eight-speed automatic, and standard four-wheel drive aiding the process perfectly, not to mention a very engaging Sport mode.

Engaging might not be the best word for it, mind you. In fact, I found the G 550’s Sport mode a bit too aggressive for my tastes, bordering on uncomfortable. It helps the big SUV shoot off the line with aggression, but the sheer force of it all snapped my head back into the seat’s pillowy headrests too often for comfort’s sake, but only when trying to move off the line in particularly quick fashion. When first feathering the throttle, as I usually drive, and then shortly thereafter dipping into it for stronger acceleration, it worked fine. I wish Mercedes’ had integrated a smoother start into the SUV’s firmware, but the requirement to use skill in order to get the most out of it was kind of nice too. All said, at the end of such tests I just left it in Eco mode for blissfully smooth performance and better economy.

Fuel sipping in mind, no amount of technology this side of turbo-diesel power (how I miss those days) can make this brute eco-friendly, with Transport Canada’s fuel economy rating measuring 18.0 L/100km city, 14.1 highway, and 16.3 combined. It’s not worse than some other full-size, V8-powered utilities, nor does it thirst for pricier premium fuel, but this might be an issue for those with a greener conscious.

Speaking of pragmatic issues, the G-Class is a bit short on cargo capacity when comparing to some of those full-size SUV rivals just noted, especially American branded alternatives such as the Cadillac Escalade and Lincoln Navigator. Then again, the G fares better when measuring up to similarly equipped European luxury utes, with the 1,079-litre (38.1 cu-ft) dedicated cargo area a sizeable 178 litres (6.3 cu ft) greater than the full-size Range Rover’s maximum luggage volume. Interestingly, both luxury SUV’s load-carrying capacity is an identical 1,942 litres (68.6 cu ft), which is ample in my books.

After my week with Mercedes’ top-line SUV, I can’t complain. Certainly, I would’ve liked a larger sunroof or, even better, something along the lines of the Jeep Wrangler Unlimited’s new Sky One-Touch Power Top that turns the entire rooftop into open air while still maintaining solid sides and back with windows, but this might weaken the G’s body structure and limit its 4×4 prowess. I also would’ve liked a wireless phone charger, and would have one installed if this was my personal ride.

Hopefully my next G-Class tester will be more suitable to wilderness forays, possibly as an updated gen-2 G 550 4×4²? Previous examples included portal axles like Mercedes’ fabulously capable Unimog, but in just about every other respect I was thoroughly impressed with this well-made luxury utility, and glad Mercedes stayed true to this model’s iconic 4×4 heritage. To me, the G-Glass is the ultimate on-road, off-road compromise, and I’d own one if money allowed.

Story and photos by Trevor Hofmann

CarCostCanada

2021 Volvo XC40 T5 AWD Momentum Road Test

If you haven’t considered the XC40 before, you’re in for a treat. It’s the smallest Volvo available, fitting into the subcompact luxury SUV segment and therefore going up against BMW’s X1, Mercedes’ GLA and B-Class, Lexus’ UX and others, plus due to the Swedish brand no longer offering a compact hatch (the C30 was discontinued in 2013 and its V40 successor was never imported), this little crossover is now its entry-level model.

I, for one, am a big fan of this little SUV. It’s stylish, fun to drive, thrifty, well made, and as innovative as crossover sport utilities come. In case you didn’t know, the XC40 has been around since the 2020 model year, and full disclosure forces me to let you in on the fact that this test model is actually a 2020. Fortunately, changes to the 2021 XC40 are minimal, with my tester’s Amazon Blue exterior colour choice unfortunately being discontinued this year.

As much as I like it, Amazon Blue won’t be popular with manly men, as it’s a bit on the feminine side. This said, I’ve seen a few around and they’re quite catching. In fact, this metrosexual boomer had no issue being seen in the powdery blue SUV, especially when push came to shove and I was able to scoot away from stoplight oglers as if they were standing still.

Yes, the XC40 is mighty quick thanks to 248 horsepower and 258 lb-ft of torque in as-tested T5 trim, its eight-speed automatic shifting gears quickly yet smoothly, its all-wheel drive completely eliminating tire slip, and its lightweight mass making the most of the available energy output. This is a really fun SUV to drive, the optional 2.0-litre turbo-four always willing to jump off the line or say so long to slower moving highway traffic. This said, my test model’s Momentum trim comes standard with a less potent version of the same engine, the T4 model powering all wheels with 187 horsepower and 221 lb-ft of torque, which should be good enough for all but the most enthusiastic of speed demons.

The eight-speed auto includes a gas-sipping auto start/stop system that aids the T4 in achieving a 10.2 L/100km city, 7.5 highway and 9.0 combined fuel economy rating, whereas the T5 gets a claimed 10.7 in the city, 7.7 on the highway and 9.4 combined. I recommend Eco mode for extracting the most efficiency, of course, but default Comfort mode is quite thrifty too. Volvo also includes a Dynamic sport setting when needing to get somewhere quickly, whereas an Individual mode can be set up for your own personal driving style.

While I really like the as-tested Momentum model, especially with its upgraded 235/50 all-season Michelin tires on 19-inch wheels that certainly improve performance over the base model’s 18-inch 235/55s, I’d put my own money on an XC40 R-Design for the paddle shifters alone (although it also comes standard with the T5 all-wheel drivetrain, and is the only trim that can be had in new Recharge P8 eAWD Pure Electric power unit), these helping to make this sporty little SUV a lot more engaging at the limit.

That’s where the so-equipped XC40 really shines, its handling fully capable when pushed hard and overall grip surprisingly steadfast, especially when considering its excellent ride quality. Even when slicing and dicing this little cutie through some local mountain backroads it never caused concern, while in-town point-and-shoot manoeuvres were a breeze made even easier thanks to the SUV’s generous ride height. It’s all due to a fully independent suspension with front aluminium double wishbones and an integral-link rear setup, composed of a lightweight composite transverse leaf spring.

Even better from a luxury standpoint, the XC40 feels like it was honed from a solid block of aluminum alloy, the body’s structural integrity never in doubt. I appreciated the SUV’s quiet, hushed, big SUV experience despite its diminutive size, this cocooning quality complemented by properly insulated doors that thunk closed in an oh-so satisfying way, and refinement that goes a step above most subcompact luxury SUV peers.

For a moment, pull your eyes away from the exterior’s classic crested Volvo grille, stylishly sporty Thor’s hammer LED headlamps, sharply honed front fascia, and uniquely tall “L” shaped LED tail lamps, not to mention the satin-silver accents all-round, and instead focus on this little crossover’s luxuriously appointed interior. Keeping in mind this is the XC40’s most basic of trims, Momentum gets very close to R-Design materials quality, featuring such premium staples as fabric-wrapped roof pillars, a soft, pliable dash-top covering and equally plush door panels, stitched leather armrest pads, and carpeted door pockets (that are big enough to slot in a 15-inch laptop along with a large drink bottle).

Don’t expect such niceties below the waistline, but Volvo uses a soft-painted harder composite that feels nice, while the woven roof liner looks good and surrounds an even more appealing panoramic sunroof featuring a powered translucent fabric sunshade. You’ll find controls for the latter on a nicely sorted overhead console, otherwise filled with LED lights hovering over a frameless rearview mirror.

Following Volvo tradition, the driver’s seats is wonderfully adjustable and wholly comfortable no to mention supportive, with more than adequate side bolstering plus extendable lower cushions that cup under the knees nicely (a favourite feature of mine). The leather used to cover all seats is above par, by the way, and they come with the usual three-way warmers up front, plus a steering wheel rim heater.

Most body types should fit into this little ute without issue, whether positioned front or back, while the rear seats expand the relatively generous cargo hold—from 586 litres (20.7 cubic feet) to 917 litres (32.4 cubic feet)—via the usual 60/40 division. This said a highly useful centre pass-through provides stowage of longer items like skis when two rear passengers want to use the more comfortable window seats.

While all this is very good, Volvo wasn’t merely satisfied to provide the expected luxury, performance and styling elements to their entry-level ute and call it a day, but instead went the extra measure to include a lot of handy innovations that make life easier. Being that I left off in the cargo compartment, I might as well star this section of the review off by noting the useful divider housed within the cargo floor. Once lifted up into place to stand vertically, I found it especially helpful for stopping groceries from escaping their bags, particularly when using the three bag hooks on top to keep them in place.

Moving up front you’ll find another handy hook within the glove box, which can be pivoted into place when wanting to hang a purse, garbage bag or what-have-you, while just to the left of the driver’s knee are two tiny slots for stowing gas cards. The XC40 can be had with all the segment’s best electronic helpers too, like a powered rear hatch that automatically lifts when waving a foot under the rear bumper, automated self-parking, and all the latest driver aids like autonomous emergency braking for the highway and city, lane change alert with automated lane keeping, etcetera, but some might find the XC40’s standard gauge cluster even more compelling.

It’s fully digital right out of the box, measuring 12.3 inches and sporting a graphically animated speedometer and tachometer plus a big centre information display featuring integrated navigation mapping with actual road signs, phone info and the list goes on. Like some competitive clusters, the multi-information display can be set to take over the majority of the driver display, thus shrinking the primary instruments. It’s a superb system that I almost like as much as Volvo’s Sensus infotainment system.

The latter is comprised of a 9.0-inch vertical touchscreen that comes closest to mimicking a tablet than anything else in the auto industry, especially when utilizing Apple CarPlay (not so much for Android Auto). Being that I currently use a Samsung, I keep the Volvo interface in play at all times, and absolutely love the audio “page” that not only shows all SiriusXM stations nicely stacked in sequence, but real-time info on which artist and song is playing. This way you can quickly scan the panel and choose a station, never missing a favourite song.

The base audio system is impressive too, as is the active guideline-infused parking camera, especially if the overhead version is included, and nav directions are always spot on, while the as-tested dual-zone climate control interface is ultra-cool thanks to colourful pop-up menus for each zone’s temperature setting and an easy-to-use pictograph for directing ventilation.

A list of standard Momentum features not yet mention include remote start from a smartphone app, rain-sensing wipers, cruise control, rear parking sonar with a visual indicator on the centre display, Volvo On Call, all the expected airbags including two for the front occupants’ knees, plus more, all for only $39,750 plus freight and fees.

If you’d like to save thousands more, make sure to check out CarCostCanada that will show you how to immediately knock off $1,000 from a 2021 XC40 and keep up to $2,000 in additional incentives from a 2020 model. CarCostCanada provides members with real-time manufacturer leasing and financing info too, plus manufacturer rebate info, and best of all, dealer invoice pricing that could save you thousands more. Find out how the CarCostCanada program works, and be sure to download the free CarCostCanada app from the Google Play Store or the Apple Store.

No matter the price you pay, the XC40 is a compact luxury SUV worth owning. It combines a higher level of refined luxury than most peers and superb performance all-round, with plenty of style and practicality. This is a crossover I could truly live with day in and day out, even painted in my tester’s playful powder blue hue.

Story and photos by Trevor Hofmann

CarCostCanada

Nissan’s new Z car concept looks ready for production

2020 Nissan Z Proto — Nissan’s new Z Proto has the sports car world buzzing with anticipation. Will the production version share this concept’s styling? We think so.

Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.

Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.

It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.

As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.

The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).

The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.

See the similarities? Of course they were intentional, the 240Z one of the most adored “affordable” classic collectibles ever.

As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).

Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.

The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.

Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.

The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.

The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.

Speaking of today’s 370Z, it can now be had with up to $1,000 in additional incentives, as shown on our 2020 Nissan 370Z Coupe Canada Prices page (or the 2020 Nissan 370Z Roadster Canada Prices page), which is a really good deal considering its aforementioned base price. And before you pick up that phone or drive down to your local Nissan dealership to negotiate, make sure to become a member of CarCostCanada first, so you can access benefits like manufacturer rebate information, updates about various brands’ in-house leasing and financing deals, plus of course dealer invoice pricing that could keep thousands in your pocket. Find out how our CarCostCanada system works, and make sure to download our free CarCostCanada app from the Google Play Store or Apple Store, so you can have all of this critical info with you when you need it most, at the dealership.

Lastly, be sure to watch Nissan’s trio of Z Proto videos below, because if this concept is anything to go by, we’re in for a real treat when the production model arrives.

Unleash the #PowerOfZ (2:18):

Hear the Z Proto roar (0:33):

Get ready for the Nissan Z Proto (0:29):

Photo credits: Nissan

CarCostCanada

2020 Nissan 370Z Nismo Road Test

Seen the new Z yet? The Z Proto (photo below) was introduced just a month ago, and while it might not yet be in full production trim, the car’s amazing attention to detail, particularly inside, makes it look very close to reality. So, where does that leave the current 370Z?

Let’s just call it a modern-day classic to be nice. Today’s Z is in fact the oldest generation of any car currently on the market, having been with us for over 11 years. The only non-commercial vehicle to beat that seasoned tenure is Nissan’s own Frontier pickup truck with 16 years to its credit, while GM’s full-size Chevy Express and GMC Savana commercial cargo/passenger vans are oldest of all, having dawned in 1995 and been refreshed in 2003. While old doesn’t necessarily mean bad, much has been learned in the decades that have passed, and therefore each could certainly be a lot better.

On the positive, this is the Z car’s 50th anniversary, and while I wish I had a special 50th Anniversary model to show you, complete with big, bold, diagonal side stripes, the Nismo is the best of the 2020 370Z crop, so I can hardly complain. To be clear, the anniversary car doesn’t provide the Nismo’s 18 additional horsepower and 6 extra pound-feet of torque, being limited to 332 and 270 respectively, instead of 350 and 276, but you can get it with the available paddle-shift actuated seven-speed automatic, the Nismo only available with a six-speed manual. Then again, it could be considered a moral crime to purchase the most potent version of this car with an autobox anyway.

Under the 370Z’s aluminum hood is a 3.7-litre V6 with a sensational looking red engine cover and an equally exciting reinforced three-point front strut tower brace hovering over top. Nissan should rightly celebrate this potent and dependable six-cylinder mill, and fortunately has provided an engine bay worthy of exposure at weekend parking lot car enthusiast meet-and-greets.

It doesn’t cost a lot to do it right, by the way, the base 370Z coming in at just $30,498, which is a hair over the much less powerful Toyota 86. Rather than get pulled into a comparison, which is oh-so easy with these two, I need to quickly point out that no amount of OEM options or packages can push the little Toyota sport coupe’s price up to my 370Z Nismo’s $48,998 MSRP.

For that money the 2020 Z gets some unique red and black trim accents around the its circumference, plus really attractive 19-inch Nismo Rays forged rims surrounded by a set of 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance rubber, not to mention a Nismo-tuned suspension featuring increased spring, dampening and stabilizer rates, front and rear performance shocks, a rear underbody V-brace, and the reinforced three-point front strut tower brace noted a moment ago. Oh, and that engine sends its wasted gas through a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.

As awesome as all that sounds, the 370Z Nismo’s black leather and perforated red Alcantara Recaro sport seats will probably get noticed first, especially because of the racing-style five-point harness slots on their backrests. There’s no shortage of red thread around the cabin either, and special Nismo logos elsewhere, such as the gauge cluster.

Plenty of comfort and convenience features get pulled up from lower trims, too, a few worth mentioning including automatic on/off HID headlights, LED daytime running lights, LED tail lamps, proximity-sensing entry with push-button start and stop, an auto-dimming rear-view mirror that houses a tiny reverse monitor for the backup camera, a HomeLink garage door opener, micro-filtered single-zone automatic climate control, a navigation system with detailed mapping and SiriusXM NavTraffic capability, a great sounding Bose audio system with available satellite radio, a USB charging port, etcetera.

If we put age aside, this 2020 370Z Nismo looks like an excellent value proposition. After all, when compared directly to key rivals from Toyota, the fully-loaded $34,450 86 GT only makes 205 horsepower on its best day, while the 382-horsepower turbocharged BMW 3.0-litre inline-six-powered Supra (I’d love to be living with that car out of warranty, not) will set you back a cool $67,690. Certainly, you can get a BMW-sourced 2.0-litre turbo four in the new Supra instead, but even that 255-hp mill is much pricier than the Z at $56,390.

The top-line Supra can be launched from standstill to 100 km/h in the low to mid four-second range, which is a considerable improvement over the 370Z Nismo’s high four-second to low five-second sprint time. The 86 hits 100 km/h in the mid seven-second range, and tops out at just 226 km/h (140 mph), not that any sane person would ever try that on a Canadian road. Still, bragging rights are bragging rights, allowing owners of straight-six-powered Supras to boast about its 263 km/h (163 mph) terminal velocity, which is plenty of fun until the guy standing in front of his 370Z Nismo at the aforementioned meet-and-greet mentions his comparatively geriatric rival maxes out at 286 km/h (178 mph), a whopping 23 km/h (15 mph) faster.

Of course, it’s not all about straight-line power. Anyone who’s spent time in a fast car knows that braking performance matters a lot more than acceleration, but don’t worry, Nissan has stopping power covered too. Up front, 14- by 1.3-inch vented rotors get the bite from four-piston opposed aluminum calipers, while the 13.8- by 0.8-inch rear discs are bound via two-piston calipers. Zs also receive high-rigidity brake hoses and R35 Special II brake fluid. The brakes are so strong, in fact, that I recommend doing so in a straight line when needing to scrub speed off quickly, because the Z’s 1,581 kilograms (3,486 lbs) of heft has been known to make its rear end a bit squirrely when getting hard on the binders mid-corner. I’ve experienced this myself, one time becoming especially uncomfortable just ahead Laguna Seca’s famed Corkscrew, and you don’t want to enter that one sideways.

Fortunately, getting out of trouble fast is Z car hallmark, the current 370’s double-wishbone front suspension and four-link rear setup being wonderfully balanced most of the time. It gets stiffer roll calibrations and increased damping levels in Nismo trim, plus a 0.6-inch wider track, yet drives quite smoothly nonetheless. All Z’s utilize a carbon-fibre driveshaft to shave off pounds and improve throttle response, plus a viscous limited slip differential for putting power down to the ground via both rear tires.

If you think all of this sounds good, and it should, wait until you’ve downshifted with the Z’s SynchroRev Match equipped six-speed manual that automatically blips the throttle mid-shift to match the upcoming gear ratio. You’ll be sounding like you’re a pro at heel-toe shifting, when you might not even know what I’m talking about. More importantly, SynchroRev Match ideally makes sure that shifts transition smoothly, thus minimizing drivetrain jolt. The shifter feels great too, thanks to a nice and tight, notchy feel and engaging response, while the clutch take-up is smooth yet engaging, and the arrangement of all aluminum pedals is great for the aforementioned heel-toe technique.

As you might expect in a modern sports car, there’s much more aluminum to go around than just the foot pedals, with plenty of bright and brushed metalwork elsewhere in the cabin. Then again, calling the Z a modern sports car is giving it much more respect than it deserves, particularly with respect to the interior’s design and execution. Its red on black colour theme is nice enough, but even this top-tier Nismo variant almost makes the 86 seem fresh.

Don’t get me wrong, because the Alcantara seat and door inserts are pretty plush, as are the same faux-suede armrests and lower centre stack sides, not to mention the nicely padded stitched leatherette dash top and door uppers. More contrast red stitched leather-like material flows around the shifter, and not just the boot. In fact, Nissan dresses up the top surface of the lower console in what comes across like leather, giving it some of the Maxima’s premium flair.

Even the sportiest Maxima SR doesn’t come close to offering seats as completely enveloping as the 370Z Nismo’s, their aggressive side bolstering and shoulder harness holes nodding to the car’s track potential and their maker, Recaro, renowned for producing some of the best performance seats in the business. They’re manually eight-way adjustable to save weight (the passenger gets four adjustments), and while the side dials aren’t as easy to modulate as levers, they’re infinitely adjustable and remain steadfast once set. While this is good, not providing any telescoping reach from the steering column is a massive fail, especially for those of us with longer legs than torso. The result is a need to crank the seatback into an almost 90-degree angle to comfortably and safely grip the steering wheel, which while the ideal position for the track isn’t exactly the most enjoyable on the road.

Now that I’m griping (and you’d expect complaints about an interior that’s into its third decade), the 370Z’s electronic interfaces are downright archaic. I have zero quibbles about the analogue gauge cluster, because I happen to love analogue dials for cars and watches, being a bit of a throwback myself, the car’s trio of ancillary gauges atop the dash one of its most loved design details. I even appreciate the digital clock that harks back to my teenage era, my watch collection including a few these as well, but modern it’s not. The multi-information display left of the tachometer is more of a simple trip computer that’ll have old-school PC users conjuring up memories of pre-Windows MS-DOS video games like Digger and Diamond Caves, not to mention the unusual rows of orange dots above and below for the respective fuel gauge and engine temp. It’s so old that it’s almost cool… almost.

In comparison the Z’s main infotainment touchscreen is mind-blowingly advanced, but of course it’s rather dated compared to most anything else currently on the market. Navigation, Bluetooth phone connectivity, and other function are included, but its graphics are yesteryear, processing speed lethargic, and display resolution quality only slightly more up-to-date than the car itself. It all works well enough, nonetheless, so if you can live with merely adequate electronics, or don’t mind swapping them out for an aftermarket alternative, they’ll do fine.

Of course, this being a two-seat sports coupe, the 370Z isn’t big on cargo capacity either. You can stuff enough bags for a weekend getaway for sure, but the 195 litres (6.9 cu ft) on hand won’t allow for much more. Again, compromises are always required when opting for such a track-ready sports car, so consider this a simple reminder.

On the positive, Nissan is currently offering up to $1,000 in additional incentives on the 2020 370Z, so make sure to check out our 2020 Nissan 370Z Coupe Canada Prices page for more. On that note, a CarCostCanada membership also provides information on available manufacturer rebates, manufacturer leasing and financing deal info, and last but hardly least, dealer invoice pricing that could save you thousands. Learn how the CarCostCanada system works, and remember to download our free app from the Google Play Store or Apple Store so you can have all of this critical information with you when haggling over your next vehicle purchase.

In summary, you can get into a new 2020 370Z for less than $30,000, and while not as fancy or powerful as this Nismo variant, it comes reasonably close and you won’t lose as much when driving off the lot. Either way you’ll get a fantastic performance car with a reasonably refined interior, just not a very modern one. If you’re fine with that, it’s hard to beat the base 370Z’s starting price.

Review and photos: Trevor Hofmann

CarCostCanada

2020 BMW M5 Road Test

If someone were to ask you to name a serious sport sedan a few will probably come to mind in an instant. At the lower end of the four-door performance spectrum the VW GLI and Subaru WRX might immediately come to mind, but within premium circles BMW has been the go-to, go-fast brand for longer than any competitor this side of Maserati, and ‘60s era Quattroportes were astronomically priced. It was BMW that brought super-sedan performance to the masses, with the M5 initiating the entire category.

Sadly I’ve never owned an M5, although I came mighty close to purchasing a mid-‘90s E34 back in ’96. It was beautiful, brilliantly quick, and garnered near-exotic levels of respect amongst those who knew. These days the M5 is legend, with no one questioning why you’d want sports car performance in mid-size five-seater. Now that I’m thinking of it, the world we live in now seems to revere high-end sport sedans as if they were supercars, with most buyers in this class gravitating to taller super-SUVs like BMW’s own X5 M and X6 M.

As fabulous as BMW’s sportiest crossovers may be, I’ll take an M5 any day of the week. As it is, I’ve owned everything from a mid-‘70s Bavaria to a late-‘80s E34 525i and plenty of roundel-badged models in between, with none as entertaining as any M5, but fortunately I’ve been able to spend weeks at a time in BMW’s best sport sedan since the fabulous V8-powered E39 arrived on the scene, and must admit the Bavarians certainly know how to make a big four-door sedan move down the road quickly.

Looking back, the M5 first mentioned made a mere 340 horsepower, which seemed unfathomable when compared to the first M5’s 256 hp, but if lined up beside the comparatively otherworldly 600-plus horsepower M5 available now, it might as well have been a Camry (said with respect to Toyota’s impressive new Camry TRD). The 2020 M5 hits 100 km/h from standstill in a blisteringly quick 3.4 seconds, although if that’s not quite fast enough a Competition model will knock another 0.1 second off the clock for a 3.3-second sprint to the same speed. Either time makes it fastest amongst every direct competitor.

It takes more than mere straight-line speed to make a full-fledged sport sedan, of course, but fortunately the M5 earned its legendary status by managing corners with adroit agility, and the new model is no exception to the accepted rule. In fact, it feels easier than the previous F10-bodied M5 to fling through corners, albeit not quite as light and tossable as the now classic E39 referred to earlier. The now standard carbon fibre roof panel slices about 45 kilos (100 lbs) from the very top of the car, helping to lower its centre of gravity, while the car’s rear-biased all-wheel drive does more than just help out on slippery road conditions, making even drying pavement more controllable.

Likewise, the new F90 M5’s eight-speed gearbox shifts a helluvalot faster than you might expect from a conventional automatic, but if you want it to perform its duties even quicker, bright red “M1” and “M2” buttons on the steering wheel spokes can instantly trigger pre-set sport modes as well as personalized settings for your specific driving style. For instance, I was able to combine a more compliant suspension setup mixed with quicker shifts and higher engine revs for the M1 position, ideal for zipping down bumpy backroads that would cause a stiffer setup to be airborne more often than optimal, while I set the M2 switch for a more firmly sprung suspension with even faster D3 shifting speed, not to mention the DSC system turned off, perfect for smooth stretches of asphalt. The two buttons allowed me to immediately switch between settings as smoother or rougher sections of pavement approached, necessary for making time on the patchwork quilt of backcountry roads in my area.

During my various performance tests, I never attempted to prove the M5’s 305 km/h (190 mph) top speed, as you may have guessed, this more of a bragging right than anything potentially possible on Canadian roads or even any publicly available tracks I know of, but suffice to say it’s more than capable of shredding your license if you try anything so silly. I’m more about straightening ribbons of circuitous two-laners anyway, something the M5 executed with greater ease than anything so luxuriously appointed, accommodatingly sized, and accordingly hefty should be capable of. Fortunately, along with the speed this Bimmer delivers a wonderfully comfortable ride and superb refinement, especially when it came to blocking out wind and road noise.

Don’t worry, plenty of delectable sound emanated from ahead of the firewall (as well as the audio system’s speakers, artificially), the turbo-V8 never letting my ears mistake it for one of the car’s less potent sixes, yet when not pushing it for all it was worth the serene cabin allowed for full enjoyment of the just-noted 16-speaker, 1,400-watt, 10-amplified-channel Bowers and Wilkins surround sound audio system, even more impressive when turned down for calmer, ambient pieces as when cranked up.

Speaking of a fully engaged experience, the new M5 features a fully digital gauge cluster, albeit wrapped up in an analogue design. To achieve this, BMW encircles the tachometer and speedometer displays with beautiful aluminum rings, and while this doesn’t allow navigation map, per se, to completely cover the screen, does provide a unique look with an amply large multi-info display at centre. The MID is filled with utile functions, all controllable via steering wheel switchgear, while the cluster’s graphics and resolution quality is superb.

Looking to the right, the centre-mounted infotainment touchscreen is excellent, although be forewarned it gets better for the new 2021 model, increasing in size by more than two inches for a new diameter of 12.3 inches. And yes, it’s a touchscreen, thus providing the usual smartphone- and tablet-like finger gesture controls. Still, BMW lets those who’d rather control its iDrive system with easier-to-reach lower console-mounted switchgear do so, a spin of a rotating dial or the press of nearby quick-access buttons often preferable to tapping, swiping or pinching.

Also important, the BMW delivers one of the best quality cabins in the M5’s super-sedan class too, thanks to high-end materials and impressive attention to detail. The aforementioned Bowers and Wilkins audio system featured gorgeous aluminum speaker grilles, these combined with no shortage of beautiful metalwork elsewhere in the interior. Some accents were finished in brushed aluminum while others glistened like chrome, although my favourite upgrades were the high-gloss carbon-fibre surface treatments and stunning stitched leatherwork.

Much of that leather can be found on the M5’s sensational front seats, which were two-tone light grey and charcoal in my tester, with perforated inserts and solid tops on the lower bolsters. Brightly coloured M5 appliques enhance each headrest, a fitting garnish for these comfortable, supportive and fully adjustable buckets, the lower cushions even extendable. Gone are the days that BMW limited rear seating to just two, the accommodating 2020 M5 sporting a wide bench seat with a folding centre armrest housing pop-out cupholders, while detailing in back is as good as that up front. The rear seats can be folded in the optimal 40/20/40 configuration too, allowing long cargo such as skis to fit down the middle while two rear passengers enjoy the more comfortable, heated window seats.

The current M5 has been quite popular over its three-year tenure, much thanks to its eye-catching styling. This said the 2021 will get a refresh that may turn off some lovers of this version, due to a larger more rectangular grille, updated headlamps and taillights, and a few other design tweaks. Those not impressed with the updates should snap a 2020 up while they can, although take note there’s currently no penalty for choosing the 2021. In fact, our 2020 BMW M5 Canada Prices page shows up to $1,500 in additional incentives for both model years. Additionally, make sure to check out how the CarCostCanada system works, and while you’re at it visit the Apple Store or Google Play Store to download our free app, where you can learn about any available financing and leasing deals, manufacturer rebates, and dealer invoice pricing for any car you’re interested in, even while perusing your local dealer’s lot.

You can get into the 2020 M5 for $115,300 (plus freight and fees) and the more powerful 617 horsepower Competition version for $123,000, whereas the 2021 M5 will only be available in Competition trim, albeit with a slightly less expensive $121,000 listed price. Performance remains the same, which means the M5 blasts into 2021 as one of the quickest four-door sedans available anywhere. That it’s so well built, nicely equipped and easy to live with is just a bonus.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

2020 Ford Ranger XLT SuperCrew 4×4 Road Test

2020 Ford Ranger XLT SuperCrew 4x4 — Ford’s Ranger is a great looking new entry into Canada’s mid-size pickup truck segment, especially in XLT SuperCrew 4×4 trim.

Exactly why Ford chose to offer this fabulous mid-size truck in nearly every other market than Canada and the U.S. for eight years before bringing it here is difficult to surmise, but rather than beat them up for handing their previous lead in this market segment off to competitors like Toyota’s Tacoma and General Motors’ Chevy Colorado and GMC Canyon, let’s celebrate that Dearborn’s decision makers finally came to their senses.

They’re not alone after all, the powers that be in Auburn Hills still waffling on whether or not to bring back the once class-leading Dakota (it was supposed to be here by now, but crickets). Maybe the final decision is stuck in Fiat’s Turin sede centrale or possibly les bonnes gens du Groupe PSA— Citroën, DS, Peugeot et Vauxhall-Opel—in Rueil-Malmaison), the leadership of semi-domestic automaker having been in regular flux, but either way the Ram Dakota seems to be a no-brainer, while on the other hand Nissan’s 16 year-old Frontier is an automotive zombie that should’ve mercifully been put down or replaced a decade ago.

Despite Nissan trudging along in the mid-size pickup segment during all the years Ford escaped (the Frontier still sells better than Honda’s Ridgeline, which is a sad testament to its Japanese rival), the two automakers actually share similar short-term small truck histories. Two years after Ford killed its then 14-year old third-generation compact Ranger in its domestic market in 2012, and introduced the current third-gen T6 to international buyers in 2011, Nissan offered up a redesigned Navarro to international customers. That attractive model was good enough to serve as the base for Mercedes-Benz’s now-defunct X-Class pickup as well as Renault’s Alaskan (not to mention Dongfeng’s oddly named Rich 6), but for some reason Nissan’s North American operations couldn’t figure out a way to bring it here, and alas they’ve been marginalized out of contention.

Nissan and its Frontier don’t have anywhere near the name brand recognition, marketing clout, or dealership real estate to relaunch a new small truck, whereas Ford had unwittingly built up an army of ready and willing loyalists that quickly pushed the 2019 Ranger into high volume Canadian sales of 6,603 units, slotting into third place after the Tacoma that managed 12,536 deliveries throughout calendar year 2019, and the Colorado with 8,531 (when GM’s Chevy and GMC sales are combined it was number one with 14,067 units down the road last year. That’s pretty decent for its first year (and a partial-year at that), boding well for even greater future success.

It also says a lot for the truck’s initial design. After all, it’s no spring chicken, having arrived on international markets nine years ago and only undergoing a refresh for last year’s introduction. Compare this to the full-size F-150, which probably gets more updates than any other model in Ford’s lineup, plus trim levels and special editions infinitum, and the Ranger’s initial showing on 2019’s sales charts is pretty impressive (although it has a long way to go before nudging the F-Series off its top pedestal that saw 145,210 examples delivered in 2019). Even both GM trucks couldn’t touch that (they totaled 94,683 units), just barely passing Ram’s 89,593-unit pickup total.

The new Ranger fits into the mid-size pickup truck segment ideally, being that it’s quite a bit larger than the old compact version and significantly smaller than the F-150. By the numbers, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box is 536 mm (21.1 in) longer with 462 mm (18.2 in) more wheelbase, plus 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly optioned 2020 Ranger SuperCab 4×4, whereas the F-150 SuperCrew is a whole lot bigger.

Specifically, the Ranger is 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide (without mirrors), and 1,806 or 1,816 mm (71.1 or 71.5 in) tall for the SuperCab or SuperCrew, which makes it slightly shorter than the aforementioned Tacoma (and much shorter than the long-wheelbase Toyota), while its also narrower and a smidge taller.

As noted, the Ranger received an international mid-cycle update for 2019, which included a new 2.3-litre turbocharged EcoBoost four-cylinder engine and a SelectShift 10-speed automatic transmission as standard equipment, good for 270 horsepower and 310 lb-ft of torque.

My tester was in XLT SuperCrew 4×4 trim and attractive Lightning Blue paint, which when combined with an available Sport Appearance package and FX4 Off-Road package, looked great, if not as ruggedly handsome as the Ranger Wildtrak if first saw in Asia, and the newer international-spec Ranger Raptor I’ve only seen in celluloid form (and hopefully here at some point in the near future).

The domestic-market Sport Appearance package includes a darker grille surround and Magnetic-Painted (dark-grey) 17-inch alloys, as well as a leather-wrapped steering wheel and shifter. Power-folding side mirrors and an auto-dimming rearview mirror are included too, with the latter two also part of the 302A package, while a Bed Utility package adds a drop-in bedliner and 12-volt in-bed power adaptor, and the FX4 package provided my tester’s stylish red and grey/black decals to the rear corners of the box.

There’s quite a bit more to the FX4 package than two decals, like uniquely tuned off-road monotube shocks, tough 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control that allows you to set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and brake management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand settings, utilizes the Ranger’s many off-road technologies to lay waste to all types of trails, from light-duty to extreme. What’s more, the FX4 package features a steel front bash plate under the front bumper, and skid plates covering the electric power steering system, transfer case, and fuel tank. Finally, the FX4 package provides pitch, roll and steering angle monitoring from the driver’s seat.

Unlike some 4x4s, setting the Ranger’s high/low gearing ratios requires no tugging on secondary shift levers, but rather only needs the subtle twist of a rotating dial on the lower console next to the shift lever. When set to its most capable off-road setting, you shouldn’t have any problem overcoming all types of rocks, roots and what-have-you, thanks to 226 mm (8.9 inches) of ground clearance, plus approach and departure angles equalling 28.7 and 25.4 degrees. For reference, the Tacoma offers more ground clearance at 239 mm (9.4 in), while its approach/departure angles range from 29 or 32 degrees up front to 23 degrees in back.

The Ranger’s generous suspension travel provides a comfortable ride for a truck, and I must admit it felt quite good through high-speed corners too, within reason. Even better, the new Ranger’s powertrain is really fun to dig your right foot into, and the 10-speed gearbox (with more forward speeds than any competitor) was plenty smooth and quick shifting, even providing a rocker switch on the side of the shift knob for flicking through the gears manually.

If things are sounding sporty, that wasn’t by accident. Ford increases performance further via a Sport setting that allows the engine’s revs to rise higher between shifts, while the transmission even holds onto a given gear when the engine arrives at redline, welcomingly unusual.

Helping add to that sporty feeling through corners, plus improving at-the-limit safety, Ford utilizes Curve Control for detecting when a driver enters a curve too quickly, and then makes automatic adjustments to the Ranger’s speed by lowering engine torque, adding braking power, and increasing the stability control function.

Along with that easy-going ride I spoke of a moment ago, my Ranger XLT 4×4 tester provided good comfort and sizeable cabin space from front to rear. The SuperCrew cab is the Ranger’s largest, and features regular front-hinged doors in back, plus additional rear legroom than the smaller base SuperCab model. Both configurations are available in XL and XLT trims, while the top-line Lariat is only offered as a SuperCrew.

The base SuperCab body style includes a longer six-foot bed, while my SuperCrew tester had a shorter five-foot bed. The Ranger is good for 707 kilos (1,560 lbs) of payload too, which is considerably better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload maximum. This same scenario plays out for towing capacity as well, with the Ranger capable of 7,500 lbs (3,402 kg) of trailer compared to the Toyota’s 502-kg (1,107-lb) rating. Trailer sway control is standard with the Ranger, too.

Without a trailer in tow, and being mindful of your right foot it’s possible to achieve a class-leading fuel economy rating of 11.8 L/100km in the city, 9.8 on the highway and 10.9 combined, this partially thanks to standard auto start-stop that shuts the engine off when it would otherwise be idling.

The base Ranger XL SuperCab starts at $32,159, by the way, plus freight and fees of course, which makes it $1,090 pricier than the same model last year, while the XLT SuperCab now starts at $36,529. The as-tested XLT SuperCrew sees an increase of $890 since last year for a new price of $38,329, while the top-line Lariat SuperCrew only goes up by $230 for a new price of $42,619.

To learn about factory leasing and financing rates from 0.99 percent on 2020 Rangers and up to $4,000 in additional incentives for 2019 models, check out their respective CarCostCanada pricing pages, plus be sure to learn about all of CarCostCanada’s features before talking to your local Ford retailer. Along with financing and leasing rates, you can also find out about available manufacturer rebates, plus dealer invoice pricing that could save you thousands. Remember to download our free CarCostCanada app from the Google Play Store or the Apple Store too, allowing you to access all of this valuable info anytime and anywhere.

As for features, the 2020 Ranger Lariat adds more chrome detailing to the exterior, plus LED headlamps, front parking sensors (to the rear sensors already on the XLT), proximity-sensing entry, pushbutton start/stop, illuminated vanity mirrors, a universal remote, three-way heatable front seats with eight-way powered adjustment, leather upholstery, and more.

Yet unmentioned features on the XLT include 17-inch alloys (instead of the 16-inch steel wheels found on the base XL model), fog lamps, carpeting and carpeted floor mats (the base truck gets rubber flooring), a six-speaker stereo, automatic high beams, lane keep assist, plus more, while you can add a Technology package featuring a navigation system and adaptive cruise control.

Finally, the base XL includes auto on/off headlamps, a four-speaker audio system, a USB charging port, 4G LTE Wi-Fi, a capless fuel filler, and a pre-collision system that includes automatic emergency braking along with blind spot warning and rear cross-traffic alert.

Although my Ranger XLT test model was only a mid-range offering, it was nicely finished inside and well-constructed. The seat and armrest upholstery was a nice woven black cloth with creamy-grey contrast stitching for a sporty effect, while interior trim included the usual assortment of brushed and bright metallic surfaces, but no padded soft-touch synthetics.

The front seats are comfortable, with the driver’s featuring two-way power lumbar support that fit the small of my back nicely, while I found my XLT’s driving position good due to plenty of reach from the tilt and telescopic steering column. The steering wheel gets a comfortably soft leather-wrapped rim, and all interior controls were within easy reach. s

The Ranger’s instrument cluster is mostly analogue with nicely backlit needles and indices, the former sporting an attractive aqua-blue colour for dramatic effect, while a full-colour, high-resolution 4.2-inch multi-information display is more advanced than the majority of Ford’s competitors.

The just-noted gauge cluster needles match up with the sky-blue background of Ford’s 8.0-inch Sync 3 centre touchscreen nicely, this upgraded system coming standard in XLT and Lariat trims. While this system has been on the market for many years, it’s still a good-looking layout that works well. It even includes Apple CarPlay and Android Auto smartphone integration, plus loads of audio features including satellite radio and Bluetooth streaming, while my tester featured an accurate navigation system, as well as XM travel link, a dual-zone automatic climate control system, and a backup camera with active guidelines.

Looking rearward, my Ranger SuperCrew tester’s rear bench seat was plenty spacious and adequately comfortable, particularly in the outboard positions, but it didn’t include the types of features I expected to see, not even rear air vents. XLT and Lariat buyers can expect two USB-A charge ports on the backside of the front centre console, as well as a convenient 110-volt household-style power outlet.

The Ranger is devoid of those handy integrated bumper steps found on GM trucks, that are really useful for climbing up on the bed, but fortunately my test model featured a kick-down step from Ford’s accessories catalogue that worked very well.

All in all, I really like Ford’s new Ranger. It looks good and comes across as a rugged, well-made mid-size truck. Its cabin is roomy and comfortable, includes very good electronics, and it’s really fun to drive. Ford should start offering some higher priced trim levels to compete with the Tacoma’s Limited, for instance, not to mention bring us the aforementioned Ranger Raptor that could go head-to-head with the Tacoma TRD Pro and Colorado ZR2. Even now, however, the Ranger’s three trim levels offer a lot of variety with competitive pricing, and should do even better on the sales charts as would-be buyers learn about their availability.

Review and photos: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

2020 Toyota 4Runner Venture Edition Road Test

Want to drive an icon? Or maybe you’re just satisfied with a car-based crossover that’s little more than a tall station wagon with muscled-up, matte-black fender flares? I thought not. You wouldn’t be here if you merely wanted a grocery-getter, unless those groceries happen to necessitate a fly rod or hunting rifle to acquire.

Toyota’s 4Runner is idea for such excursions, and makes a good family shuttle too. I’d call it a good compromise between city slicker and rugged outdoorsman, but it’s so amazingly capable off-road it feels like you’re not compromising anything at all, despite having such a well put together interior, complete with high-end electronics and room to spare.

To be clear, I’m not trying to say the 4Runner is the most technically advanced 4×4 around, because it’s actually somewhat of a throwback when it comes to mechanicals. Under the hood is Toyota’s tried and true 4.0-litre V6 that’s made 270 horsepower and 278 lb-ft of torque since 2010, when this particular 4Runner generation arrived on the scene. That engine was merely an update of a less potent version of the same mill, which was eight years old at the time. The five-speed automatic it’s still joined up with hails from 2004, so mechanically the 4Runner is more about wholly proven reliability than leading edge sophistication, resulting in one of the more dependable 4x4s currently available, as well as best in the “Mid-size Crossover/SUV” class resale value according to The Canadian Black Book’s 2019 evaluation. Still, while the 4Runner might seem like a blast to the past when it comes to mechanicals, this ends as soon as we start talking about off-road technologies.

I’m not talking about the classic second shift lever that sits next to the auto shifter on the lower centre console, this less advanced than most other 4x4s on the market that simply need the twist of a dash- or console-mounted dial to engage their four-wheel drive systems’ low ratio gears. The 4Runner’s completely mechanical setup first takes a tug rearward to shift it from H2 (rear-wheel drive) to H4 (four-wheel drive, high), which gives the SUV more traction in inclement weather or while driving on gravel roads, but doesn’t affect the speed at which you can travel. You’ll need to push the same lever to the right and then forward in a reverse J-pattern when wanting to venture into the wild yonder, this engaging its 4L (four-wheel drive, low) ratio, thus reducing its top speed to a fast crawl yet making it near invincible to almost any kind of terrain thrown at it.

My test trail of choice featured some deeply rutted paths of dried mud, lots of soft, slippery sand, and plenty of loose rock and gravel, depending on the portion of my short trek. For overcoming such obstacles, Toyota provides its Active Trac (A-TRAC) brake lock differential that slows a given wheel when spinning and then redirects engine torque to a wheel with traction, while simultaneously locking the electronic rear differential. The controls for this function can be found in the overhead console, which also features a dial for engaging Crawl Control that maintains a steady speed without the need to have your right foot on the gas pedal. This means you’re free to “stand” up in order to see over crests or around trees that would otherwise be in your way. Crawl Control offers five throttle speeds, while also applying brake pressure to maintain its chosen speed while going downhill.

Moving up the 4×4 sophistication ladder is the 4Runner’s Multi-Terrain Select system, which can be dialed into one of four off-road driving modes that range from “LIGHT” to “HEAVY” including “Mud, Sand, Dirt”, “Loose Rock”, “Mogul”, and “Rock”. Only the lightest mud, sand and dirt setting can be used in H4, with the three others requiring a shift to L4.

Fancy electronics aside, the 4Runner is able to overcome such obstacles due to 244 millimeters (9.6 inches) of ground clearance and 33/26-degree approach/departure angles, while I also found its standard Hill Start Assist Control system is as helpful when taking off from steep inclines when off-pavement as it is on the road. In the event you get hung up on something underneath, take some confidence in the knowledge that heavy-duty skid plates will protect the engine, front suspension and transfer case from damage.

While I personally experienced no problem when it came to ground clearance, my Venture Edition tester came with a set of standard Predator side steps that could get in the way of protruding rocks, stumps or even crests. They hang particularly low, and while helpful when climbing inside (albeit watch your shins), might play interference.

For $55,390 plus freight and fees, the Venture Edition also includes blacked out side mirrors, door handles (that also include proximity-sensing access buttons), a rooftop spoiler, a windshield wiper de-icer, mudguards, and special exterior badges. Inside, all-weather floor mats join an auto-dimming rearview mirror, HomeLink garage door remote controls, a powered glass sunroof, a front and a rear seating area USB port, a household-style 120-volt power outlet in the cargo area, active front headrests, eight airbags, and Toyota’s Safety Sense P suite of advanced driver assistance systems, including an automatic Pre-Collision System with Pedestrian Detection, Lane Departure Alert, Automatic High Beams, and Dynamic Radar Cruise Control. Options not already mentioned include a sliding rear cargo deck with an under-floor storage compartment.

The Venture Edition also features an awesome looking Yakima MegaWarrior Rooftop Basket, which allows for extra cargo carrying capacity on top of the SUV. While really useful for camping trips and the like, it’s tall and can make parking in urban garages a bit tight to say the least. In fact, you may not be able to park in some closed cover parking lots due to height restrictions, the basket increasing the already tall 4Runner Venture Edition’s ride height by 193 mm (7.6 in) from 1,816 mm (71.5 in) to 2,009 mm (79.09 in). The basket itself measures 1,321 millimetres (52 inches) long, 1,219 mm (48 in) wide, and 165 mm (6.5 in) high, so it really is a useful cargo hold when heading out on a long haul.

Heading out on the highway in mind, my Venture Edition tester’s 17-inch TRD alloys and 265/70 Bridgestone Dueller H/T mud-and-snow tires did as good a job of managing off-road terrain as they held to the pavement, making them a good compromise for both scenarios. In such situations you’ll no doubt appreciate another standard Venture Edition feature, Toyota’s Kinetic Dynamic Suspension System (KDSS) that reduces body lean by up to 50 percent at high speed. This is important in a body-on-frame SUV that’s primarily designed for off-road, and thus comes with lots of wheel travel and a relatively soft suspension that’s easy on the backside through rough terrain. It’s a heavy beast too, weighing in at 2,155 kg (4,750 lbs), so KDSS really makes a difference on the highway, especially when the road gets twisty and you want to keep up with (and even exceed) the flow of traffic. It’s actually pretty capable through curves thanks to an independent double-wishbone front suspension and a four-link rear setup, plus stabilizer bars at both ends, but don’t expect it to stand on its head like Thatcher Demko did on the Canuck’s recent Vegas Golden Knights’ playoff run, or you’ll likely be hung upside down like the rest of the Vancouver team were when physicality overcame reality.

Physicality in mind, the 4Runner’s powered driver seat was very comfortable during my weeklong test, even when off-road. I was able to adjust the seat and tilt/telescopic steering wheel to a near ideal position for my somewhat oddly proportioned long-legged, short-torso five-foot-eight frame, allowing comfortable yet fully controlled operation, which hasn’t always been the case in every Toyota product, and some other brands’ I should add.

It’s also comforting its other four seats, the Venture Edition standard for five occupants while other 4Runner trims offer three rows and up to seven passengers. I’ve tested the latter before, and let’s just say they’re best left to kids or very small adults, although this five-seat model provides plenty of leg, hip, shoulder and head room in every position.

Even without the noted basket on top, the 4Runner provides 1,336 litres (47.2 cu ft) of cargo space behind its second row of seats, which I found more than ample for carrying all my gear. I tested it during the summer so didn’t find reason to use the 20-percent centre pass-through portion of its ultra-handy 40/20/40-split rear seatbacks, but this would be a dealmaker for me and my family due to our penchant for skiing. When all three sections of the rear seat are lowered the 4Runner offers up to 2,540 litres (89.7 cu ft) of max storage, which again is very good, while the weight of said payload can be up to 737 kg (1,625 lbs). Also important in this class, all 4Runners can manage trailers up to 2,268 kg (5,000 lbs) and come standard with a receiver hitch and wiring harness with four- and seven-pin connectors.

You won’t be able to achieve the 4Runner’s claimed 14.8 L/100km city fuel economy rating when fully loaded with gear and trailer, mind you, or for that matter its 12.5 L/100km highway rating or 13.8 combined estimate. My tester was empty other than yours truly and sometimes one additional passenger, so I had no problem matching its potential efficiency when going light on the throttle and traveling over mostly flat, paved terrain in 2H (two-wheel drive, high). If it seems thirsty to you, consider that it only uses regular fuel and will give you back much of its fuel costs in its aforementioned resale/residual value when it comes time to sell, as well as dependability when out of warranty.

One of the reasons the 4Runner holds its value is lack of change, although Toyota wholly improved this 2020 model’s infotainment system for a much better user experience and lots of advanced features. The 8.0-inch touchscreen incorporates Android Auto, Apple CarPlay, Amazon Alexa and more, while I found its Dynamic Navigation with detailed mapping very accurate. The stock audio system decent as well, standard satellite radio providing the depth of music variety I enjoy (I’m a bit eclectic when it comes to tunes), while the backup camera only offers stationary “projected path” graphic indicators to show the way, but the rear parking sensors made up for this big time. Additional infotainment functions include Bluetooth phone connectivity, a helpful weather page, traffic condition info and apps, meaning that it really lacks nothing you’ll need.

The primary instruments are somewhat more dated in appearances and functionality, but they still do the job. The Optitron analogue dials offer backlit brightness for easily legibility no matter the outside lighting conditions, and the multi-information display in the middle includes the usual assortment of useful features.

My 4Runner Venture Edition interior’s fit, finish and general materials quality was actually better than I expected, leaving me pleasantly surprised. All of its switchgear felt good, even the large dash-mounted knobs, which previously felt too light and generally substandard, are now more solid and robust. Tolerances are tight for the other buttons and switches too, and therefore should satisfy any past 4Runner owner.

The overall look of the dash and door panels is rectangular, matching the SUV’s boxy exterior style. That will probably be seen as a good thing by most traditionalists, its utilitarian appeal appreciated by yours truly, at least. I was surprised to see faux carbon fibre-style trim on the lower console, and found the dark glossy metallic grey surfacing chosen for the centre stack, dash trim and door panel accents better than shiny piano black plastic when it comes to reducing dust and scratches. Padded and red stitched leatherette gets added to the front two-thirds of those door panels, by the way, the same material as used for the side and centre armrests, while Toyota adds the red thread to the SofTex-upholstered seat side bolsters too, not to mention some flashy red “TRD” embroidery on the front headrests. Again, I think most 4Runner fans should find this Venture Edition plenty luxurious, unless they’re stepping out of a fully loaded Limited model.

Being that we’re so close to the 2021 model arriving, take note it will arrive with standard LED headlamps, LED fog lights, and special Lunar Rock exterior paint, while new black TRD alloys will soon get wrapped in Nitto Terra Grappler A/T tires for better off-road traction. Additionally, Toyota has retuned the 2021 model’s dampers to improve isolation when on the trail. Word has it a completely new 4Runner is on the way for 2022, so keep this in mind when purchasing this 2020 or one of the upgraded 2021 models.

Also worthwhile to keep in mind is Toyota factory leasing and financing on this 2020 4Runner from 3.99 percent, or zero-percent factory leasing and financing on 2019 models if you can locate one. Check out 2019 and 2020 Toyota 4Runner Canada Prices pages to find out more, and remember that a CarCostCanada membership won’t only notify you of available financing and leasing rates, but also provides available rebate information as well as all-important dealer invoice pricing that can save you thousands when negotiating your next new vehicle purchase. Download the free CarCostCanada app from the Apple Store or Google Store to make sure you have all this critical info available whenever you need it. After all, why should you pay more if you don’t have to?

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay

CarCostCanada

Porsche tops 2020 J.D. Power and Associates APEAL study

2020 Porsche 718 Cayman — Porsche’s sports cars are amongst the industry’s most reliable.

Everyone knows that you can’t depend on a sports car, right? Those familiar with all things Porsche will already know that’s a common misconception, and their belief would’ve been further strengthened when learning about Porsche once again ranking near the top of all premium automotive brands in the current 2020 J.D. Power Vehicle Dependability Study.

It should therefore hardly be a surprise to find out that Porsche also places highly in the customer satisfaction studies, the automaker most recently earning the highest possible position in J.D. Power and Associate’s 2020 Automotive Performance, Execution and Layout (APEAL) Study, an honour it’s managed to achieve for two years in a row.

2021 Porsche Macan GTS — Porsche models are more APEALing, says a new J.D. Power study.

The APEAL study, which surveys customers that have owned current model year cars for at least 90 days, queries about their ownership experience, including how their vehicles drive.

“I am gratified at how excited our customers are with their new dream cars,” commented President and CEO of Porsche Cars North America, Inc, Klaus Zellmer. “Porsche believes in continuous improvement and winning the top spot again just encourages us to find new ways to delight our drivers.”

2021 Porsche Taycan Turbo S — Will Porsche have the most appealing electric model too?

To clarify, the 2020 APEAL Study delves into the “emotional attachment and level of excitement” that U.S. owners have for their new car, truck or SUV, and covers 37 attributes in order to come to their conclusions. The study also questions owners about their “sense of comfort and luxury” upon sitting inside, as well as the “power they feel when they step on the gas,” plus more, says Porsche North America in a press release.

The 2020 APEAL index score was measured on a 1,000-point scale, with Porsche earning 881 points resulting in this year’s highest brand average. Comparatively, competitive premium brands averaged 861 points.

In order to be sure of its findings, J.D. Power sampled 87,000 purchasers and lessees of 2020 model vehicles, collecting all of its data between February and May of this year. The study is now in its 25th year.

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2020 Jaguar F-Type SVR Convertible Road Test

Life is made up of choices, some being of a more practical nature and others less so. The 2020 Jaguar F-Type SVR Convertible could be seen as the antitheses of the latter category, although it represents such great value for what it is, that you might think otherwise after reading this review.

Fortunately, over my 20-plus-year writing career I’ve had opportunity to test some of the most coveted sports cars available, from tiny, high-revving Lotus to thundering Vipers, plus others like the relatively inexpensive Mazda MX-5 to a somewhat otherworldly $2 million-plus Bugatti, so therefore with all this in perspective the 2020 F-Type SVR’s entry price of $141,700 for the Coupe and $144,700 for the Convertible merely sits on the lower side of high-end, and thus quite reasonable.

Right about now, some will look at the SVR’s mid-six-figure price range and eagerly want to read on, possibly learning for the first time just how affordable this fabulous looking, potently-powered sports car is, while others my just continue to read out of interest, knowing there’s absolutely no way they’d spend the equivalent of a house down-payment on a car, at least not until some of their key investments start paying dividends again.

Speaking of iconic six-figure performance cars, I’ve enjoyed many Porsche 911 Turbos over the years, not to mention a plethora of other body styles and trims stemming from this quintessential sports car, and all have provided thrills aplenty. The 911 is a key rival to the F-Type, with the Turbo and Turbo S its pinnacle trim lines. The SVR is the same for Jaguar’s F-Type, and I’ve spent many weeks behind the wheel of the latter as well. In fact, I’ve enjoyed weeklong tests with 2018, 2019 and 2020 F-Type SVR models, the first two being coupes and the most recent a convertible.

I personally tend to lean toward coupes more often than their open-air variants, mostly because the aesthetics of a fixed roof appeal to my senses, but also because I (like you) live in Canada, and only have opportunity to drop the top a few months of the year (especially lately, as our winters have been colder and summers shorter). Still, there are a number of reasons I could be pulled in the direction of this Madagascar Orange-painted F-Type SVR Convertible, the sound emanating from its tailpipes certainly high on the list.

Don’t get me wrong, the hardtop version provided nearly the same rasping exhaust note from its titanium Inconel tailpipes, but it was easier to hear when the triple-layer Thinsulate fabric roof was powered down. Both squeeze Jaguar’s 5.0-litre V8 between the strut towers as well, but the wind-in-the-hair sensation provided by the roadster somehow makes its 575 horsepower and 516 lb-ft of torque feel stronger.

I drove with the top down through most of my summer sun-soaked test week, and while I wasn’t ever tempted to find out what category of whirlwinds ensued inside the cabin after 3.7 seconds of zero-to-100-km/h sprint time was quickly left behind and its 314-km/h (195-mph) top track speed was attained (the coupe is good for 322 km/h or 200 mph), it nonetheless provided nonstop stoplight thrills, outrageously quick highway passing manoeuvres, and canyon careening capabilities like few cars available.

Power comes from Jaguar’s AJ-8 eight-cylinder engine, a well-seasoned veteran that’s been around (in one form or another) since 1997, and while fuel economy isn’t its strong suit (if anyone driving this car cares, it’s rated at 15.6 L/100km in the city, 10.4 on the highway and 13.3 combined), straight-line performance and an adrenaline-inducing exhaust note are.

As you can clearly see, styling is another F-Type strength, even when this car’s long, reverse-hinged “bonnet” is lightly filled with its standard turbo-four, but the SVR delivers even more visual highlights than lower-end models thanks to a generous helping of aerodynamic components and trim made from ultra-light, super-strong carbon fibre.

Likewise, for the interior that comes standard with a greater sense of occasion than most peers. It’s downright stunning thanks to perforated Windsor leather that’s quilted into a gorgeous diamond-like pattern on both the inner seat panels and door insets, as well as solid leather with contrast stitching elsewhere. What’s more, a plush suede-like micro-fibre covers much of the dashtop, headliner and each sun visor, while carbon fibre and beautifully detailed brushed and bright metals tastefully highlight all the right places. The F-Type SVR’s cabin clearly looks British, but its design is more modern (there’s no wood) than the old parlour club atmosphere the brand used to be known for.

Jaguar has made even longer strides in digital infotainment in recent years, with the F-Type’s primary instruments not yet wholly digital yet still filled with a large, colourful multi-info display stuffed between a glorious set of analogue dials. It includes the majority of functions found on the centre touchscreen, is no problem to read, and easy to scroll through with the steering wheel switchgear.

The just-noted centre-mounted infotainment system is even easier to use and filled with attractive high-definition graphics, as well as loads of useful functions such as navigation, audio/media with satellite radio, Bluetooth, climate controls, a multi-view camera, apps, and Android Auto or Apple CarPlay.

Even better, Jaguar’s My Dynamic Setup page allows the setup of individual drive system combinations, so you can have top performance of the engine and transmission, along with a softer suspension setting, or vice versa. This can be ideal for fast-paced travel on rougher roads, where a firmer suspension would actually slow you down.

Although similarly powerful, the Porsche Turbo I mentioned earlier is quite a bit faster than the F-Type SVR off the line, and both feel very different when pushed hard on the track or on a winding country backroad. This said the German car isn’t necessarily more fun to drive quickly, especially if a car’s engine and exhaust note makes a difference to your driving enjoyment.

I’ve gone on about the F-Type SVR’s auditory delights too much already, so for now will focus on the car’s lightweight, rigid aluminum body structure and nicely sorted aluminum suspension setup, that’s wonderfully reactive to subtle inputs at high speeds. Likewise, my tester’s optional carbon ceramic brakes combined ideally with the SVR’s 20-inch alloy wheel/performance tire combo to stop the car in short order, making brake fade a non-issue. The F-Type SVR is an amazingly capable car if you’re bold enough to test its outer limits, but once again I’m not going to imply it’s at the same level of extreme performance as a current 911 Turbo. Still, for those with performance driving skills, the Jaguar can be even more fun.

Now that we’re comparing the two cars (and there are a number of others that could be added to the list, so by all means don’t limit your shopping to just two), the 2020 F-Type SVR is a superb deal when placed beside the new 911 Turbo. As noted earlier, the British car starts at a mere $141,700 in Coupe form or $144,700 as a Convertible, compared to a respective $194,400 and $209,000 for the regular Porsche Turbo (there’s an even quicker Turbo S above this that costs considerably more). As noted, the 911 Turbo is much faster off the line, with the F-Type SVR more in line with Porsche’s 911 Carrera S and 4S models that start at $132,700, but let’s not forget that there’s a great deal more to sports cars like these than performance.

Case in point, some much less expensive Ford Mustangs are equally fast, while the all-new mid-engine Chevy Corvette can sprint from zero to 100km/h in the high-two range. Of course, I’m not trying to compare the F-Type or 911 to a Mustang or even the ‘Vette, but I’m sure you understand what I’m getting at. Along with its strong performance, the F-Type SVR provides a level of decadent luxury few cars in any price range can compete with, not to mention beautifully crafted metals, exposed carbon fibre trim inside and out, plus much more.

Making things better, a quick glance at our 2020 Jaguar F-Type Canada Prices page shows up to $8,950 in additional incentives available to those purchasing the car right now. If you’d rather go with the mid-cycle updated 2021 F-Type, it’s already being offered with up to $6,000 off, and while we’re talking about the 2021, Jaguar isn’t offering an SVR version yet, but instead boasts the same 575-hp V8 in the lesser F-Type R. This trim starts $20,400 lower down the price range for the coupe too, or $20,800 for the 2021 R Convertible, but don’t expect to get all of the SVR’s upgrades. I’m guessing a more formidable F-Type SVR will arrive soon, so stay tuned.

All in all, today’s 2020 Jaguar F-Type SVR is a superb offering from one of the oldest, most respected premium brands in the industry, and I think it’s very well priced for everything you’re getting.

Story and photo credits: Trevor Hofmann

Photo editing: Karen Tuggay