CarCostCanada

2019 Hyundai Accent Ultimate Road Test

2019 Hyundai Accent Ultimate
The Hyundai Accent Sedan is dead in Canada, with only a handful available across the country.

The car you’re looking at has given up on Canada and moved to the States. Yup, it’s true. Call it a traitor if you want, but Hyundai’s subcompact Accent Sedan won’t be available north of the 49th after this 2019 model year, so if you’ve always wanted to own a new one you’d better act quickly.

Fortunately for us, the more practical hatchback version is staying, complete with a new engine and new optional continuously variable transmission, the latter replacing the conventional six-speed automatic found in the 2019 Accent Sedan being reviewed here. The U.S., incidentally, loses the hatchback variant that we prefer. How different our markets are, despite (mostly) speaking the same language and being so close.

So why is this subcompact carnage occurring? It comes down to sales, or a lack thereof. Hyundai Canada only sold 202 Accents last month, but it’s brand new Venue crossover SUV, which is more or less the same size as the Accent hatch, yet an SUV so it’s going to be much more popular, sold 456 units in its first-ever month of January 2020. I think the Venue is going to sell big time, as I’ve been driving one in between writing this review of the Accent, and am thoroughly impressed. It’s also the least expensive SUV in Canada, which won’t hurt its popularity either.

2019 Hyundai Accent Ultimate
The Accent will continue in its hatchback body style for 2020, its trunk now only available in the U.S. market.

I’m not sure if the Venue will surpass Kona sales, the larger utility finding 1,651 buyers last month and an amazing 25,817 during its first full year of 2019, which incidentally saw it first in its subcompact class (the same segment the Venue is entering now), resulting in a shocking 7,000-plus units ahead of the Nissan Qashqai. So car fans should be happy Hyundai kept its Accent here at all, especially considering how many of its peers have departed over the past couple of years for the same reasons (like the Nissan Versa Note, Toyota Prius C and Yaris Sedan, Chevy Sonic, Ford Fiesta, etc).

At least the Accent remains near the top of its class, only outsold by its Kia Rio cousin last month, 243 deliveries to the Accent’s aforementioned 202, but beating the Yaris’ 190 sales, a car that took the top spot away from the Accent last year, a position Hyundai has held for as long as I can remember. Who knows which subcompact car will be in the lead when the final tally gets sorted out once December 31, 2020 has passed?

2019 Hyundai Accent Ultimate
LEDs enhance the headlamps while chrome-trimmed fogs and sharp looking alloy wheels dress up this Ultimate trim.

Most of us should be able to agree that this 2019 Accent Sedan won’t do much to increase the Accent’s overall numbers this year. Certainly Hyundai will appreciate your buying one of the handful remaining, and yes I checked and there are plenty of retailers with new ones in stock across the country, but more dealers have sold out and are therefore saying hello to the updated 2020 Accent Hatchback, which looks identical yet gets the revised engine I mentioned earlier in this review, plus a totally new optional continuously variable transmission (CVT), the latter in place of the now departed six-speed automatic gearbox integrated into my 2019 tester.

I must admit to having divided feelings about these mechanical upgrades, because the changes seem to be only benefiting fuel economy at the expense of performance. This 2019 Accent boasts a reasonably strong 132 horsepower from its 1.6-litre four-cylinder engine, plus 119 lb-ft of torque, whereas the fresh new 2020 model’s 1.6-litre four features some cool new “Smartstream” tech, but nevertheless loses 12 horsepower and six lb-ft of torque, the new ratings only 120 and 113 respectively.

2019 Hyundai Accent Ultimate
Attract LED taillights grace the Accent Sedan’s hind quarters.

To clarify, the Accent’s Smartstream G1.6 DPI engine has little in common with the Smartstream G1.6 T-GDi engine found in the new Sonata. The Accent’s engine is naturally aspirated with four inline cylinders, dual-port injection (DPI), continuously variable valve timing, and a new thermal management module that warms the engine up faster to optimize performance and efficiency, whereas the Sonata’s four-cylinder is downright radical in comparison.

That turbo-four is configured into a V, which will be fabulous for packaging into smaller engine bays of the future and ideal for mating to hybrid drivetrains that could potentially fit into the engine bays of current models. It puts out 180 horsepower and 195 lb-ft of torque due, in part, to an industry-first Continuously Variable Valve Duration (CVVD) system that improves straight-line performance by four percent while improving fuel economy by five percent and reducing emissions by 12 percent. A Low Pressure Exhaust Gas Recirculation (LP EGR) system helps Hyundai to achieve the last number, but I’ll get into more detail about its advanced tech when I review the new 2020 Sonata Turbo.

2019 Hyundai Accent Ultimate
The Accent’s interior is put together well and big on features, but it’s missing soft-touch composite surfaces.

Respect should be paid to the technology behind the Accent’s new Smartstream G1.6 DPI engine, but clearly it’s more of an upgrade to an existing powerplant than anything revolutionary. Still, the new model’s improvement in fuel economy needs to be commended, with the 2019 Accent being reviewed here good for just 8.2 L/100km city, 6.2 highway and 7.3 combined whether employing its standard six-speed manual or available as-tested six-speed automatic, and the new 2020 Accent managing an impressive 7.8 L/100km in the city, 6.1 on the highway and 6.9 combined with its six-speed manual gearbox or 7.3 city, 6.0 highway and 6.6 combined with its new CVT—the latter number representing 12-percent better economy. 

As for the six-speed automatic in the outgoing Accent I’m reviewing here, it shifts smoothly, delivers a nice mechanical feel and even gets sporty when the shift lever is slotted into its manual position and operated by hand, so traditionalists should like it. Still, the 2020 Accent’s available CVT, called ITV by Hyundai for “Intelligent Variable Transmission,” should be thought of as an upgrade. Hyundai claims it simulates shifts so well you won’t be able to tell the difference (we’ll see about that), and don’t worry I’ll say how I really feel in a future road test review. Fortunately, CVTs are usually smoother than regular automatic transmissions, unless the simulated shifts are a bit off. Again, I won’t explain all the details that make Hyundai’s new CVT better than the rest, saving this for that model’s review, but for now will say that it features a wide-ratio pulley system Hyundai claims to provide a broader operation ratio than older CVTs, which improves fuel economy when higher gear ratios are being used and enhances performance when lower ratios are employed.

2019 Hyundai Accent Ultimate
Everything is well organized from a driver’s perspective.

The 2019 Accent Sedan delivers sportier performance than most in this class, thanks to the powerful little engine noted earlier, plus the engaging manual mode-enhanced gearbox, while its ride quality is comforting due to a well-sorted front strut and rear torsion beam suspension system, and should continue being good in the new 2020 as Hyundai doesn’t make any noted changes. Handling is also good, or at least good enough, the Accent’s electric power steering system delivering good directional response and overall chassis quite capable through the corners if kept at reasonable speeds. Hyundai incorporates standard four-wheel disc brakes, which do a good job of bringing the Accent down to a stop quickly, making the car feel safe and stable at all times.

Changing course, the Accent’s cabin is quite roomy for such a small car, particular when it comes to headroom. Legroom up front is pretty good too, and it should amply sized from side-to-side for most body types, plus I found the driver’s seat and steering wheel easy to position for comfort and control due to good tilt and telescopic steering column rake and reach. While all of the usual seat adjustments are included, there was no way to adjust the lumbar, but the seat is inherently good so I felt supported in all the right places.

2019 Hyundai Accent Ultimate
The Accent’s mostly analogue gauge cluster is clear and readable in almost any light.

Most cars in this class are tight in the back seat, and the Accent Sedan is no exception. Still, but two average-sized adults or three slender passengers, kids included, should fit in with no issue. I positioned the front seat for my longer legged, shorter torso five-foot-eight frame and had approximately two inches remaining between the front seatback and my knees, plus ample room for my feet while wearing winter boots. The seatbacks are finished in a nice cloth, which would be more comfortable if they touched my knees, but I doubt anyone wants to experience such a confining space either way. My small-to-medium torso felt comfortable enough as far as interior width goes, with about three to four inches at the hips and slightly more next to my left shoulder to the door panel, while about two and a half inches of nothingness could be found over above my head (not in my head… I can hear the jokes coming).

Hyundai doesn’t provide a folding armrest in the middle, however, so it lacks the comfort of a larger car like the Elantra or aforementioned Sonata, plus no vents provide air to rear passengers, but Hyundai does include a USB charger for powering passengers’ devices on the backside of the front console.

2019 Hyundai Accent Ultimate
A large infotainment touchscreen is filled with features in top-line Ultimate trim, while single-zone auto climate control sits below.

What about refinement? Strangely, Hyundai isn’t following the latest subcompact trend to pliable composite surfaces in key areas, which means others in this class are doing a better job of pampering occupants, at least in the touchy-feeling department. The dash top, for instance, and the instrument panel, door panels and most everywhere else is hard plastic, other than the leather-wrapped steering wheel of this top-line Ultimate model, plus the fabric door inserts, centre armrest, and cloth upholstered seats, of course. Unforgivable in the Canadian market, however, are hard shell plastic door armrests, which are downright uncomfortable.

Cutting such corners is a shame in a vehicle that does most everything else so well, although I should also criticize Hyundai for including an antiquated monochromatic trip computer in this top-line trim. It should be a full-colour TFT multi-information display this day and age, and on that note I don’t have a problem with its analogue gauges, even though some competitors are now beginning to digitize more of their clusters.

2019 Hyundai Accent Ultimate
The Accent’s rearview camera has active guidelines, not always included in its subcompact segment.

I’m guessing that Hyundai is hoping such shortcomings get forgotten quickly when the Accent’s potential buyers start adding up all the other standard and optional features before comparing its low pricing to competitors. On top of everything already mentioned my top line Accent Sedan came with proximity access with pushbutton start/stop, a fairly large centre touchscreen with Apple CarPlay, Android Auto, a host of downloadable apps, a rearview camera with active guidelines, plus much more. A single-zone automatic climate control makes sure the cabin is always at the right temperature, while my tester included three-way heatable front seats plus a heated steering wheel rim, the former capable getting downright therapeutic for the lower back.

The leather-wrapped steering wheel rim just mentioned is beautifully finished and nicely padded for comfort, while its spokes’ switchgear is very well done and complete with voice activation, audio controls, plus phone prompts to the left, and multi-information display plus cruise controls to the right. The turn signal/headlamp and wiper stalks are pretty premium-level as well. In fact, most of the interior buttons, knobs and switches make the Accent feel more expensive than its modest price range suggests. The same goes for the overhead console, which integrates yesteryear’s incandescent lamps yet boasts one of the most luxe lined sunglass holders I’ve ever felt, as well as a controller for the power moonroof.

2019 Hyundai Accent Ultimate
The front seats are comfortable, but no adjustable lumbar support.

The Accent Sedan’s rear seats fold individually in the usual 60/40-split configuration, adding more usability to the reasonably sized 388-litre (13.7 cu-ft) trunk, but this said the trunk lid is quite short which limited how much I could angle inside. Of course, a hatchback would solve this problem, so we should be glad Hyundai Canada chose to keep the more versatile of the two body styles for 2020. Hyundai provides a fairly large compartment underneath the load floor no matter which model is chosen, my tester’s mostly filled with a compact spare and the tools to change it, but there’s some space around its perimeter for smaller cargo.

So that’s the 2019 (and some of the 2020) Accent in a nutshell. If you really want a new Accent Sedan, you’d best begin to call all the Hyundai retailers in your city. I’ve checked, and some were available at the time of writing, but I’d recommend acting quickly. According to our 2019 Hyundai Accent Canada Prices page found right here on CarCostCanada, the most basic Accent Sedan in Essential trim with the Comfort Package starts at $17,349 (plus freight and fees), whereas this top-tier Ultimate Sedan can be had for $21,299, less discount of course. Retailers are motivated to sell, after all, so make sure to get a CarCostCanada membership to access info about manufacturer rebates, plus factory leasing and financing rate deals, which were available from zero percent at the time of writing (plus 0.99 percent for the new 2020 Accent), and as always your membership will give you access to dealer invoice pricing that could potentially save you thousands on a new car.

2019 Hyundai Accent Ultimate
The rear seats are comfortable, but legroom is limited and there’s not centre armrest.

As far as Accent Sedan alternatives go, Kia is keeping its Rio Sedan for 2020 (its basically the same as the U.S.-market Accent Sedan below the surface), and it also includes all the 2020 drivetrain improvements mentioned earlier in this review. As of the 2020 model year the Rio has become the only new subcompact sedan available in Canada, so South Korea’s alternative automotive brand has a good opportunity to lure in some new buyers it might not have been able to previously, while they’re still selling a 2020 Rio Hatchback.

Therefore you’ve got the option of snapping up this 2019 Hyundai Accent Sedan while some are still available, choosing the new 2020 Accent Hatchback with all of its mechanical updates, or opting for the same improvements in the Kia Rio Sedan or Hatchback. This said, maybe a new Hyundai Venue or Kona suits your style, as these two are superb subcompact crossovers only slightly more money. All in all it seems like Hyundai Motor Group has you covered no matter what you want in an entry-level vehicle, so the automaker’s future certainly looks promising.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Prius C Technology Road Test

2019 Toyota Prius C Technology
The Prius C remains a good looking subcompact hatch thanks to its 2018 refresh.

Toyota Canada stopped providing individual sales figures for its smallest hybrid back in 2017, even though the numbers weren’t much lower than in previous years. The car had been available for over five years without many updates after all, so deliveries probably should’ve slowed even more, but those of us outside of Toyota’s inner circle will never know how far they fell.

I have to admit to being curious about how the 2018 model year refresh impacted those sales results when it arrived during the same year, but unfortunately a “Prius Family” category was created for monthly Prius, Prius plug-in, Prius V and Prius C sales statistics in Canada, which meant learning how far sales had fallen through 2017, 2018 and the C’s final year of 2019, in order to question why Toyota discontinued it, became difficult.

Its cancellation may have nothing to do with sales, mind you. The Prius C shared underpinnings with the 2019 (and previous) Toyota Yaris subcompact hatchback, both having ridden on the Toyota B platform, and with the Toyota-built Vitz-based Yaris no longer available in North American markets at the close of 2019, this model now replaced by a Mazda2-based Yaris hatchback in Canada and the U.S. for 2020 (and as a Yaris sedan exclusively south of the 49th), it was probably a good idea to say sayonara to the Prius C as well.

2019 Toyota Prius C Technology
Large LED taillights, a narrow rear window, a sporty bumper and sharp alloy wheels make the 2019 Prius C Technology stand out.

Yes, I know about the new 2020 Yaris Hybrid offered in Japan and other world markets, and I’m well aware of the even more compelling 250-plus horsepower 2020 Yaris GR (Gazoo Racing), which could’ve completely taken over from Ford’s fabulous little Fiesta ST (RIP) if Toyota had chosen to go bold, so let’s hope the new 2020 Yaris Hatchback is more enticing than the Mazda2 was when it couldn’t gain much sales traction during its mostly forgettable summer of 2010 through winter of 2016 run.

As for the outgoing 2019 Prius C, it’s a very good car now in short supply. New 2019 models are still around, plus plenty of low mileage demos and pre-owned examples. I know this because I searched across most of Canada to find the majority of new C’s in the Greater Toronto Area and in Greater Montreal (there were no new ones left in Vancouver, as they were probably scooped up by the British Columbia Automobile Association’s Evo Car Share program that primarily uses the Prius C), while the model’s highly efficient hybrid electric drivetrain will continue being produced in the aforementioned (JDM) 2020 Yaris Hybrid and upcoming (for Asia and Europe) C-HR Hybrid.

2019 Toyota Prius C Technology
LED headlamps, fog lights, and 15-inch alloys come standard with Technology trim.

Back to the here and now, Toyota Canada is currently trying to lure in prospective 2019 Prius C buyers with zero-percent factory lease and financing rates, while all of the examples I found online were seriously discounted. These are two good reasons to consider a Prius C, but I should also point out (this being a road test review) that the little hybrid is a great little subcompact car too, all of which makes a fresh new review of this 2019 model relevant, even though we’re already so far into the 2020 calendar year (what happened to the new year?). On this note I’d like to say so long to a car that I actually enjoy spending time in, and consider its demise saddening for those of us who enjoy the fun-to-drive nature, easy manoeuvrability, and excellent efficiency of small cars.

The Yaris is a fun car to drive too, which makes sense being that both models ride on Toyota’s B platform architecture. It also makes sense for their exterior measurements not to be all that different, with the Prius C’s wheelbase stretching 40 mm (1.6 in) more than the Yaris’ to 2,550 millimetres (100.4 inches), and its overall length a significant 114 mm (4.5 in) longer from nose to tail at 4,059 mm (159.8 in). Additionally, the Prius C’s 1,715-mm (67.5-in) width makes it 20 mm (0.8 in) wider, while its 1,491-mm (58.7-in) height is actually 9 mm (0.3 in) shorter from the road surface to the topmost point of its roof.

2019 Toyota Prius C Technology
The Prius C’s cockpit places the primary instruments atop the centre dash.

Thanks the Prius C’s renowned Hybrid Synergy Drive powertrain, which consists of a 1.5-litre Atkinson-cycle four-cylinder internal combustion engine, or ICE, incorporating variable valve timing plus an exhaust heat recovery system, a 19-kWh nickel metal-hydride battery, a 45kW (60 hp) electric motor, and auto start/stop that automatically turns the engine off when it would otherwise be idling, before restarting it upon brake pedal left-off. While the C’s ICE likely weighs similarly to the 1.5-litre four in the Yaris, all of the other gear adds a quite a bit of mass to this subcompact car. In fact, a similarly equipped 2019 Yaris SE 5-Door Hatchback with its antiquated four-speed automatic hitting the scales at just 1,050 kilos (2,335 lbs) compared to 1,147 kg (2,529 lbs) resulting in 97 kg (214 lbs), while its 99 net horsepower rating (the combination of a 73 horsepower ICE and the aforementioned electric motor) is slightly down on the regular Yaris’ 106 horses, but the electric motor’s 125 lb-ft of instant torque, combined with the ICE’s 82 lb-ft, plus the lack of mechanical drag from the Prius C’s continuously variable transmission, more than makes up for its increased mass.

Remember way back at the beginning of this review when I mentioned the Prius C is fun to drive? It’s plenty quick off the line and quite agile through fast-paced curves, feeling much the same as the sporty Yaris hatchback, but this hybrid’s ride quality might even be better. It’s actually quite refined, with a reasonably quiet cabin, even at high speeds, and good comfort over rougher pavement like inner-city laneways and bridge expansion joints.

2019 Toyota Prius C Technology
The update centre touchscreen is a big improvement, and includes navigation in Technology trim.

As you might expect the Prius C is ultra-respectful at the pump too. Transport Canada rates it at 5.1 L/100km for both city and highway driving (and therefore combined too), which compares well to all rivals including Toyota’s own Yaris Hatchback that manages 7.9 L/100km city, 6.8 highway and 7.4 combined. 

The car in front of you is in its second model year since a major refresh, and I particularly like the changes made to a car that was already pretty decent looking. When compared to the outrageous styling of its bigger, elder brother, the regular Prius, this refreshed C is more conservative. It features new front and rear fascias including revised LED headlights and reworked LED tail lamps, plus renewed wheel covers and available alloys, while the cabin was updated with a new steering wheel, revised primary instrument cluster, and a renewed centre stack. The new infotainment touchscreen includes a standard rearview camera, this necessary to comply with then-new regulations that mandate backup cameras for safety’s sake.

2019 Toyota Prius C Technology
The Prius C incorporates the Prius’ trademark blue shift knob.

Speaking of staying safe, 2018 and 2019 Prius Cs incorporate Toyota’s Safety Sense C suite of advanced driver assistive systems as standard equipment, including automatic high beams, pre-collision warning, and lane departure alert. Additionally, the Prius C has nine airbags instead of the usual six, while direct tire pressure monitoring is now part of the base package.

As far as features go, Toyota eliminated the Prius C’s base model for 2019, which pushed the price up from $21,990 to $22,260 (plus freight and fees), but for only $270 they added everything from the previous year’s $900 Upgrade package including soft synthetic leather to the instrument panel, premium fabric upholstery, additional driver seat adjustments, cruise control, two more stereo speakers (totalling six), a rear centre console box, and a cargo cover to an ample assortment of standard equipment such as power-adjustable heated side mirrors, tilt and telescopic steering, steering wheel audio and HVAC controls, a 4.2-inch multi-information display, single-zone auto climate control, 6.1-inch touchscreen infotainment, Bluetooth, an exterior temperature gauge, etcetera.

2019 Toyota Prius C Technology
The Prius C’s driver’s seat is comfortable and supportive, plus covered in Toyota’s leather-like SoftTex upholstery in Technology trim.

During my search for new Prius Cs still available for sale I noticed a good mix of both trim levels, the Technology model shown on this page replacing the base car’s 15-inch steel wheels with covers for an attractive set of 15-inch alloy wheels, and the fabric upholstery swapped out for Toyota’s Softex breathable leatherette. Additionally, Technology trim enhancements include LED fog lights, proximity keyless entry with pushbutton start/stop, more sophisticated Touch Tracer controls on the much nicer synthetic leather-wrapped steering wheel, navigation, voice recognition, Gracenote connectivity, satellite radio, heated front seats, a power glass sunroof, plus more.

The 2019 Prius C Technology can be had for $27,090, which is an increase of just $140 from last year, representing great value when compared to any new hybrid. This becomes even more of deal when factoring in all the discounts I saw while searching online, not to mention the zero-percent financing Toyota is currently offering, and any other manufacturer rebates that may be available, so seriously consider snapping up a new Prius C before they’re all gone.

2019 Toyota Prius C Technology
The Prius C’s roomy rear quarters provide comfortable accommodations for most body types.

Incidentally, I sourced the financing rate and pricing right here on CarCostCanada’s 2019 Toyota Prius c Canada Prices page. CarCostCanada provides trim, package and individual option pricing on every mainstream car, SUV and truck sold in Canada, plus manufacturer rebate info, details about financing, and best of all, dealer invoice pricing that will give you an advantage when it comes time to negotiate your deal.

Interestingly, the Toyota model that probably put the final nail in the Prius C’s coffin is the entirely new 2020 Corolla Hybrid, which can be had for a reasonable $24,790 (plus destination and fees). It’s arguably a better car, but this said if you truly want or need a hatchback I can only imagine Toyota would be happy to put you into its bigger 2020 Prius, its entry price arriving at $28,550, and now optional with eAWD. The 2020 Prius Prime plug-in hybrid (PHEV) is available from $32,990 (take note that the Prime qualifies for some government rebates), while additional electrified Toyotas include the 2020 Camry Hybrid at $31,550, 2020 RAV4 Hybrid from $32,350, and the completely redesigned 2020 Highlander Hybrid from $45,490.

2019 Toyota Prius C Technology
The Prius C doesn’t give up much to Toyota’s own Yaris when it comes to cargo space.

Even without the Prius C, Toyota has a lot of hybrids on offer, but take note that a new RAV4 Prime plug-in will hit the Canadian market later this year, while the awkwardly styled Mirai fuel cell electric vehicle that ended production last year is set to arrive later this year in renewed form as well, and the photos I’ve seen were much easier on the eyes.

With respect to Toyota’s plans for plug-in battery electric vehicles (BEV), such as the Nissan Leaf, in June of 2019 Toyota announced a plan to add 10 new BEV models to its worldwide fleet during the first half of this current decade, all based on a single e-TNGA platform. By 2025 the Japanese company says that each of its models will include an electrified variant, so even something like the new Supra sports car will offer a hybrid drivetrain. This is bound to become very interesting. 

Until all of these innovative new models hit the market, you might want to take advantage of the great deals to be had on this 2019 Prius C, however, as it’s a very good little car that provides superb fuel economy, decent levels of refinement, a fairly spacious cabin, plus Toyota’s impressive reputation for producing durable electrified vehicles.

Story and photo credits: Trevor Hofmann