CarCostCanada

2020 Mercedes-AMG C 43 4Matic Wagon Road Test

2020 Mercedes-AMG C43 4Matic Wagon
The Mercedes-AMG C 43 4Matic Wagon is a fully capable sport sedan with the functionality of an SUV.

Modern-day crossover sport utilities are great, but let’s face it, most everyone’s got one these days. There’s a reason, of course, as they combine loads of practicality with car-like attributes, with some even coming close to matching the performance of sport sedans.

Mercedes’ AMG sub-brand is good example of the latter thanks to the German brand providing Canadian luxury buyers with hyper-tuned versions of their GLA subcompact SUV, GLC compact SUV (including the GLC Coupe), GLE mid-size SUV (the GLE Coupe only coming in AMG trims), and rugged G full-size off-road capable SUV, but take note that performance buyers wanting the same kind of utility as an SUV with even better cornering capability, due to inherently lower centres of gravity, can opt for Mercedes’ lineup of performance wagons too.

Mercedes has a long history of producing ultra-quick wagons, the 1979 (W123-body) 500 TE AMG quickly coming to mind, so it’s great news to diehard performance enthusiasts that the tradition continues to this day. Check out the brand’s retail website and you’ll easily find AMG-tuned versions of its C- and E-Class Wagons, including the AMG C 43 4Matic Wagon on this page, plus the AMG E 53 4Matic+ Wagon and AMG E 63 S 4Matic+ Wagon.

2020 Mercedes-AMG C43 4Matic Wagon
Great looking AMG C 43 4Matic Wagon can be made even more menacing by adding glossy black exterior accents via the AMG Night package.

While very practical for those with active lifestyles, the last car on this list might be outside of most buyers’ budgets at $124,200, although if you’re late for Johnny or Jenny’s morning skate there’s no better way to make up for lost time than in a five-door that can shoot from standstill to 100km/h in an unfathomable 3.3 seconds. The fire-breathing demon under the hood is Mercedes’ 603 horsepower 4.0-litre biturbo V8, while the $87,800 AMG E 53 4Matic+ Wagon still does pretty well with a 4.5-second run to 100 km/h from its 429 horsepower 3.0-litre inline six.

The smaller AMG C 43 4Matic Wagon is most affordable at $60,900, but don’t let its relatively inexpensive price make you think it’s by any means lethargic off the line. In fact, its 385-horsepower 3.0-litre biturbo V6, which features rapid-multispark ignition and a high-pressure direct injection system, launches it from zero to 100 km/h in just 4.8 seconds, much credit to 384 lb-ft of torque, and the noise emanating from its engine bay and available sport exhaust system means that its auditory delights are almost as delectable as the rush of speed to the head.

Interestingly, the only D-segment wagon on the Canadian market with similar engine specs to this AMG C 43 is Volvo’s 405 horsepower V60 Polestar, but as amazing as its engineering is, the Swedish automaker’s ultra-smooth 2.0-litre turbocharged and supercharged hybrid powertrain is not as stimulating as the AMG C 43 Wagon’s rambunctious V6, or for that matter its new AMG SpeedShift TCT nine-speed transmission, or its AMG tuned 4Matic all-wheel drive system.

2020 Mercedes-AMG C43 4Matic Wagon
LED cornering headlights, 19-inch alloys and glossy black details means that this AMG C 43 Wagon has some extras added.

I’ve seen the C 43 in black and it looks a lot more menacing than my tester’s Polar White, but Mercedes made up for its angelic do-gooder appearance with plenty of standard matte and optional glossy black exterior accents. Highlights include a black mesh front grille and lower vent gratings within a deeper front fascia, plus gloss-black strakes over corner vents, the mirror housings, the partial glass roof and roof rails, the side window trim, the aggressive rear diffuser, the four exhaust pipes, and the 19-inch alloy wheels encircled by Continental ContiSportContact SSR 225/40 high performance summer tires.

My test model’s LED headlights were style statements of their own, with each featuring a trio of separate lighting elements that look as good as the well-lit road ahead, while nice splashes of chrome around the body remind everything that this is AMG C 43 is a Mercedes-Benz after all, and therefore designed to be just as luxurious as it is sporty.

To that end, proximity keyless entry allows access to the cabin, where your eyes will likely first fixate upon two of the most impressive sport seats in industry. They’re covered in black perforated leather with red stitching and brushed aluminum four-point harness holes on their upper backrests, as well as a small AMG badge at centre. Then again, it’s quite possible you’ll first be distracted by the incredible door panel design, which gets even more brushed and satin-finish aluminum trim, as well as optional drilled aluminum Burmester speaker grilles and black leather with red stitching elsewhere.

2020 Mercedes-AMG C43 4Matic Wagon
This C 43 Wagon’s aggressive rear diffuser gets stuffed full of a free-flow AMG Performance Exhaust System.

The red-stitched, padded leather treatment continues over to the dash top and instrument panel, all the way down each side of the centre stack, while the latter features gorgeous optional carbon-fibre surfacing that extends down to the lower centre console that terminates at a big, bisected centre armrest/storage bin lid finished in yet more soft leather with red stitching.

Big in mind, two large glass sunroofs look like a single panoramic roof at first glance, yet provide more torsional rigidity than a full glass roof would. Considering the C 43 Wagon is capable of a 250-km/h (155-mph) terminal velocity, as well as harrowing at-the-limit handling, it’s critical to have a stiff body structure, and fortunately this minimizes the luxurious wagon’s wind and road noise.

Of course Mercedes wraps the roof pillars in the same high-quality fabric as the roofliner, which helps to reduce NVH levels somewhat, but most is due to the rigid body structure noted earlier, plus the various seals, insulation, engine and component mounts, plus more. Therefore it’s a near silent experience, other than the rumbling of the engine and/or the sensational Burmester audio system.

2020 Mercedes-AMG C43 4Matic Wagon
The AMG C 43 Wagon’s interior is exquisite.

It’s possible to control the volume of its 13 speakers from a beautifully detailed knurled metal cylinder switch on the right steering wheel spoke, this being only one of the C 43’s impressive array of steering wheel buttons, toggles and touch-sensitive pads. Yes, each spoke gets its own classic Blackberry-like touchpad that lets you scroll through the available digital gauge cluster or the main display on the centre stack. The steering wheel rim is as attractive as the metallic surfaced spokes, its partial Nappa leather-wrapping around flattened sides and bottom for an F1-inspired look, while a slim red leather top marker aligns the centre, and suede-look Dinamica (much like Alcantara) makes for better grip at each side.

I’d have to say there’s more satin-finish and brushed aluminum trimmings in the AMG C 43 than any rival, but rather than looking garish Mercedes pulls it off with a tasteful level of retro steampunk coolness that elevates it into a class of one. The highlight for me are its five circular air vents on the instrument panel, the three in the middle hovering above an attractive row of knurled metal-topped satin aluminum toggle-like switches, and these are only upstaged by a great looking knurled metal cylinder switch for the drive mode select, which includes Comfort, Sport, Sport+ and Slippery settings. There’s a rotating dial for the infotainment system too, this also finished in knurled aluminum, and positioned just underneath Mercedes’ trademark palm rest, which doubles as a touchpad with an upgrade.

2020 Mercedes-AMG C43 4Matic Wagon
No rival does door panels as nicely as Mercedes-Benz.

Premium brands mostly use better quality digital displays than their mainstream volume competitors, which is how it should be given their loftier prices, and Mercedes is no different. In fact, the most recently updated three-pointed star cars and SUVs include the brand’s ultra-advanced double-display design that seamlessly mates a tablet-style 12.3-inch screen directly in front of the driver for all primary gauges with an identically sized infotainment display. This said the current fourth-generation (W205) C-Class (S205 for the wagon) introduced in September of 2014 for the 2015 model year, and therefore in its seventh production year, hasn’t been updated with latest dash design yet, but its more conventional hooded analogue gauge cluster (with a big multi-information display at centre) can be swapped out for a 12.3-inch set of digital instruments when upgrading to the C 43 Wagon’s Technology package.

Mercedes digital instrument cluster is as colourful as any on the market, and very customizable with a variety of background designs and plenty of multi-info functions. It allows for many feature combinations as well, and can be set up with a traditional dual-gauge look, or the entire display can be a navigation map, for instance.

2020 Mercedes-AMG C43 4Matic Wagon
A feast for the eyes and the senses, the C 43’s cabin is beautifully detailed, very well made and extremely comfortable.

The AMG C 43 Wagon’s infotainment display is smaller at 7.0 inches, although it can be upgraded to 10.25 inches like my tester. As is common these days (although Mercedes was an initiator of the design), the centre display sits upright atop the dash, while its graphic design is as colourful and appealing as the just-noted gauge cluster. Its features are comprehensive, but take note you’ll need to use the aforementioned lower console-mounted controls for any tap, swipe and pinch finger gestures, as it’s not a touchscreen.

The Technology package I spoke of a moment ago will set you back $1,900, while together with the 12.3-inch digital instruments it also includes the active Multibeam LED headlamps mentioned earlier, plus adaptive high beam assist, while the gloss-black exterior accents mentioned before comes as part of a $1,000 AMG Night package.

2020 Mercedes-AMG C43 4Matic Wagon
A fully digital gauge cluster is optional, and it’s a brilliantly colourful, fully featured design with good customization capability.

The AMG Nappa/Dinamica performance steering wheel that I lauded earlier can be had if you choose the $2,400 AMG Driver’s package, which also adds the free-flow AMG performance exhaust system with push-button computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model sports 18s), increased top speed to 250 km/h (155 mph), and an AMG Track Pace app that allows performance data like speed, acceleration, lap and sector times to be stored in the infotainment system when out on the track.

If you’re really up on your AMG C 43 knowledge, and I have readers who are, you’ll immediately notice that my tester’s steering wheel is devoid of the extra switchgear the AMG Driver’s package includes for 2020, so no I must confess that the car you’re looking at is actually a 2019 model I drove last year, but didn’t get around to reviewing (bad journalist). New this year (2020) is an AMG Drive Unit that with F1-inspired switchgear attached below each steering wheel spoke, these designed for quickly making adjustments to performance settings. The pod of switches on the left can be assigned to features such as manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP system, and the AMG Performance Exhaust, while the circular switch on the right selects and displays the current AMG Dynamic Select driving mode.

2020 Mercedes-AMG C43 4Matic Wagon
The centre stack is well organized and impeccably finished, especially when upgraded to carbon-fibre surfacing.

By the way, the C 43 Wagon on this page is otherwise identical to the 2020 model, except for twin rear USB ports that are now standard in all 2020 C-Class models. Likewise, the $5,600 Premium package included with my test car is the same as the one found in the 2020 C 43 Wagon, both featuring proximity keyless entry, the touchpad infotainment controller, and the 590-watt Burmester surround sound system, as well as an overhead bird’s-eye parking camera, Android Auto and Apple CarPlay smartphone integration, a very accurate navigation system, voice control, satellite radio, real-time traffic information, a wireless phone charging pad, an universal garage door opener, semi-autonomous self-parking, rear side window sunshades, and a power liftgate with foot-activated opening.

The $2,700 Intelligent Drive package was also added, this collection of goodies including Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.

2020 Mercedes-AMG C43 4Matic Wagon
The high-definition centre display provides myriad functions and superbly colourful graphics.

While the hot looking $250 designo red seatbelts certainly deserve attention, I’ll refrain from delving into standard features and options as this review is already epic. My C 43 Wagon was nicely loaded up and even base models are generously equipped, while their finishing is second to none in this class. Most important amongst AMG cars is the driving experience, however, and to that end I couldn’t help but also notice the impressive dual-screen backup and 360-degree surround camera with dynamic guidelines as I backed out of my driveway, but strangely to those not familiar with Mercedes-Benz, this sport wagon’s auto shifter remains on the column like classics from the good old days. While this might seem a bit old school, it’s actually efficiently out of the way. One flick of the stalk-like lever and it’s state-of-the-art electronic innards will make themselves known, while pressing the Park button is a dead giveaway that it’s hardly an automotive anachronism. Look to the steering wheel-mounted paddles for manual shifting, something I found myself doing more often than not thanks to the superbly engineered nine-speed automatic gearbox.

2020 Mercedes-AMG C43 4Matic Wagon
Performance seats don’t get any better than this.

Of course it’s smooth, Mercedes never forgetting the C 43 Wagon’s pragmatic purpose, but the transmission’s AMG programming puts an emphasis on performance. Its nine speeds result in a wider range of more closely spaced ratios that shift lickety-split quick, while previously noted AMG Dynamic Select’s Comfort, Sport and Sport+ modes truly add to the magic. This said, Mercedes included three overdrive ratios for optimizing fuel economy, which together with ECO Start/Stop that automatically turns off the engine when it would otherwise be idling adds to its efficiency while also reducing emissions. The end result is good fuel economy considering the power on tap, the C 43 Wagon capable of an estimated 12.4 L/100km city, 8.9 highway and 10.8 combined in both 2019 and 2020 model years.

Of course, all-wheel drive saps energy while enhancing traction, but the C 43’s AMG 4Matic AWD system provides a good balance of efficiency and at-the-limit grip. To manage the latter it has a fixed 31:69 front/rear torque split, while a nicely weighted electromechanical power-assist rack-and-pinion steering system provides good feel, and a standard AMG Ride Control Sport Suspension includes three-stage damping for exceptionally good road-holding. Even with the traction/stability control turned off it delivered good mechanical grip, only stepping out at the rear when pushed ultra-hard and then doing so with wonderful predictability.

2020 Mercedes-AMG C43 4Matic Wagon
Rear seat roominess and comfort is great.

If you’ve never taken the opportunity to drive something as fast and capable as the C 43 you’ll be amazed at this compact wagon’s command of the road. This includes stopping power due to a racetrack-ready AMG Performance Braking system featuring perforated 360 mm rotors and grey-painted four-piston fixed calipers in front, and a solid set of 320 mm rotors in back. Astute readers may have noticed I said perforated instead of cross-drilled, and my words were chosen carefully because the C 43’s front discs are actually cast with holes from the onset in order to add strength and improve heat resistance. This process results in extremely good braking prowess, even when laying into them too hard and too often during high-speed performance driving. I’d say they’re the next best thing to carbon-ceramic brakes, although they feel nicer for day-in-day-out use.

As fun as the AMG C 43 is to drive, let’s not forget that it’s five-door layout makes it extremely practical. It’s spacious in front with a driver’s seat that was as comfortable as any in the D-segment, while the rear seats provide good support and plenty of space for stretching out the legs. A folding centre armrest includes pop-out cupholders along with a shallow storage bin, or if you need to load long cargo in back take note the centre portion of the C’s 40/20/40-split rear seatback can be lowered. Additionally, the rear seats flip forward automatically by way of two electric buttons, making the C 43 as convenient to live with as it’s brilliantly fun to drive. In the end, cargo capacity can be expanded from 460 to 1,480 litres, which means that it’s luggage volume sits between the GLA- and new GLB-Class subcompacts.

2020 Mercedes-AMG C43 4Matic Wagon
Second-row seatbacks that fold 40/20/40 mean that rear passengers can enjoy the window seats when long cargo is stored down the middle.

It truly is cool to be practical, at least if you’re driving an AMG C 43 Wagon. All of Mercedes-Benz’ AMG wagons deliver big on spacious, comfortable, luxurious performance, not to mention prestige, so the fact that Mercedes is now offering up to $5,000 in additional incentives on 2020 C-Class models is impressive.

To learn more go to our 2020 Mercedes-Benz C-Class Canada Prices page where you can find out about all C-Class body styles, trims, packages and standalone options, and then build the car you’re interested in. What’s more, a CarCostCanada membership will fully prepare you before even speaking with your Mercedes retail representative, by informing you about any available manufacturer rebates, financing and/or leasing deals, and dealer invoice pricing (the price the dealer pays for the car before marking it up), which means you’ll be able to negotiate the best deal possible.

Right now most Mercedes-Benz dealers will bring the car you’re interested in to your home so you can so you can test it without having to go to the dealership, and don’t worry as the entire car will have been sterilized before you poke around inside and take it for a drive. Considering the incentives available for the AMG C 43 Wagon and just how impressive it is overall, you may want to take them up on that.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

CarCostCanada

2019 Volkswagen Golf Alltrack Execline Road Test

2019 Volkswagen Golf Alltrack Execline
Updated just last year, the Golf Alltrack is going away too early.

As part of collecting data for this review I searched through every Ontario, BC and Alberta Volkswagen dealer site I could find, at which point I realized they were stuck with a much higher number of 2019 models than other brands (I’ve been doing this a lot for most brands lately). This, of course, should be beneficial to anyone purchasing a VW right now, as they would’ve already had a lot of stock they’d want to get rid of before the virus arrived, and must be seriously motived now.

One of the cars on VW’s list of leftovers is the 2019 Golf Alltrack, which was also discontinued last year, so they’re even more motivated to sell their remaining inventory. I’m guessing the dealers are more motivated than Volkswagen Canada, however, as the manufacturer has only put $1,500 in additional incentives on the hood, so to speak, this according to the 2019 Volkswagen Golf Alltrack Canada Prices page right here on CarCostCanada.

When you sign up for a CarCostCanada membership you have access to the 2019 Golf Alltrack’s dealer invoice price, which means you’ll know exactly what your local VW retailer paid for it and potentially how far he or she is willing to discount it. You’ll also know about any manufacturer rebates and financing/lease rate deals currently available.

2019 Volkswagen Golf Alltrack Execline
Wholly practical yet still fun to drive, the Alltrack takes Golf traditions to new heights.

Getting the best deal on a car is important, but getting the best car for your lifestyle is even more so. To that end the Golf Alltrack is a car I’d actually consider owning, as it suits me to a tee. To my eyes it’s attractive, even more so than the Golf SportWagen it’s based on. That model gets discontinued after the 2019 model year too, incidentally. The Golf Alltrack’s one-inch taller ride height and beefier body cladding work ideally with its long, angular body, while all of its aluminum-look trim, including stylish silver side mirror housings, give it a near-premium persona.

As with all new Golf-based models, the Alltrack’s interior is arguably its most impressive attribute. Luxury details abound, like cloth-wrapped A pillars, a pliable composite dash top that extends down to the midpoint of the instrument panel, the same soft-touch synthetic used for the front door uppers, an beautifully detailed leather-clad flat-bottom sport steering wheel with wonderfully thin spokes filled with high-quality switchgear, stylish grey carbon-fibre-like dash and door trim, gloss-black highlights in key areas, and a nice assortment of satin-finish metallic accents elsewhere.

The monochromatic multi-information display (MID) positioned between the otherwise legible gauge cluster wasn’t very advanced when testing this car in 2017 and still isn’t, especially from a brand that makes an ultra-impressive fully digital primary display in some of its other models, while the majority of its compact crossover competitors provide full-colour TFT MIDs stock full of features in their most basic trims.

2019 Volkswagen Golf Alltrack Execline
Full LED headlights, LED fog lamps, 18-inch alloys and cool aluminum-look trim, the Alltrack Execline is an impressive near-luxury crossover.

On a much more positive note, the Alltrack’s standard infotainment system is excellent, this Execline model and the base Highline trim replacing the old outdated 6.5-inch centre touchscreen with a much more up-to-date 8.0-inch display for 2019, once again complete with Android Auto, Apple CarPlay and MirrorLink smartphone integration, and a larger more useful reverse camera (but oddly with static guidelines), while the Execline gets exclusive navigation with nice map graphics and accurate route guidance.

Yet more infotainment features include voice recognition, Bluetooth phone and streaming audio, a great sounding nine-speaker Fender audio system replacing the standard six-speaker unit, satellite radio, various apps, car system features, and more, while the display’s cool factor is proximity-sensing tech that causes hidden digital buttons to pop up when your hand gets near.

Being that I mentioned updates from the 2017 model I reviewed back in the day, I should provide some history as well as a few additional changes made over the past two model years. The Alltrack arrived on the scene in 2016 for the 2017 model year, and was actually refreshed for 2018 with LED signature lights in both its base halogen headlights and upgraded full LEDs, while new LED tail lamps also featured their own signature style and VW updated the front and rear fascias so subtly I couldn’t tell the difference (but the press release said it so it must be true).

2019 Volkswagen Golf Alltrack Execline
Interior refinement is excellent for the class, and its feature set in Execline trim is very generous.

There were no changes from the 2018 to 2019 model, including the previous year’s available six-speed manual gearbox that wasn’t part of the 2017 lineup in Canada, while Execline trim now included paddles for shifting the optional six-speed DSG dual-clutch automatic.

The unique Peacock Green Metallic colour seen on my tester was new for 2018 too, pulled up to 2019 as well, as was White Silver Metallic that increased the total colour count to nine. My tester’s interior was done out in no-cost optional Shetland beige, always a good combination with green, although this colour can also be had with standard Titan Black.

VW makes every colour available in either Highline or Execline trim, the base model available from $31,200 plus freight and fees when suited up with the manual transmission or $1,400 more for the autobox, whereas Execline trim starts at $35,270 for the manual and $36,670 with the automated transmission, less the previously noted incentives and any additional discounts you’re able to negotiate after getting up to speed on dealer invoice pricing right here at CarCostCanada.

2019 Volkswagen Golf Alltrack Execline
From a brand that offers some of its models with fully digital gauge clusters, these old-school instruments seem a bit dated.

Execline trim adds an inch to the alloy wheels for an exclusive set of 18-inch rims wrapped in 225/40 all-season tires, while additional standard equipment includes LED headlamps with dynamic cornering, those paddle shifters with automatic I mentioned earlier, a navigation system, an SD card slot, the already praised Fender audio system (with a subwoofer), front sport seats, a 12-way power driver’s seat with two-way power lumbar (that are truly excellent), and leather upholstery.

My test model also included the Golf Alltrack Execline’s only available upgrade package dubbed Driver Assistance Plus for $1,750. It features autonomous emergency braking with pedestrian monitoring, blind spot detection with rear cross-traffic alert, lane keeping assist, automatic high beams, adaptive cruise control with stop and go, and park assist with park distance control.

2019 Volkswagen Golf Alltrack Execline
Both Golf Alltrack trims get a new 8.0-inch touchscreen with loads of features, while top-tier Execline trim also includes navigation.

Items pulled up to the Execline from base Highline trim include 4Motion all-wheel drive, auto on/off headlamps with coming and leaving capability, fog lights, silver finished side mirror housings, silver roof rails, proximity keyless entry with pushbutton ignition, rain-sensing wipers, power windows, the previously noted leather-rimmed multifunction steering wheel, a leather-wrapped shift knob and handbrake lever, simulated carbon fibre decorative trim, brushed stainless steel pedals, two-zone auto HVAC, a USB port, three-way heated front seats, a two-way powered front passenger seat (that’s also eight-way manually adjustable), an auto-dimming centre mirror, ambient lighting, LED reading lights, illuminated vanity mirrors, a large power panoramic sunroof with a power sunshade made from an opaque cloth, a scrolling rear cargo cover, 12- and 115-volt power outlets in the cargo area, 60/40 split-folding rear seatbacks with a centre pass-through, etcetera.

The Golf Alltrack is identical to past models mechanically, with the 2019 once again getting VW’s 1.8-litre turbo-four capable of 170 horsepower and 199 lb-ft of torque. It produces robust yet smooth, linear power that results in a fairly fast sprint from standstill to highway speeds, and once on the freeway potent passing power, while its all-wheel drive system is ideal for rain, snow, and light-duty dirt and gravel roads.

2019 Volkswagen Golf Alltrack Execline
The hip-hugging 12-way powered leather-surfaced driver’s seat is ultra-comfortable and plenty supportive.

The Alltrack is rated at 11.1 L/100km city, 7.8 highway and 9.6 combined when mated to its base manual transmission, or 10.7 city, 8.0 highway and 9.4 combined with its automated gearbox, which are both reasonably good results for a compact crossover.

The Golf Alltrack rides on the compact segment’s usual front MacPherson strut and rear independent multi-link suspension design, and thanks to VW’s expertise this results in a comfortable ride and even better handling. Its one-inch taller ride height that comes from a special set of springs and shocks, helps the former attribute to make sense, because increased suspension travel normally aids ride comfort, and while the regular Golf SportWagen will likely outshine the Alltrack through the slalom the taller wagon is certainly more capable through such cones than an equivalently sized crossover SUV. The Alltrack’s speed-sensitive power steering provides good response and better than average feel, while a set of 286 mm vented front and 272 mm solid rear brake discs brings all the fun to a stop quickly.

2019 Volkswagen Golf Alltrack Execline
Let there be light! The Alltrack’s panoramic sunroof provides a lot of airy openness.

Ride and handling praise will be nothing new to those who read VW Golf reviews, but the big difference between the regular five-door hatchback and this Alltrack, or for that matter its SportWagen donor model, is cargo volume. Specifically, the two longer Golfs receive 368 litres (13.0 cubic feet) of extra capacity behind the 60/40-split rear seatbacks, and 362 (12.8 cu ft) more when lowered, the bigger two cars’ max cargo volume a respective measuring 861 and 1,883 litres (30.4 and 66.5 cu ft).

All Golfs include the convenience of a rear centre pass-through as well, making it easy to load in longer items like skis, poles, snowboards, 2x4s or what-have-you. This leaves the two more comfortable rear window seats available for passengers to enjoy. Also good, VW has added levers to each cargo wall for lowering those seatbacks automatically, but before doing you’ll want to remove the cargo cover within its ultimately over-engineered cross-member. Seriously, this part metal, part composite component weighs a lot more than you’re probably expecting, which is good if you want it to last for time and all eternity, yet maybe not so much if your muscles aren’t as toned as Patrik Baboumian’s (strongest man in Germany, just in case you were wondering).

Hopefully you won’t have any problem lifting the manual rear hatch because VW doesn’t offer a powered liftgate, but there is some extra stowage area below the load floor atop the space saver spare tire. Loads in mind, the Alltrack can manage 14 more kilos (31 lbs) of payload than the regular Golf, resulting in 459 kg (1,012 lbs) max.

2019 Volkswagen Golf Alltrack Execline
The rear seats are comfortable and there’s a lot of space in back to stretch out.

Just in case you’re considering the Alltrack instead of VW’s own Tiguan compact SUV, the Golf Alltrack is about 73 litres (2.6 cu ft) less spacious behind its rear seatbacks, however it can haul an extra 23 litres (0.8 litres) when those seats are folded down, which is pretty impressive when considering the Tiguan is one of the compact segment’s only three-row SUVs.

While the Tiguan is one of the more enjoyable compact SUVs to drive, I must admit to preferring the Golf Alltrack on the road. It’s cabin is finished to a higher standard as well, but all of that hardly matters now that this impressive German wagon is being phased out and the Tiguan will likely replace all collective Golf models as Canada’s top seller soon.

The recently redesigned Tiguan became 42.7 percent more popular year-over-year in calendar year 2018, growing to 21,449 unit sales, coming close to upstaging the Golf that edged it out by just 28 units. It took six different Golf models to achieve that tally, mind you, including the regular Golf hatchback, Golf GTI, Golf R, e-Golf, Golf SportWagen, and this Golf Alltrack. Calendar year 2019 saw Tiguan deliveries drop by 10.2 percent to 19,250 units from a previous high mark, whereas the Golf lost 8.4 percent to 19,668 examples through 2019. With the Golf Alltrack and SportWagen soon gone from the lineup, the Tiguan may potentially outsell the Golf range, although the way sales are looking right now due to the COVID-19 outbreak, 2020 won’t be a stellar year either way.

2019 Volkswagen Golf Alltrack Execline
The long Golf Alltrack provides loads of cargo space, while a centre pass-through means rear passengers get window seats even when loading in long items like skis.

Still, it’s a good year to purchase a Golf Alltrack, and probably the only year you’ll be able to get a new one (unless a straggler or two manages to remain unsold until 2021). While I happen to believe it’s one of the best compact crossovers on the market, before you call your local VW retailer or connect with someone online, please do your homework at CarCostCanada first. Remember, a CarCostCanada membership will provide you a full 2019 Volkswagen Golf Alltrack report with information about manufacturer rebates, financing and leasing deals, plus best of all, dealer invoice pricing that could literally save you thousands when negotiating your best deal.

As for spending time behind the wheel, most dealers will bring the car you’re interested in to your home so you can take it for a drive, after fully disinfecting it of course. If you ask them to bring you the latest Golf Alltrack, I feel fairly confident you’ll like it.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Mazda CX-5 GT AWD Road Test

2019 Mazda CX-5 GT AWD
With the 2019 Mazda CX-5 GT, style comes standard.

There have always been automotive brands that bridge the gap between mainstream and luxury, Buick quickly coming to mind. It fills a niche between Chevrolet and Cadillac in General Motors’ car brand hierarchy, but it doesn’t rise up to meet newer luxury marques like Acura and Infiniti in most buyers’ minds. Lately, Mazda has been playing to this audience too, and is arguably doing an even better job of delivering premium cachet in its highest GT and Signature trim lines.

Where brands like Buick, and even the two Japanese upstarts just mentioned, along with Lincoln, Genesis (speaking of upstarts), Lexus, Audi (and all of the VW group luxury brands including Porsche, Lamborghini and Bentley), plus BMW and Alfa Romeo (to a lesser extent) share platform architectures with lesser brands, Mazda is one of the auto industry’s very rare independent automakers, with no ties to any other global group. Amongst volume-production premium brands only Tesla stands independent, while none other than Mazda are independent within the mainstream volume sector.

2019 Mazda CX-5 GT AWD
The CX-5 provides a sporty profile for this utilitarian class.

Yes, even little Subaru is partially owned by Toyota, and Mitsubishi is part of the Renault–Nissan–Mitsubishi Alliance. Whether or not Mazda will be able to stay independent through the uncertain economic climate we find ourselves in now, and is likely before us, is anyone’s guess, but then again it could be the brand’s saving grace if things get ugly out there, and marginally successful brands like Mitsubishi, Infiniti, Chrysler, Buick and who knows what else get axed from our market. Mazda’s unique position in the market gives it a lot of room to grow, while their good design, the quality of their products, and their credible performance DNA give them a certain street cred that other brands can’t match.

Mazda’s move up to premium status starts with really attractive exterior styling that translates well into all segments and body styles, the sporty CX-3 subcompact SUV sharing some of its design cues with the all-new, slightly bigger CX-30 and the even larger compact CX-5 shown in this review, not to mention the biggest crossover SUV of the Mazda bunch, the mid-size three-row CX-9, while all share visual ties with the compact Mazda3 sedan/hatchback and mid-size Mazda6 sedan, plus the brilliant little MX-5 sports car.

2019 Mazda CX-5 GT AWD
LED headlamps are standard, but the signature elements within are part of GT trim and above, as are the tiny LED fog lamps.

Mazda has long dubbed its design language KODO for “art of the car”, but its latest models are inspired by KODO 2.0, which is the second-generation of its clean, elegant design philosophy. W saw a glimpse of KODO 2.0 in the stunning Vision Coupe and Kai concepts from the 2017 Tokyo Motor Show, the latter of the two more or less morphing into the newest Mazda3 Sport. KODO 2.0 has also made its impact on the brand’s SUV lineup, the CX-5 showing obvious signs of influence.

Mazda replaced the Ford Escape-based Tribute with the first-generation CX-5 in January of 2012; the Mazda3-based design a much more modern offering that elevated the Japanese automaker’s prestige and sales. The second-generation CX-5 arrived in 2017, and thanks to greater use of the KODO 2.0 design language it transformed into a much ritzier looking compact crossover.

2019 Mazda CX-5 GT AWD
GT trim provides leather seats and trim, in black or this classy Pure White colour.

The CX-5’s truly upscale atmosphere is best experienced inside, mind you, with premium features like cloth-wrapped A-pillars and a plush, padded dash top, upper and lower instrument panels, and door uppers front to back, plus they’ve trimmed out the interior with a tasteful dose of anodized aluminum accents, this nicely brushed treatment even highlighting some of the buttons, switches and knobs, some of the latter even getting knurled metal edging. Last but hardly least Mazda includes genuine Abachi hardwood inlays in its top-line Signature trim, but being that my tester was just a GT its inlays were fairly real look faux woodgrain, plus it didn’t include the Signature’s dark chocolate brown Cocoa Nappa leather and trim, the latter covering the door inserts and armrests as well as the seat surfaces, but the GT’s no cost Pure White leather was impressive enough.

Yes, the CX-5’s GT trim is actually nicer than most rivals’ top-tier models, but just to clarify the Signature goes way over the top with features like a satin chrome-plated glove box lever, satin chrome power seat switches, nicer cross-stitching on the steering wheel, richer Nappa leather upholstery, a black roof liner, a frameless auto-dimming rearview mirror in place of the GT’s framed version, LED illumination for the overhead console lighting, the vanity mirrors, the front and rear dome lamps and the cargo area light.

2019 Mazda CX-5 GT AWD
The sporty CX-5 cockpit is comfortable and nicely organized for optimal usability.

Additionally, Signature trim provides a nice bright 7.0-inch LCD multi-information display at centre, a 1.0-inch bigger 8.0-inch colour centre touchscreen display, an overhead surround parking camera system, front and back parking sonar, gunmetal grey 19-inch alloy wheels instead of the GT’s silver 19s, off-road traction assist, and the fastest Skyactiv-G 2.5 T four-cylinder as standard, this engine getting a Dynamic Pressure Turbo (DPT) resulting in 250 horsepower (with 93 octane premium fuel or 227 with 87 octane regular) and 310 lb-ft of torque (for 2020 it gains 10 lb-ft to 320 when fuelled with 93 octane), plus paddle-shifters on the steering wheel for the standard six-speed automatic gearbox.

That’s a strong engine for this class and optionally available for $2,000 in my as-tested GT (for 2020 the GT with the turbocharged engine also gets paddles, off-road traction assist, and an 8.0-inch colour touchscreen display), but my test model came with the base sans-turbo Skyactiv-G 2.5 four-cylinder mill featuring fuel-sipping cylinder deactivation and zero paddles behind the steering wheel. The entry-level engine makes a total of 187 horsepower and 186 lb-ft of torque, which might seem a lot less than the turbocharged upgrade, but is still about the same as provided in top trims by some of the segment sales leaders. Also good, the CX-5 uses a regular automatic with six actual gears rather than most competitors’ CVTs, and I must say that a traditional autobox is much more engaging.

2019 Mazda CX-5 GT AWD
The 2019 GT still uses Mazda’s classic three-dial gauge design, but the 7.0-inch semi-digital display from this year’s Signature trim is standard in the 2020 GT.

I should also mention that Mazda offers a 2.2-litre four-cylinder turbo-diesel engine in the CX-5’s Signature trim that makes 168 horsepower and 290 lb-ft of torque. The Signature starts at $40,950 plus freight and fees, incidentally, and tops out at $45,950 with the diesel upgrade, so you might want to figure out how much you’re going to be driving over the lifetime of your car before anteing up $5k extra for the oil burner. This said, make sure to look around for any available CX-5 Signature Diesels, being that this upgrade was part of the 2019 model year (before writing this review there were quite a few available in each province, but nowhere near as many as those powered by good old gasoline).

I’ve driven the diesel, by the way, and liked it a lot, but its 8.9 L/100km city, 7.9 highway and 8.4 combined fuel economy rating doesn’t improve enough over the quicker turbo-four that manages a reasonably thrifty 10.8, 8.7 and 9.8 respectively, so the only thing that could possibly make more sense than discontinuing it would’ve been not bringing it to market at such a high price at all. My less powerful GT test model, which features standard i-Activ all-wheel drive (AWD) and can be had from $37,450, is capable of a claimed 9.8 L/100km in the city, 7.9 on the highway and 9.0 combined, while the same engine with FWD (standard with the $30,750 GS model) is the most efficient trim of all at just 9.3 city, 7.6 highway and 8.5 combined.

2019 Mazda CX-5 GT AWD
The regular 7.0-inch infotainment system is good, but I suspect it will grow in size for the CX-5’s next redesign.

There’s actually a fourth engine available too, another 2.5-litre four-cylinder found in the $27,850 base GX model, albeit this one comes without cylinder deactivation. It offers up the same performance specs, but is good for only 9.7 L/100km city, 7.8 highway and 8.8 combined with FWD, and a respective 10.2, 8.2 and 9.3 with AWD. Power from both axles requires a $2,000 investment in both base GX and mid-range GS trims, incidentally, while AWD comes standard with GT and Signature trims.

The 2019 CX-5’s list of standard and available features is extremely long, but I should itemize the GT model’s standard equipment being that it’s the one I tested. Therefore, items standard to both the GT and Signature (not found in lower trims) include the previously noted 19-inch alloy wheels on 225/55 all-seasons (less models include 17-inch alloys on 225/65s), adaptive cornering headlamps, LED signature elements in the headlamps and tail lamps, LED fog lights, LED combination taillights, power-folding side mirrors, plus piano black B- and C-pillar garnishes, and that’s only on the outside.

2019 Mazda CX-5 GT AWD
The infotainment system’s console-mounted controller is a real piece of art.

Proximity entry gets you inside and pushbutton start/stop brings it to live (the latter item is actually standard across the line), while the gauge cluster is Mazda’s trademark three-dial design with a smallish multi-information display at the right (the 7.0-inch LCD multi-information display comes standard in GT trim for 2020), and just above is a really useful head-up display unit that projects key info right onto the windshield, complete with traffic sign recognition. What’s more, the driver gets a comfortable 10-way powered seat with power lumbar support as well as two-way memory, while the front passenger gets six-way power adjustability. Both front seats are three-way ventilated too, while the two rear outboard window seats get three-way warmers.

A few pampering GT trim details need to be mentioned too, such as its satin-chrome front console knee pad, fabric-lined glove box, and upscale premium stitching on the front centre console, while Mazda also adds a power moonroof, a Homelink garage door opener, a good navigation system that took me where I needed to go (not always the case with some), and a great sounding premium audio system with 10 Bose speakers, an AM/FM/HD radio, a customizable seven-channel equalizer, SurroundStage Signal Processing, Centerpoint 2 surround sound tech, AudioPilot 2 Noise Compensation, and SiriusXM satellite radio with three months of complimentary service. CX-5 GT and Signature buyers also receive SiriusXM Traffic Plus and Travel Link services with a five-year complimentary service contract, plus they get two-zone auto climate control, HVAC vents on the backside of the front console, etcetera.

2019 Mazda CX-5 GT AWD
Fabric-wrapped A-pillars are a nice touch, as are these metal-rimmed Bose tweeters.

Features pulled up to GT trim from lesser models include auto headlight levelling, a windshield wiper de-icer, dynamic cruise control with stop and go, a heated steering wheel rim, two additional USB ports within the folding rear centre armrest, plus a host of advanced driver assistance systems like Smart Brake Support (SBS) with forward sensing Pedestrian Detection, Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS) and High Beam Control System (HBC) from second-rung GS trim, as well as auto on/off LED headlights, LED daytime running lights, LED turn signal indicators in the door mirror housings, rain-sensing wipers, an electromechanical parking brake, two USB ports and an aux input, Android Auto and Apple CarPlay, Stitcher and Aha internet radio, SMS text message reading and responding capability, and all the usual active and passive safety features from the base GX. There’s a lot more, but I’ll leave it at that.

The CX-5 is room and plenty comfortable no matter the trim you choose or where you’re seated, while the back row is wide enough for three across in reasonable comfort. Most should find legroom and headroom generous enough, but I need to criticize Mazda for stowing the rear seat heater controls within the folding centre armrest, because they can’t be accessed when someone is seated in the middle. And now that I’m complaining, I’d love it if Mazda offered a panoramic sunroof in its two top-line trims too.

2019 Mazda CX-5 GT AWD
You’ll need to stock up on blue jean stain remover if you opt for the white leather.

Rather than gripe about what’s not offered, I’d rather sing praises to Mazda for the CX-5’s awesome 40/20/40-split rear seatbacks. This allows longer cargo like skis to be placed down the middle, and by so doing frees the rear window seats for your passengers. As good, Mazda provides helpful release levers on the cargo sidewalls, even including a separate one for the 20-percent centre pass-through. This said, setting off to the ski hill, or even more so, returning when already cold and potentially wet, will make those rear seat heaters all the more welcome, but you’ll need to make sure to turn them on before loading in the skis as the centre pass-through will make that impossible. What’s more, if you stop for gas or a meal along the way, they won’t turn on again without removing the ski gear and lifting the armrest. Mazda should solve this problem for the CX-5’s redesign by positioning the buttons on the door panel instead.

Back to positives, behind the rear seatbacks the CX-5 can be loaded up with 875 litres (30.9 cubic feet) of gear, while it can pack in up to 1,687 litres (59.6 cu ft) when all are lowered, making it one of the more accommodating compact SUVs in its mainstream category.

2019 Mazda CX-5 GT AWD
The rear seats are roomy and comfortable.

All this spacious luxury gets topped off with performance that comes very close to premium as well, although as far as my base GT test model goes, it’s more about ride and handling than straight-line power. The CX-5’s feeling of quality begins with well-insulated doors and body panels, making everything feel solid upon closure and nice and quiet when underway, while the ride is firm in a Germanic way, but not harsh. It therefore manoeuvres well around the city and provides good agility when pushed hard on a curving road, but even though it manages corners better than most rivals it uses the same type of independent suspension as the others, consisting of MacPherson struts up front and a multi-link setup in the rear, with stabilizer bars at both ends.

As I mentioned before, the CX-5’s base powerplant is equal to some of the segment leaders’ best engines as far as straight-line performance goes, but more importantly it is very smooth and quite efficient, while the six-speed automatic was so smooth, in fact, that it had me wondering whether or not Mazda had swapped the old gearbox out for a CVT. It shifts like a regular automatic when revs climb, however, which is a good thing for enthusiasts, but it’s still smooth when doing so. To be clear, the regular GT doesn’t include paddle shifters, but you can shift it manually via the console-mounted gear lever, and also note that Mazda provides a Sport mode that gives it the powertrain a great deal more performance at takeoff and when passing, but no comfort or eco settings are included.

2019 Mazda CX-5 GT AWD
What initially seems like a clever idea, doesn’t work well when you want warm window seats but someone’s sitting in the middle position.

After a weeklong test, I found the 2019 Mazda CX-5 one of the best compact SUVs in its class, and wholly worthy of anyone’s consideration. Of note, that category is filled with some big-time players, including the Canadian segment leading Toyota RAV4 (with 65,248 sales in calendar year 2019), the Honda CR-V (with 55,859 deliveries during the same 12 months), the Ford Escape (which is totally redesigned for 2020 and sold 39,504 units last year), the Nissan Rogue (at 37,530 units), the Hyundai Tucson (at 30,075), and this CX-5 (at 27,696).

I know, the CX-5 should probably do better than it does, but we need to keep in mind that 14 compact SUV competitors are vying for attention, and none of the other get anywhere near close to the CX-5’s sales numbers. In fact, the next best-selling VW Tiguan only achieved 19,250 deliveries last year, while Chevrolet’s Equinox only found 18,503 new owners. As for Jeep’s Cherokee, just 13,687 buyers took one home during calendar year 2019, while a mere 13,059 bought the Subaru Forester, 12,637 purchased a Kia Sportage, 12,023 drove home in a GMC Terrain, 10,701 chose the Mitsubishi Outlander, and 5,101 decided to buy the Mitsubishi Eclipse Cross. Additionally, the CX-5 was one of only six compact crossovers to increase its sales numbers from calendar year 2018 to 2019, the remaining eight having lost ground.

2019 Mazda CX-5 GT AWD
Cargo space is generous, and the 40/20/40-split seatback is best-in-class.

It’s actually a good time to purchase a CX-5, as Mazda is offering up to $2,000 in additional incentives on this 2019 model, while those who’d rather have a 2020 CX-5 can get up to $1,000 off from incentives. Make sure to check the 2019 Mazda CX-5 Canada Prices page or the 2020 Mazda CX-5 Canada Prices page right here on CarCostCanada for details. You’ll find itemized pricing of trims, packages and individual options, the latest manufacturer financing and leasing deals, manufacturer rebate information, and dealer invoice pricing that can save you thousands. The majority of new car retailers will be available by phone or online even during the COVID-19 crisis, and as you might have guessed they’re seriously motivated to make you a deal.

Everything said, I recommend the CX-5 highly, especially in GT or Signature trims, as it gives you a premium experience at a much more affordable price.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay (exterior) and Trevor Hofmann (interior)

CarCostCanada

2019 Nissan Versa Note Road Test

2019 Nissan Versa Note SV
The 2019 Versa Note might now be discontinued, but it’s still a good little economy car worth your attention.

Does the idea of purchasing an inexpensive, economical yet very comfortable, roomy and practical hatchback at zero-percent financing sound like a good idea right now? If so, I recommend taking a closer look at the new 2019 Versa Note.

Of course, a 2019 model is hardly “new” this far into 2020, but it nevertheless is a new car that’s never been licensed and therefore qualifies for new car financing and leasing rates, plus it comes with a full warranty.

As it is there are too many Versa Notes still available on Nissan Canada’s dealer lots, so the automaker has created an incentive program to sell them off as quickly as possible. This benefits you of course, so it might be a really good idea to find out if this little car suits your wants and needs, because the price is right.

2019 Nissan Versa Note SV
The Versa Note’s tall roofline and long wheelbase provide a lot of interior room.

The Versa Note was discontinued last year, but cancelling a car doesn’t mean it’s not worth buying. In actual fact, Nissan’s second-smallest model is an excellent city car that’s also better than most on the highway, plus it offers more passenger and cargo room than the majority of its subcompact rivals. It just happens to be past its stale date, having already been replaced by two trendier subcompact crossover sport utilities dubbed Kicks and Qashqai.

Those wanting Nissan’s latest styling will be happy to find out the Versa Note received an update for its 2017 model year, incorporating most of the brand’s latest frontal styling cues for much more attractive styling than the previous incarnation. The Note doesn’t include a floating roof design, like the Leaf EV and most other new Nissan models, while its taillights are also unique to the model, but its hind end is nevertheless attractive and overall shape easy on the eyes.

2019 Nissan Versa Note SV
The Versa Note SV comes with these attractive 15-inch alloy wheels.

At least as important, the Versa Note provides a taller driver and passengers a lot of headroom due to its overall height, making the car feel more like a small SUV than a subcompact city car. The seats are particularly comfortable as well, due to memory foam that truly cushions and supports one’s backside, plus the upholstery in my top-line SV model was very good looking, with an attractive blue fleck pattern on black fabric. The driver’s seat even includes a comfortable minivan-style fold-down armrest on its right side.

Additional niceties include a leather-clad steering wheel rim, stylish satin-silver spokes, and a tilt steering column. Nissan adorns each dash vent with the same silver surface treatment, not to mention both edges of the centre stack and the entire shift lever surround panel.

Also impressive, my tester’s upgraded instrument cluster features backlit dials and really attractive digital displays. It’s so stylish that it makes the centre touchscreen seem dowdy by comparison. Truth be told, the main infotainment display is graphically challenged, particularly when put beside some of Nissan’s more recently improved models, but it more than does the job and is user-friendly enough, while at 7.0 inches it’s reasonably bit for this class, which provides good rear visibility through the reverse camera.

2019 Nissan Versa Note SV
The Note is a comfortable well designed car that’s perfect for those not needing all the latest technologies.

While there isn’t much to criticize the Versa Note about, no telescoping steering means it might not fit your body ideally. I have longer legs than torso and therefore had to crank the seatback farther forward than I normally would so as not crowd my legs and feet around the pedals, which worked but would’ve caused me to think twice about purchasing one.

On a much better note, those in back will find a lot more legroom than most subcompact contemporaries (the Versa Note is actually classified as a mid-size model), this thanks to a very long wheelbase, which makes the Versa Note perfect for taller than average folks. Rear passengers will find a comfortable folding armrest in the centre position, with the usual twin cupholders integrated within, another duo of cupholders can be found on the backside of the front console. Lastly, a magazine pouch is included on the backside of the front passenger’s seat.

The Note is also great for hauling loads of gear. It gets the usual 60/40 split-folding rear seatbacks, but its innovative Divide-N-Hide adjustable cargo floor doesn’t follow the subcompact herd. It can be moved up or down as required, meaning you can stow taller items in the latter position or otherwise awkward cargo on a flat load floor when slotted into the former. You can fit up to 532 litres (18.8 cubic feet) behind the rear seats, incidentally, or 1,084 litres (38.3 cu ft) of what-have-you by lowering both rear seatbacks. That’s very good, by the way.

2019 Nissan Versa Note SV
The SV gets an upgraded gauge cluster that’s really attractive.

For its price range the spacious Versa Note gets its fair share of equipment, but like all new cars this depends on which trim is chosen. Of note, the sportiest SR mode was discontinued for 2019 and the more luxurious SL was dropped for 2018, but Nissan brought in a $700 SV Special Edition package for this final year, which includes a set of fog lights, a rear rooftop spoiler, and Special Edition badges on the outside, plus proximity keyless entry for access to the cabin along with pushbutton start/stop to get things going once strapped inside, while other goodies include an enhanced NissanConnect infotainment system featuring Apple CarPlay and Android Auto smartphone integration, plus satellite radio.

A quick look at my test model’s photos will show no fog lights or rear spoiler, so I won’t be directly reporting on the 2019 SV Special Edition, but its 15-inch alloys make it clear that this isn’t a base model either (the entry-level Note S gets 15-inch steel wheels with covers). The regular SV starts at $18,398 and includes the aforementioned gauge cluster upgrade as well as the leather-clad steering wheel also noted before, along with powered door locks with remote access, power windows, a continuously variable automatic transmission (CVT), cruise control, a six-way manual driver’s seat (featuring height adjustment), heated front seats, a cargo cover, plus more.

2019 Nissan Versa Note SV
Nissan includes a large 7.0-inch infotainment touchscreen as standard equipment, but even when upgraded in SV trim its graphics look a bit dated.

Base S trim, which starts at $14,698 plus freight and fees, is the only 2019 Versa Note trim that can be had with a five-speed manual gearbox (you could get a manual with the SV for the 2018 model year), but base buyers should know the CVT can be added for a mere $1,300 extra. Transmission aside, base S trim also gets a set of powered and heated exterior mirrors, a four-way manual driver’s seat, air conditioning, a less comprehensively equipped 7.0-inch infotainment system, Bluetooth hands-free with streaming audio, phone and audio switchgear on the steering wheel, a hands-free text message assistant, Siri Eyes Free, auxiliary and USB ports, four-speaker audio, etcetera.

All the usual active and passive safety gear is included as well, of course, but those wanting the newest advanced driver assistance systems like collision warning with automatic emergency braking, blindspot monitoring with lane departure warning, or active cruise control with Nissan’s semi-autonomous ProPILOT assist self-driving tech had better choose one of the automaker’s more recently introduced subcompact crossovers.

2019 Nissan Versa Note SV
The Versa Note’s front seats are extremely comfortable, although not all body types will fit ideally due to no telescopic steering.

Let’s be nice and call the Versa Note traditional instead of antiquated, because at the end of the day it goes about its business very well and therefore delivers what many consumers require from a daily commuter. While hardly as technologically advanced or trendy in design, the Note nevertheless provides comfortable seating and a very good ride for its entry-level price range, plus decent get-up-and-go when pushing off from standstill or while passing, plus its CVT is ultra smooth.

The Versa Note uses the same 1.6-litre four-cylinder as the smaller Micra, making an identical 109 horsepower and 107 lb-ft of torque. That means the bigger, heftier model doesn’t feel quite as quick off the line. The Note’s purpose is more about fuel economy anyway, and with that in mind it manages a claimed five-cycle rating of 8.6 L/100km city, 6.6 highway and 7.7 combined with its manual, or 7.6 city, 6.2 highway and 7.0 combined with the CVT. That doesn’t seem all that great until comparing it to the Micra that has the same 1,092-kilogram curb weight when fully loaded as the Note’s base trim (the Note SV as-tested hits the scales at 1,124 kg), but still only can manage 7.9 L/100km combined with its manual and 8.0 combined with its four-speed auto. I think the similarly roomy Honda Fit is a better comparison, the innovative subcompact capable of 7.0 L/100km combined with its six-speed manual or just 6.5 with its most economical CVT.

2019 Nissan Versa Note SV
The rear seating area is very spacious with excellent headroom and legroom.

As for handling, the Micra has the Versa Note beat any day of the week. In fact, Nissan Canada uses the Micra in a spec racing series, something that would be laughable in the more comfort-oriented Note. The larger hatchback is particularly tall as noted, so therefore its high centre of gravity works counter to performance when attempting to take corners quickly, but then again if you don’t mind a bit of body roll it manages just fine. Better yet is the Versa’s roomy comfort, whether tooling through town or hustling down a four-lane freeway where it’s long wheelbase aids high-speed stability, it’s a good choice.

If you think this little Nissan might suit your lifestyle and budget and therefore would like to take advantage of the zero-percent financing mentioned before, I’d recommend checking out our 2019 Nissan Versa Note Canada Prices page where you can browse through all trims and packages in detail, plus quickly scan colour choices within each trim, while also searching for the latest manufacturer rebates that could save you even more.

2019 Nissan Versa Note SV
The Versa Note is big on cargo room and load versatility.

Better yet, a CarCostCanada membership provides access to dealer invoice pricing that could save you thousands when making a purchase. Everything just mentioned can be accessed at the CarCostCanada website or via a new downloadable CarCostCanada app, so make sure to check your phone’s app store. This said, ahead of calling your local Nissan retailer to purchase a new Versa Note, or connecting with them online (and it’s a good idea to deal with them remotely right now), be sure to do your homework here at CarCostCanada so you can claim the best possible deal.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Toyota Prius Prime Road Test

2019 Toyota Prius Prime
Toyota has given all of its Prius models more style, with the Prime getting its most dramatic design.

As usual I’ve scanned the many Toyota Canada retail websites and found plenty new 2019 Prius Prime examples to purchase, no matter which province I searched. What this means is a good discount when talking to your local dealer, combined with Toyota’s zero-percent factory leasing and financing rates for 2019 models, compared to a best-possible 2.99-percent for the 2020 version.

As always I searched this information out right here on CarCostCanada, where you can also learn about most brands and models available, including the car on this page, which is found on our 2019 Toyota Prius Prime Canada Prices page. The newer version is found on our 2020 Toyota Prius Prime Canada Prices page, by the way, or you can search out a key competitor such as the Hyundai Ioniq, found on the 2019 Hyundai IONIQ Electric Plus Canada Prices page or 2020 Hyundai IONIQ Electric Plus Canada Prices page (the former offers a zero-percent factory leasing and financing deal, while the latter isn’t quite as good a deal at 3.49 percent). CarCostCanada also provides info about manufacturer rebates and dealer invoice pricing, which arm you before arriving at the dealership so you can get the best possible deal.

2019 Toyota Prius Prime
Nothing looks like a Prius Prime from behind.

While these pages weren’t created with the latest COVID-19 outbreak in mind, and really nothing was including the dealerships we use to test cars and purchase them, some who are reading this review may have their lease expiring soon, while others merely require a newer, more reliable vehicle (on warranty). At the time of writing, most dealerships were running with full or partial staff, although the focus seems to be more about servicing current clientele than selling cars. After all, it’s highly unlikely we can simply go test drive a new vehicle, let alone sit in one right now, but buyers wanting to take advantage of just-noted deals can purchase online, after which a local dealer would prep the vehicle before handing over the keys (no doubt while wearing gloves).

Back to the car in question, we’re very far into the 2020 calendar year, not to mention the 2020 model year, but this said let’s go over all the upgrades made to the 2020 Prius Prime so that you can decide whether to save a bit on a 2019 model or pay a little extra for the 2020 version. First, a little background info is in order. Toyota redesigned the regular Prius into its current fourth-generation iteration for the 2016 model year, and then added this plug-in hybrid (PHEV) Prime for the 2017 model year. The standard hybrid Prius received many upgrades for 2019, cleaning up styling for more of a mainstream look (that didn’t impact the version being reviewed now, by the way), but the latest 2020 Prius Prime was given a number of major updates that I’ll go over now.

2019 Toyota Prius Prime
LED headlamps, driving lights and fog lamps look distinctive.

Interestingly (in other words, what were they thinking?), pre-refreshed Prius Prime models came with glossy white interior trim on the steering wheel spokes and shift lever panel, which dramatically contrasted the glossy piano black composite found on most other surfaces. Additionally, Toyota’s Prius Prime design team separated the rear outboard seats with a big fixed centre console, reduced a potential five seats to just four for the 2019 model year. Now, for 2020, the trim is all black shiny plastic and the rear seat separator has been removed, making the Prime much more family friendly. What’s more, the 2020 improves also include standard Apple CarPlay, satellite radio, a sunvisor extender, plus new more easily accessible seat heater buttons, while two new standard USB-A charging ports have been added in back.

Moving into the 2020 model year the Prime’s trim lineup doesn’t change one iota, which means Upgrade trim sits above the base model once again, while the former can be enhanced with a Technology package. The base price for both 2019 and 2020 model years is $32,990 (plus freight and fees) as per the aforementioned CarCostCanada pricing pages, but on the positive Toyota now gives you cargo cover at no charge (it was previously part of the Technology package). This reduces the Technology package price from $3,125 to $3,000, a $125 savings, and also note that this isn’t the only price drop for 2020. The Upgrade trim’s price tag is $455 lower in fact, from $35,445 to $34,990, but Toyota doesn’t explain why. Either way, paying less is a good thing.

2019 Toyota Prius Prime
The Prime gets a unique concave roof, rear window and rear spoiler.

As for the Prius Prime’s Upgrade package, it includes a 4.6-inch bigger 11.6-inch infotainment touchscreen that integrates a navigation system (and it also replaces the Scout GPS Link service along with its 3-year subscription), a wireless phone charger, Softex breathable leatherette upholstery, an 8-way powered driver seat (which replaces the 6-way manual seat from the base car), illuminated entry (with step lights), a smart charging lid, and proximity keyless entry for the front passenger’s door and rear liftgate handle (it’s standard on the driver’s door), but interestingly Upgrade trim removes the Safety Connect system along with its Automatic Collision Notification, Stolen Vehicle Locator, Emergency Assistance button (SOS), and Enhanced Roadside Assistance program (three-year subscription).

My tester’s Technology package includes fog lamps, rain-sensing windshield wipers, a helpful head-up display unit, an always appreciated auto-dimming centre mirror, a Homelink remote garage door opener, impressive 10-speaker JBL audio, useful front parking sensors, semi-self-parking, blind spot monitoring, and rear cross-traffic alert.

2019 Toyota Prius Prime
The Prius interior is much improved over previous generations, especially in top-tier Upgrade trim with the Technology package.

You might think an appropriate joke would be to specify the need for blind spot monitoring (not to mention paying close attention to your mirrors) in a car that only makes 121 net horsepower plus an unspecified amount of torque from its hybrid power unit, plus comes with an electronic continuously variable automatic (CVT) that’s not exactly performance-oriented (to be kind), all of which could cause the majority of upcoming cars to blast past as if it was only standing still, but as with most hybrids the Prime is not as lethargic as its engine specs suggest. The truth is that electric torque comes on immediately, and although AWD is not available with the plug-in Prius Prime, its front wheels hooked up nicely at launch resulting in acceleration that was much more than needed, whether sprinting away from a stoplight, merging onto a highway, or passing big, slower moving trucks and buses.

2019 Toyota Prius Prime
All Prius trims include a wide, narrow digital instrument cluster, but the 11.6-inch centre display comes with Upgrade trim.

The Prius Prime is also handy through curves, but then again, just like it’s non-plug-in Prius compatriot, it was designed more for comfort than all-out speed, with excellent ride quality despite its fuel-efficient low rolling resistance all-season tires. Additionally, its ultra-tight turning radius made it easy to manoeuvre in small spaces. Of course, this is how the majority of Prius buyers want their cars to behave, because getting the best possible fuel economy is prime goal. Fortunately the 2019 Prius Prime is ultra-efficient, with a claimed rating of 4.3 L/100km city, 4.4 highway and 4.3 combined, compared to 4.4 in the city, 4.6 on the highway and 4.4 combined for the regular Prius, and 4.5 city, 4.9 highway and 4.7 for the AWD variant. This said the Prime is a plug-in hybrid that’s theoretically capable of driving on electric power alone, so if you have the patience and trim to recharge it every 40 km or so (its claimed EV-only range), you could actually pay nothing at all for fuel.

I might even consider buying a plug-in just to get the best parking spots at the mall and other popular stores, being that most retailers put their charging stations closest to their front doors. Even better, when appropriate stickers are attached to the Prime’s rear bumper it’s possible to use the much more convenient (and faster) high-occupancy vehicle (HOV) lane when driving alone during rush hour traffic.

2019 Toyota Prius Prime
A closer look shows how massive the navigation system’s map looks.

The Prime’s comfort-oriented driving experience combines with an interior that’s actually quite luxurious too. Resting below and in between cloth-wrapped A-pillars, the Prime receives luxuriously padded dash and instrument panel surfacing, including sound-absorbing soft-painted plastic under the windshield and comfortably soft front door uppers, plus padded door inserts front and back, as well as nicely finished door and centre armrests. Toyota also includes stylish metal-look accents and shiny black composite trim on the instrument panel, the latter melding perfectly into the super-sized 11.6-inch vertical touchscreen infotainment display, which as previously mentioned replaces the base Prime’s 7.0-inch touchscreen when moving up to Upgrade trim.

Ahead of delving into the infotainment system’s details, all Prius Primes receive a wide, narrow digital gauge package at dash central, although it is slanted toward the driver with the majority of functions closer to the driver than the front passenger. I found it easy enough to look at without the need to remove my eyes from the road, and appreciated its stylish graphics with bright colours, deep and rich contrasts, plus high resolution. When you upgrade to the previously noted Technology package, you’ll benefit from a head-up display as well, which can positioned for a driver’s height, thus placing important information exactly where it’s needed on the windscreen.

2019 Toyota Prius Prime
The Prius driver’s seat is very comfortable, and is covered with Toyota’s exclusive Softex breathable leatherette.

The aforementioned vertical centre touchscreen truly makes a big impression when climbing inside, coming close to Tesla’s ultra-sized tablets. I found it easy enough to use, and appreciated its near full-screen navigation map. The bottom half of the screen transforms into a pop-up interface for making commands, that automatically hides away when not in use.

Always impressive is Toyota’s proprietary Softex leatherette upholstery, which actually breathes like genuine hides (appreciated during hot summer months). Also nice, the driver’s seat was ultra comfortable with excellent lower back support that gets improved upon by two-way power lumbar support, while its side bolsters held my backside in place during hard cornering as well. The Prime’s tilt and telescopic steering column gave me ample reach too, allowing me to get totally comfortable while feeling in control of the car. To be clear, this isn’t always possible with Toyota models.

2019 Toyota Prius Prime
The rear seats are comfortable and roomy, while a fixed centre console remains part of the 2019 offering.

I should mention that the steering wheel rim is not wrapped in leather, but rather more of Toyota’s breathable Softex. It’s impressively soft, while also featuring a heated rim that was so nice during my winter test week. High quality switchgear could be found on its 9 and 3 o’clock spokes, while all other Prius Prime buttons, knobs and controls were well made too. I particularly liked the touch-sensitive quick access buttons surrounding the infotainment display, while the cool blue digital-patterned shift knob, which has always been part of the Prius experience, still looks awesome. All said the new Prius Prime is very high in quality.

Take note that Toyota doesn’t finish the rear door uppers in a plush padded material, but at least everything else in rear passenger compartment is detailed out as nicely as the driver’s and front passenger’s area. Even that previously note rear centre console is a premium-like addition, including stylish piano black lacquered trim around the cupholders and a nicely padded centre armrest atop a storage bin. While many will celebrate its removal for 2020, those who don’t have children or grandkids might appreciate its luxury car appeal. Likewise, I found its individual rear bucket seats really comfortable, making the most of all the Prime’s rear real estate. Yes, there’s a lot of room to stretch out one’s legs, plus adequate headroom for taller rear passengers, while Toyota also adds vent to the sides of each rear seat, aiding cooling in back.

2019 Toyota Prius Prime
The rear cargo floor sits very high due to the battery below.

Most should find the Prius Prime’s cargo hold adequately sized, as it’s quite wide, but take note that it’s quite shallow because of the large battery below the load floor. It includes a small stowage area under the rearmost portion of that floor, filled with a portable charging cord, but the 60/40-split rear seats are actually lower than the cargo floor when dropped down, making for an unusually configured cargo compartment. Of course, we expect to make some compromises when choosing a plug-in hybrid, but Hyundai’s Ioniq PHEV doesn’t suffer from this issue, with a cargo floor that rests slightly lower than its folded seatbacks.

If you think I was just complaining, let me get a bit ornery about the Prius’ backup beeping signal. To be clear, a beeping signal would be a good idea if audible from outside the car, being that it has the ability to reverse in EV mode and can therefore be very quiet when doing so, but the Prius’ beeping sound is only audible from inside, making it totally useless. In fact, it’s actually a hindrance because the sound interferes with the parking sensor system’s beeping noise, which goes off simultaneously. I hope Toyota eventually rights this wrong, because it’s the silliest automotive feature I’ve ever experienced.

2019 Toyota Prius Prime
The battery causes an uneven load floor when the rear seats are folded.

This said the Prius’ ridiculous reverse beeper doesn’t seem to slow down its sales, this model having long been the globe’s best-selling hybrid-electric car. It truly is an excellent vehicle that totally deserves to don the well-respected blue and silver badge, whether choosing this PHEV Prime model or its standard trim.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Mazda3 Sport GT FWD and AWD Road Test

2019 Mazda3 Sport GT
The Mazda3 Sport looks fabulous in GT trim, this one featuring a 6-speed manual and FWD.

Mazda redesigned its compact 3 for the 2019 model year, and of course I spent a week with one, causing me to declare it as the best car in its compact segment by a long shot. Since then the completely redesigned 2020 Toyota Corolla came on the scene, and while the Mazda3 might still outmuscle the Corolla into the top spot as far as I’m concerned, it’s no longer so far ahead.

As it is, the car I like most and the model, or models the majority of consumers choose to purchase don’t always agree. The current compact sales leader is Honda’s Civic, an excellent car that deserves its success. This said the Civic not only outpaces everything else in the compact segment by a wide margin, but as a matter of fact is also the top-selling car in Canada. Still, it lost 12.8 percent year-over-year in 2019, one of its worst showings in a long time, yet it nevertheless managed to exceed 60,000 units for a total of 60,139. The Corolla came in second after a 2.5-percent YoY downturn that ended with 47,596 units sold, whereas the Hyundai Elantra came in third after dropping 5.5 percent that resulted in 39,463 sales. Where does the Mazda3 fit in? It managed fourth after a shocking 20.4-percent plunge to 21,276 deliveries.

2019 Mazda3 Sport GT
The new Mazda3 Sport is one of the most attractive cars in its class, this one boasting GT trim and new AWD.

The list of competitors in this class is long and varied, with most backpedalling throughout the previous year, including VW’s Golf that came close to ousting the Mazda3 from fourth place with 19,668 sales after an 8.4-percent downturn, although to be fair to Volkswagen I should probably be pulling its 17,260 Jetta deliveries into the equation after that model’s 14.1 percent growth, resulting in 36,928 compact peoples’ cars (or, in fact, fourth place), while the Kia Forte also grew by 8.0 percent for a reasonably strong 15,549 units. I won’t itemize out the category’s sub-10,000 unit challengers, but will say that some, including Chevy’s Cruze and Ford’s Focus, have now been discontinued.

As for why I’m reviewing a 2019 model so far into this 2020 calendar year? Last year’s supply is still plentiful throughout the country in most trims. I can’t say exactly why this is so, but it’s highly likely that Mazda Canada didn’t fully plan for last year’s slowdown in take-rate. Either way you now have the opportunity of some savings when purchasing a 2019, this being a worthwhile endeavour being that the new 2020 model hasn’t changed much at all, whether we’re talking about the base four-door sedan or sportier hatchback model. As you can clearly see I’m now writing about the five-door Sport in this review, but take note I’ll cover the four-door sedan soon. I’ve tested two top-tier GT trims in both front- and all-wheel drive (FWD and AWD) for this review, so I’ll make sure to go over most important issues, particularly my driving experience with Mazda’s i-Activ AWD system in this low-slung sporty car.

2019 Mazda3 Sport GT
The new 3 has clean, minimalist lines that should appeal to most compact car shoppers.

With respect to any 2019 Mazda3 Sport discounts, our 2019 Mazda Mazda3 Sport Canada Prices page shows up to $1,000 in additional incentives in comparison to $750 if opting for the newer model shown on our 2020 Mazda Mazda3 Sport Canada Prices page. There isn’t much difference from year to year, but you’ll likely be able to negotiate a bigger discount if you have maximum information, so therefore keep in mind that a CarCostCanada membership provides dealer invoice pricing that gives you the edge when haggling with your local retailer. Of course, this knowledge could leave thousands in your wallet whether trading up or just trying to get a simple deal, plus CarCostCanada also gives access to the latest manufacturer rebates and more. Be sure to check it out before visiting your local dealer.

Before heading to your dealer it’s also good to know that five-door Sport trims are the same mechanically to the four-door Mazda3 sedan, which means that both 2.0-litre and 2.5-litre SkyActiv four-cylinder engines are available. The base mill makes 155 horsepower and 150 lb-ft of torque, whereas the larger displacement engine is good for 186 horsepower and an identical 186 lb-ft of torque, while a six-speed manual is standard across the entire line, even top-tier GT trim, and a six-speed automatic is optional. The manual offers a fairly sporty short throw and easy, evenly weighted clutch take-up, whereas the auto provides manual shifting capability plus a set of steering wheel-mounted paddles when upgrading to GT trim. Both gearboxes come standard with a drive mode selector that includes a particularly responsive Sport setting, while the new i-Activ AWD system can only be had with the automatic transmission.

2019 Mazda3 Sport GT
LED headlights are standard across the line, and 18-inch alloys are standard with GT trim.

The Mazda3 Sport GT comes standard with proximity-sensing keyless entry for 2020, which was part of the optional Premium package that my 2019 tester included. The upgrade adds a nicer looking frameless centre mirror for 2020 too, plus satin chrome interior trim, but then again the 2019 version shown in the gallery was hardly short of nicely finished metals.

Model year 2019 Mazda3 Sport trims include the GX ($21,300), the mid-range GS ($24,000) and the top-tier GT ($25,900). The base 2.0-litre engine is only in the GX model, whereas the 2.5-litre mill is exclusive to both GS and GT trim lines. The automatic gearbox adds $1,300 across the line, while i-Activ AWD increases each automatic-equipped trims’ bottom line by $1,700.

2019 Mazda3 Sport GT
LED taillights are standard with every 2019 or 2020 Mazda3.

Both engines include direct injection, 16 valves and dual-overhead cams, plus various SkyActiv features that minimize fuel usage, the bigger 2.5-litre motor featuring segment-exclusive cylinder-deactivation. Both engines utilize less expensive regular unleaded gasoline too, the 2.0-litre achieving a claimed Transport Canada five-cycle rating of 8.7 L/100km in the city, 6.6 on the highway and 7.8 combined when mated to the base manual gearbox, or 8.6 in the city, 6.7 on the highway and 7.7 combined when conjoined to the auto. The 2.5-litre, on the other hand, is said to be capable of 9.2 L/100km city, 6.6 highway and 8.1 combined with its manual transmission, 9.0, 6.8 and 8.0 respectively with the autobox, or 9.8, 7.4 and 8.7 with AWD.

The top-line engine doesn’t use much more fuel when considering its power advantage. Of course, the minor difference in fuel economy would widen if one were to drive the quicker car more aggressively, which is tempting, but I only pushed my two weeklong test cars for short durations, and merely to test what they could do. I was grateful the red FWD car with the black cabin was fitted with the standard six-speed manual gearbox, and the grey AWD model with the red interior was upgraded to the six-speed automatic with paddles, thus providing very different driving experiences.

2019 Mazda3 Sport GT
This Mazda3 Sport GT AWD came with a gorgeous red and black interior.

Before I get into that, the Mazda3 GT offers a superb driving position, which isn’t always true in this economically targeted compact class. The GT Premium’s 10-way powered driver’s seat, which includes powered lumbar support and is also part of the GS trims’ feature set when upgraded to its Luxury package, is wonderfully comfortable with good lateral support and excellent lower back support. Even better, the car’s tilt and telescoping steering column offers very long reach, which is important as I have a longer set of legs than torso. I was therefore able to pull the Mazda3 Sport’s steering wheel further rearward than I needed, allowing for an ideal driver’s position that maximized comfort and control.

There’s plenty of space and comfortable seating in back as well, with good headroom that measured approximately three and a half inches over my crown, plus I had about four inches in front of my knees, more than enough space for my feet below the driver’s seat when it was set up for my five-foot-eight body. Also, there were four inches from my outer hip and shoulder to the rear door panel, which was ample, and speaking of breadth I imagine there’d be more than enough space to seat three regular-sized adults on the rear bench, although I’d rather not have anyone bigger than a small child in between rear passengers.

2019 Mazda3 Sport GT
The GT’s Premium package adds some very upscale features, like these drilled aluminum speaker grates that come with the Bose audio system.

Mazda provides a wide folding armrest with two integrated cupholders in the middle, but the 3 Sport doesn’t get a lot of fancy features in back, like overhead reading lamps, air vents, heatable outboard seats, and USB charge points (or for that matter any other kind of device charger).

I found the dedicated cargo area large enough for my requirements, plus it was carpeted up the sidewalls and on the backsides of each 60/40 split folding seat. Unfortunately Mazda doesn’t include any type of pass-through down the middle, which is the same for most rivals, but the hard-shell carpeted cargo cover feels like a premium bit of kit and was easily removable, although take note that it must either be reversed and placed on the cargo floor to be stowed away, or slotted behind the front seats. Altogether, the 3 Sport allows for 569 litres behind those rear seats, or 1,334 litres when they’re laid flat, which is pretty good for this class.

2019 Mazda3 Sport GT
It’s hard to go wrong with a classic black interior, especially one as well designed and fully featured as the Mazda3.

The Mazda3 impresses even more when it comes to interior quality and refinement. Its styling is more minimalist than opulent, but this said few volume-branded compacts come anywhere as close to providing such a premium-level car. For instance, its entire dash top and each door upper gets covered in a higher grade of padded composite material than the class average, while the instrument panel facing and door inserts are treated to an even more luxurious faux leather with stitching. One of my testers’ cabins was even partially dyed in a gorgeous dark red, really setting it apart from more mainstream alternatives.

I’ve been fond of the latest Mazda3 since first testing it in the previously noted sedan body style, particularly the horizontal dash design theme that’s visually strengthened by a bright metal strip of trim spanning the entire instrument panel from door to door. It cuts right through the dual-zone automatic climate control interface, and provides a clean and tidy lower framing of the vents both left and right. This top-line model adds more brushed metal, including beautifully drilled aluminum speaker grilles plus plenty of satin-aluminized trim elsewhere. Mazda continues its near-premium look and feel by wrapping the front door uppers in the same high-quality cloth as the roofliner.

2019 Mazda3 Sport GT
Two analogue gauges are surrounded by a 7.0-inch digital display at centre.

Visually encircled by an attractive leather-wrapped sport steering wheel, its rim held in place by stylish thin spokes adorned with premium-quality metal and composite switchgear, the 3’s gauge cluster is a mix of analogue dials to the outside and pure digital functionality within, organized into Mazda’s classic three-gauge design. The speedometer sides in the middle, and thus is part of the 7.0-inch display that also includes a variety of other functions. It’s not as comprehensively featured as some others, but all the important functions are included.

The 8.8-inch main display is sits upright like a wide, narrow tablet, yet due to its low profile the screen is smaller than average. Some will like it and some won’t, particularly when backing up, as the rearview camera needed extra attention. The camera is clear with good resolution, while its dynamic guidelines are a helpful aid, but I’m used to larger displays.

2019 Mazda3 Sport GT
The infotainment system is good, but the display is not the largest in the industry.

All other infotainment features work well, with Mazda providing a minimalist’s dream interface that’s merely white writing on a black background for most interface panels, except navigation mapping, of course, which is as bright and colourful as most automakers in this class, as was for the satellite radio display that provided cool station graphics. Unfortunately there’s no touchscreen for tapping, swiping and pinching features, the system only controlled by a rotating dial and surrounding buttons on the lower console, which while giving the 3 a more premium look and feel than most rivals, isn’t always as easy to use. I was able to do most things easily enough, however, such as pairing my smartphone via Android Auto (Apple CarPlay is standard as well).

Being that so many 2019 Mazda3 trims are still available, I’ll give you a full rundown of the aforementioned upgrade packages, with the GS trim’s Luxury package adding the 10-way powered driver’s seat with memory noted before, as well as leatherette upholstery, an auto-dimming centre mirror, and a power glass sunroof with a manual-sliding sunshade. Incidentally, GT trim comes standard with the auto-dimming rearview mirror and moonroof and offers an optional Premium package that swaps out the faux leather upholstery for the real deal and also adds the power/memory driver’s seat, plus it links the exterior mirrors to the memory seat while adding auto-dimming to the driver’s side.

2019 Mazda3 Sport GT
All trims offer manual or automatic transmissions.

Additionally, the GT Premium package adds 18-inch alloys in a black metallic finish, a windshield wiper de-icer, proximity keyless access, a windshield-projected colour Active Driving Display (ADD) (or in other words a head-up display/HUD), rear parking sonar, a HomeLink garage door opener, satellite radio (with a three-month trial subscription), SiriusXM Traffic Plus and Travel Link services (with a five-year trial subscription), the previously noted navigation system, and Traffic Sign Recognition (TSR), a host of advanced driver assistance systems (ADAS) including Smart Brake Support Rear (SBS-R) that automatically stops the car if it detects something in the way (like a curb, wall or lighting standard), and Smart Brake Support Rear Crossing (SBS-RC) that does the same albeit after detecting a car or (hopefully) a pedestrian, these last two features complementing the Smart Brake Support (SBS) and Smart City Brake Support (SCBS) automatic emergency braking from the GS, plus that mid-range model’s Distance Recognition Support System (DRSS), Forward Obstruction Warning (FOW), forward-sensing Pedestrian Detection, Lane Departure Warning System (LDWS), Lane-keep Assist System (LAS), Driver Attention Alert (DAA), High Beam Control System (HBC), and last but hardly least, Radar Cruise Control with Stop & Go. Incidentally, the base GX model features standard Advanced Blind Spot Monitoring (ABSM) with Rear Cross Traffic Alert (RCTA), which means those inside a Mazda3 GT with its Premium package are well protected against any possible accident.

2019 Mazda3 Sport GT
How do you like his deep red upholstery? Thumbs up or down?

Now that we’re talking features, the base GX includes standard LED headlights, LED tail lamps, front and rear LED interior lighting, pushbutton start/stop, an electromechanical parking brake, three-way heated front seats, Bluetooth phone/audio connectivity, SMS text message reading/responding capability, plus more, while I also appreciated the sunglasses holder in the overhead console that’s standard with the GS, which protects lenses well thanks to a soft felt lining, not to mention the GS model’s auto on/off headlamps (the GX only shuts them off automatically), rain-sensing wipers, heatable side mirrors, dual-zone auto HVAC, and heated leather-clad steering wheel rim.

As for the GT, its standard Adaptive (cornering) Front-lighting System (AFS) with automatic levelling and signature highlights front and back make night vision very clear, while its 12-speaker Bose audio system delivered good audio quality, and the 18-inch rims on 215/45 all-season tires would have without doubt been better through the corners compared to the GX and GS models’ 205/60R16 all-season rubber on 16-inch alloys.

2019 Mazda3 Sport GT
The rear seating area is spacious and comfortable.

Sportiest GT trim makes do with a slightly firmer ride than the lower trims, but it was never harsh. Better yet is its impressive road-holding skill, the 3 GT always providing stable, controlled cornering and strong, linear braking even though it only uses a simple front strut, rear torsion beam suspension configuration. Take note the 2020 Corolla and Civic mentioned earlier come with fully independent suspension designs.

As you might imagine, the 2.5-litre four-cylinder has a lot more fire in the belly than the 2.0-litre mill, while its Sport mode made a big difference off the line and during passing procedures. The automatic transmission’s manual mode only needs you to pull the shift lever to engage, while the aforementioned steering wheel shift paddles work best when choosing manual mode, but don’t need it in order to change gears. This said the DIY manual shifts so well you may want to pocket the $1,300 needed for the automatic and shift on your own.

2019 Mazda3 Sport GT
Cargo space is more than adequate for the compact class.

Thanks to the grippy new optional AWD system, takeoff is immediate with no noticeable front wheel spin, which of course isn’t the case with the FWD car, especially in inclement weather. It also felt easier to control through curves at high speeds in both wet and dry weather, but I must admit that my manual-equipped FWD tester had its own level of control that simply couldn’t be matched with an automatic when pushed hard. As much as I liked the manual, I’d probably choose AWD so I wouldn’t be forced to put on chains when heading up the ski hill or while traveling through the mountains during winter.

Everything said, the Mazda3 is a great choice for those who love to drive, plus it’s as well made as many premium-branded compact models, generously outfitted with popular features, a strong enough seller so that its resale value stays high, impressively dependable, and impressively safe as per the IIHS that honoured the U.S. version with a Top Safety Pick award for 2019. That it’s also one of the better looking cars in the compact class is just a bonus, although one that continues to deliver on that near-premium promise Mazda has been providing to mainstream consumers in recent years.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Subaru WRX STI Sport Road Test

2019 Subaru WRX STI Sport
The WRX STI’s rally car styling never gets old.

Do you prefer wing spoilers or lip spoilers? You’ll need to contemplate this before purchasing a new Subaru WRX STI. It might be an age thing, or the highest speed you plan on attaining. If you’ve got a racetrack nearby, I recommend the wing.

Being that my slow-paced home of Vancouver no longer has a decent racecourse within a day’s drive my thoughts are divided, because the massive aerodynamic appendage attached to this high-performance Subaru’s trunk adds a lot of rear downforce at high speeds, which it can easily achieve. Speed comes naturally to the STI. It’s rally-bred predecessor won the FIA-sanctioned World Rally Championship (WRC) three years in a row, after all, from 1995 to 1997, amassing 16 race wins and 33 podiums in total. That was a long time ago, of course, and Subaru has not contested a factory WRC team for more than ten years, but nevertheless the rally-inspired road car before you is much better than the production version tested in 2008.

2019 Subaru WRX STI Sport
The WRX STI’s rear design is even more aggressive than up front.

Rivals have come and gone over the years, the most disappointing loss being the Mitsubishi Lancer Evolution (EVO) that was discontinued at the close of 2015, while sport compact enthusiasts are no doubt lamenting the more recent cancellation of Ford’s Focus RS too, that car going away at the end of 2018 due to the death of the model’s less formidable trims. This said, the super compact category isn’t dead. Volkswagen revived its Golf R for 2016 and it’s still going strong, while Honda’s superb Civic Type R arrived on the scene for 2018, while Hyundai is getting frisky with its new Veloster N for 2020, although the last two mentioned don’t offer four-wheel drive so therefore don’t face off directly against their all-weather, multiple-terrain competitors.

The WRX STI seen here is a 2019 model, which means it hasn’t been updated with the new styling enhancements included for the 2020, but both get the 5-horsepower bump in performance introduced for 2018. To clarify, the regular WRX looks the same for 2020, at least from the outside, although its cabin gets some extra red stitching on the door trim plus its engine bay comes filled with a retuned 2.0-litre four, while the differential receives some revisions as well. This means only the STI receives styling tweaks, which include a new lower front fascia and new 19-inch aluminum machined alloy wheels for Sport and Sport-tech trims. The 2020 WRX STI Sport also receives proximity keyless access with pushbutton start/stop.

2019 Subaru WRX STI Sport
LED headlamps add sophistication, while all the scoops and vents are there by functional design.

My 2019 WRX STI tester was in Sport trim, which fits between the base and top-line Sport-tech models. The base STI starts at $40,195 plus freight and fees, with the Sport starting at $42,495 and the more luxury-trimmed Sport-tech at $47,295. And by the way, the wing spoiler is standard with the Sport and Sport-tech, but can be swapped out for the previously noted lip spoiler when moving up to the Sport-tech at no extra charge.

Pickings are slim for a 2019 model, but I poured over Canada’s Subaru dealer websites and found a number of them still available. Just the same, don’t expect to find the exact trim, option and/or colour you want. At least you’ll get a deal if choosing a 2019, with our 2019 Subaru WRX Canada Prices page showing up to $2,500 in additional incentives available at the time of writing. Check it out, plus peruse a full list of trim, package and option pricing for both WRX and WRX STI models, as well as information about special financing and leasing offers, notices about manufacturer rebates, and most important of all, dealer invoice pricing could help you save thousands. This said if you can’t locate the 2019 model you want, take a look at our 2020 Subaru WRX Canada Prices page that’s showing up to $750 in additional incentives.

2019 Subaru WRX STI Sport
Sport and Sport-tech trim get these gorgeous 19-inch alloys on Yokohama rubber.

While the 2019 WRX STI looks no different than the 2018, it remains an aggressively attractive sport sedan. The 2018 STI added a fresh set of LED headlamps for a more sophistication appearance along with better nighttime visibility, while a standard set of cross-drilled Brembo brakes feature yellow-green-painted six-piston front calipers and two-piston rear calipers aided via four-channel, four-sensor and g-load sensor-equipped Super Sport ABS.

Subaru also revised the STI’s configurable centre differential (DCCD) so that it’s no longer a hybrid mechanical design with electronic centre limited-slip differential control, but instead an electric design for quicker, smoother operation, while the car’s cabin now included red seatbelts that, like everything else, move directly into the 2019 model year.

The STI’s interior also features a fabulous looking set of red on black partial-leather and ultrasuede Sport seats, with the same plush suede-like material applied to each door insert, along with stylish red stitching that extends to the armrests as well, while that red thread also rings the inside of the leather-wrapped sport steering wheel, the padded leather-like centre console edges, and the sides of the front seat bolsters. Recaro is responsible for the front seats, thus they are as close to racecar-specification as most would want from a car that will likely get regular daily use. The driver’s is 10-way power-adjustable, including two-way lumbar support, and superbly comfortable.

2019 Subaru WRX STI Sport
The WRX STI’s interior is nicely finished with upscale materials, good quality and plenty of upscale features.

The rear passenger area is roomy and supportive as well, and impressively is finished to the same standards as the front, even including soft-touch door uppers. Additionally, Subaru added a folding armrest in the middle for the 2018 model year, with the usual dual cupholders integrated within. 

If you want a reason why both WRX models sell a lot better than the arguably more attractive BRZ (at least the latter is sleeker and more ground-hugging), it’s that just-noted rear passenger compartment. The BRZ seats four, in a literal 2+2 pinch, but the WRX does so in roomy comfort. It has the rare pedigree of being a legendary sports car, yet provides the everyday usability of a practical sedan. Its 340-litre trunk is fairly roomy too, while the car’s rear seat folds down 60/40 via pull-tab latches on the tops of the seatbacks.

2019 Subaru WRX STI Sport
This is one of the better driver’s positions in the class.

Additionally, all passengers continue to benefit from less interior noise, plus a retuned suspension with a more comfortable ride, while the WRX was given a heavier duty battery last year as well, plus revised interior door trim. What’s more, a new electroluminescent primary instrument cluster integrated a high-resolution colour TFT Multi-mode Vehicle Dynamics Control display, providing an eco-gauge, driving time information, a digital speedo, a gear selection readout, cruise control details, an odometer, trip meter, SI-Drive (Subaru Intelligent Drive) indicators, and the Driver Control Centre Differential (DCCD) system’s front and rear power bias graphic, whereas the 5.9-inch colour multi-information display atop the dash was also updated last year, showing average fuel economy, DCCD graphics, a digital PSI boost gauge, etcetera.

Subaru’s electronic interfaces have been getting steady updates in recent years, to the point they’re now some of the more impressive in the industry. The STI’s two touchscreens are as good as they’ve ever been, but compared to the gigantic vertical touchscreen in the new 2020 Outback and Legacy they look small and outdated. The base 6.5-inch screen in this 2019, in fact, which carries over to the 2020, shouldn’t even be available anymore, at least in a car that starts above $40k. In its place, the top-tier Sport-tech’s 7.0-inch touchscreen should be standard at the very least. Navigation doesn’t need to be included at the entry price, but one would think that one good centre display would make better sense economically than building two for such a niche model. Either way, both feature bright, glossy touchscreens with deep contrasts and rich colours.

2019 Subaru WRX STI Sport
The primary gauge cluster features a comprehensive colour display at centre.

The standard infotainment system found in my tester came with Apple CarPlay, Android Auto, and Subaru’s own StarLink smartphone integration, which also includes Aha radio and the capability of downloading yet more apps. I like the look and functionality of the current interface too, which features colourful smartphone/tablet-style graphics on a night sky-like blue 3D tiled background, while additional features for 2019 include near-field communication (NFC) phone connectivity, a Micro SD card slot, HD radio, new gloss-black topped audio knobs, plus more. My Sport tester can only be had with the base six-speaker audio system too, which had me missing the Sport-tech’s nine-speaker 320-watt Harman/Kardon upgrade, but I have say I would’ve been content with the entry sound system if I’d never tried the H/K unit.

Together with everything mentioned already, all three STI trims include a gloss black front grille insert, brushed aluminum door sills with STI branding, carpeted floor mats with red embroidered STI logos, aluminum sport pedals, a leather-clad handbrake lever, black and red leather/ultrasuede upholstery, two-zone auto HVAC, a reverse camera with active guidelines, voice activation, Bluetooth phone connectivity with streaming audio, AM/FM/MP3/WMA audio, vehicle-speed-sensitive volume control, Radio Data System, satellite radio, USB and auxiliary plugs, etcetera.

2019 Subaru WRX STI Sport
The centre stack features a large multi-information display atop the dash, a 6.5-inch touchscreen below that, and dual-zone auto HVAC.

The STI gets a number of standard performance upgrades as well, like quick-ratio rack and pinion steering, inverted KYB front MacPherson struts with forged aluminum lower suspension arms, performance suspension tuning, high-strength solid rubber engine mounts, a red powder-coated intake manifold, a close-ratio six-speed manual transmission, a Helical-type limited-slip front differential, a Torsen limited-slip rear diff, and more.

Additional Sport trim features include 19-inch dark gunmetal alloy wheels wrapped in 245/35R19 89W Yokohama Advan Sport V105 performance tires, the aforementioned high-profile rear spoiler, light- and wiper-activated automatic on/off headlights with welcome lighting, a power moonroof, Subaru’s Rear/Side Vehicle Detection System (SRVD) featuring blindspot detection, lane change assist, rear cross traffic alert, etcetera.

Finally, top-line Sport-tech features that have yet to be mentioned include proximity keyless entry with pushbutton start/stop, navigation, as well as SiriusXM Traffic and Travel Link with weather, sports and stocks information, while the Sport-tech’s Recaro sport seats only get eight power adjustments.

2019 Subaru WRX STI Sport
The WRX STI’s shifter is sublime.

As is the case with all Subaru models, except the rear-drive BRZ sports car, the WRX STI comes standard with Symmetrical-AWD, the torque-vectoring system considered one of the best in the business. You can fling it sideways on dry or wet pavement, or for that matter on gravel, dirt, snow, or most any other road/trail surface, and remain confident it will pull you through, as long as it’s shod with the right tires for the occasion and your driving capability is at the level needed to correctly apply the steering, throttle and braking inputs as necessary.

As far as performance goes, the WRX STI is a car that is much more capable than most drivers will ever know, unless its deft poise saves them from an otherwise unavoidable accident. Its sporting prowess is legendary, and thanks to changes made a couple of years ago to the shifter and suspension, which made it much more enjoyable to drive in town as well as at the limit, it’s now an excellent daily driver. The manual transmission shifts smoother and easier, clicking into place with a more precise feel than in previous iterations.

2019 Subaru WRX STI Sport
These are two of the best sport seats in the compact segment.

The upgraded six-speed manual takes power from a 2.5-litre turbo-four that received beefier pistons, a new air intake, new ECU programming, and a higher-flow exhaust system than the previous generation, resulting in an identical 290 lb-ft of torque and the 5 additional horsepower mentioned earlier, the STI now putting out 310. Additionally, the just-mentioned transmission gets a reworked third gear for a faster takeoff. Translated, the latest STI feels even more enthusiastic during acceleration than pre-2018 models, which were already very quick.

As always, the 2019 STI’s road-holding capability is fabulously good. It feels light and nimble, yet kept the rear wheels locked mostly in place through high-speed curves, whether the tarmac was smooth or strewn with dips and bumps. I only used the word “mostly” because it oversteers nicely when coaxed through particularly tight corners, like those often found on an autocross course. At such events braking is critical, so it’s good that the STI’s big binders noted earlier scrub off speed quickly, no doubt helped in equal measures by the Sport’s standard 245/35R19 Yokohama performance tires.

2019 Subaru WRX STI Sport
This practical sports car seats four to five comfortably.

I can’t see fuel economy mattering much to the majority of STI buyers, but Transport Canada’s 2019 rating is reasonably efficient for a performance sedan just the same, at 14.1 L/100km city, 10.5 highway and 12.5 combined. Notably, these numbers haven’t change one bit from last year, while Subaru doesn’t show any advancements in the STI’s naught to 100km/h time either, once again claiming a sprint time that’s just 0.5 seconds faster than the regular WRX at 4.9 seconds. With only small adjustments made to its 1,550- to 1,600-kilogram curb weight (depending on trims), plus 5 additional horsepower now combined with a stronger third gear, both standstill and mid-range acceleration should be faster, which leaves me wondering whether Subaru is being conservative or if their marketing department merely hasn’t got around to updated the specs in their website.

So is the WRX STI for you? If you’re a driving enthusiast that still needs to stay real and practical, you should consider Subaru’s performance flagship. It’s well priced within the low- to mid-$40k range, and it’s an easy car to live with. Of course I can’t help but recommend it. 

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

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

CarCostCanada

Porsche reveals new 394 hp 718 Cayman and Boxster GTS 4.0

2021 Porsche 718 Cayman GTS 4.0
The upcoming 2021 718 Cayman GTS 4.0 gets similar blackened exterior trim to other GTS models. (Photo: Porsche)

It was only a couple of weeks after Porsche put out a press release announcing Canadian pricing, features and specs for their new 718 Cayman T and 718 Boxster T lightweight performance models, plus details about the base, S, GT4 and Spyder variants of the same updated 2020 Cayman and Boxster, and surprisingly the upcoming 2021 718 GTS was (and still is) all over the interweb.

Up until the current 2020 model year, fourth-generation Cayman and Boxster models were only available with turbocharged four-cylinder powerplants, but thanks to the new GT4 and Spyder a formidable 4.0-litre six-cylinder engine was added to the mix. Now, hot on the heels of those two top-tier 718 models, Porsche is announcing the refreshed 2021 718 Cayman GTS and 718 Boxster GTS with horizontally opposed six-cylinder power as well.

Those who follow all things Porsche will know that the brand’s GTS trim, while not necessarily the fastest in a given model line, will be one of the sportiest thanks to blacked out exterior trim and unique aero upgrades, powertrain improvements, suspension modifications, and more often than not a curb weight reduction, and the new 2021 718 GTS takes all of the above to new extremes.

2021 Porsche 718 Boxster GTS 4.0
Fabulous looking 2021 718 Boxster GTS 4.0 should go as good as it looks. (Photo: Porsche)

The outgoing 718 GTS lineup, which was with us from model years 2018 to 2019, already put out an impressive 365-horsepower and 317 lb-ft of torque, but its power came from a 2.5-litre turbocharged flat-four. Sure it was 500 cubic centimetres larger than the 2.0-litre turbo-four in the 718’s base, S and T trims, while making 65 extra horsepower and 37 more lb-ft of torque, but it still wasn’t anywhere near as capable as the naturally aspirated 4.0-litre H-6 in this new GTS.

Porschephiles will already be well aware of the just-mentioned GT4 and Spyder models, particularly about their shared six-cylinder powerplant that boasts 414 horsepower, and while it’s down some 20 horsepower in this new GTS, it still makes a formidable 394 horsepower and an identical 309 pound-feet of torque.

That’s superb performance from a trim that will soon slot between both 718 T models priced at $74,400 for the coupe and $76,800 for the convertible, and the two new top-line cars that start at $110,500 for the Spyder and $113,800 for the GT4. The new engine, which revs all the way up to 7,800 rpm, makes Porsche’s renowned six-cylinder bark and therefore should appeal to the countless diehard fans of the German brand, while the melodic notes emanating from the engine compartment behind the seats get improved upon by a standard twin-tailpipe sport exhaust system.

2021 Porsche 718 Cayman GTS 4.0
The new 718 Cayman GTS 4.0 makes 394 hp from a new H-6 engine. (Photo: Porsche)

While fuel efficiency probably isn’t the first reason someone chooses a premium sports car, the new engine includes cylinder deactivation dubbed adaptive cylinder control, a technology that alternately shuts off one of its two cylinder banks under low loads, while the direct injection system uses piezo injectors plus a variable intake system to enhance efficiency further while also improving performance.

Like the sporty 718 T models that we covered in this publication in early January, the new 718 GTS adds standard performance items like a mechanical limited-slip differential, Porsche Torque Vectoring (PTV), and the Sport Chrono Package with a special Porsche Track Precision App featuring a lap timer.

Porsche’s Sport Chrono Package provides a handy “push-to-pass” style Sport Response button in the middle of the steering wheel-mounted rotating drive mode switch, as well as Launch Control with the optional seven-speed dual-clutch automated PDK gearbox.

When using their base six-speed manual transmission, however, both new 2021 718 GTS models sprint from zero to 100 km/h in just 4.5 seconds, paring 0.1 seconds from the outgoing 718 GTS’s acceleration time, while the two only 0.1 seconds slower to 100 km/h than the ultra-hot 718 GT4 and Spyder.

2021 Porsche 718 Boxster GTS 4.0
The new 718 GTS 4.0 models are filled with suede-like Alcantara surfaces. (Photo: Porsche)

Additionally, the two 718 GTS models increase their top track speeds by 3 km/h to 293 km/h—the GT4 and Spyder manage a respective 304 and 301 km/h. Porsche hasn’t announced performance numbers for the new 718 GTS with its available PDK gearbox, but the dual-clutch paddle-shift actuated transmission slices 0.2 seconds from the GT4 and Spyder’s zero to 100km/h sprint time, so we can expect something similar from the GTS.

Together with the new 718 GTS’ accelerative advantages, a bevy of standard upgrades also make for greater agility around corners, like Porsche Active Drivetrain Mounts (PADM) that integrate dynamic hard and soft transmission mounts to reduce vibration and therefore improve performance, plus the new model’s special Satin-Gloss Black-painted 20-inch alloys encircled by staggered-width 235/35 front and 265/35 rear tires make sure the new 718 models remain glued to the tarmac below.

Porsche’s Active Suspension Management (PASM) electronic damping system also comes standard, the technology instantly adjusting for irregular road surfaces, weather conditions, and changes to driving styles, all depending on whether Normal, Sport, Sport Plus or Individual driving modes are selected.

2021 Porsche 718 Boxster GTS 4.0
An available GTS interior package adds a red tachometer dial at centre. (Photo: Porsche)

The two 718 GTS models also get a 20-millimetre drop in suspension height when compared to lesser trims, the 718 T duo aside, lowering their centres of gravity for improved control all-round. The base cast-iron brakes are larger in diameter too, up to 350 mm in front and 33 mm at the rear, resulting in quicker stopping times. Just in case you want to slow down even faster, Porsche provides its usual upgrade to composite ceramic brakes.

In order to visually separate the new GTS models from other 718 trims, Porsche has added dark grey “GTS 4.0” decals to each door, while other styling upgrades include plenty of darkened exterior accents such as a black front lip spoiler, an all-black lower front fascia including a special Sport Design air intake, blackened front fog lamp lenses and taillights, plus a redesigned rear bumper cap and black chrome exhaust tips. Of course, we can’t forget about those glossy black 20-inch alloy wheels mentioned earlier either. 

The 718 GTS’s cabin features a GT sport steering wheel, plus a scripted “GTS” logo at the centre of the primary instrument cluster’s rev counter, while woven carbon trim highlights the instrument panel and middle console, and dark grey Alcantara provides plush grip to the steering wheel, the centre console, the gear shift knob and surrounding skirt, each door insert and all of the armrests, plus the centre panels of the standard sport seats, while each A-pillar gets wrapped in the soft suede-like material too, as does the roof liner in the hardtop coupe.

2021 Porsche 718 Boxster GTS 4.0
Both this 718 Boxster GTS 4.0 and the Cayman coupe version are brilliantly fun around corners. (Photo: Porsche)

An available GTS interior package lets you choose between contrasting Carmine Red or chalk grey/beige Crayon for the tachometer gauge’s face, the seatbelts, the floor mat borders, and the cabin’s decorative stitching, including embroidered “GTS” logos on each headrest.

The Porsche Communication Management (PCM) centre touchscreen is standard as usual, measuring 7.0 inches and housing plenty of functions pulled up from lower end trims, plus of course the previously noted Track Precision App. This application originated in motorsport, and is downloadable to your Apple or Android smartphone. It provides performance-related data on the GTS’ centre display while on the track, and simultaneously records said data on your device for analysis after leaving the circuit.

The PCM also incorporates a navigation system with real-time traffic information, optional voice control, and Porsche Connect. Additionally, music aficionados will be happy to learn that an available Bose surround sound system can improve on the standard audio system, while Burmester surround sound audio takes the listening experience to an entirely new level.

You’ll be able to order the new 2021 718 Cayman GTS 4.0 and 718 Boxster GTS 4.0 from your Porsche retailer by the summer of 2020, with deliveries following in the fall.

Until that happens, be sure to watch the videos below:

 

The all new 718 GTS 4.0. More of what you love. (1:52):

 

Porsche GTS. More of what you love. (1:30):

 

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Ford EcoSport 2.0 SES Road Test

2019 Ford EcoSport 2.0 SES
The EcoSport wears Ford’s older design language, but it still looks smart in its sporty SES duds.

The EcoSport, that just recently entered the Canadian market for the 2018 model year, will soon be the oldest SUV in Ford’s burgeoning lineup. This is due to the mid-size seven-passenger Flex fading into the sunset when its remaining 2019 model run gets sold off. Where the Flex was one of the blue-oval brand’s largest crossover SUVs, the EcoSport is by far its smallest, and therefore fills Ford’s critical gateway position now that the subcompact Fiesta hatchback has also been discontinued from the North American markets.

Of note, Ford’s other crossovers and SUVs have been more recently refreshed or redesigned, the former car-based models including the completely redesigned 2020 Escape, the recently refreshed Edge that came out for the 2019 model year, and the entirely redone 2020 Explorer that’s just arriving now, whereas the not quite as new truck-based Expedition SUV will soon be second oldest. 

2019 Ford EcoSport 2.0 SES
SES trim blackens out a lot of exterior accents that would otherwise be bright metal.

Soon Ford will add two new models to its utility lineup, the first being the impressive but oddly named Mustang Mach-E (I hope they drop the “Mustang” part and just call it the “Mach-E”), sized between the Escape and Edge and powered by a new plug-in electric drivetrain, and the second an even more interesting (to me at least) compact truck-based body-on-frame 4×4 that brings back the classic Bronco name. A smaller “baby Bronco” is reportedly planned to go up against the subcompact Jeep Renegade, just like the new Bronco will go head-to-head with the iconic Jeep Wrangler 4×4, which means off-road fans will soon have a lot more to get excited about.

Ford will continue to dominate the truck market with its best-selling F-Series, of course, and do its best to make the new (to us) Ranger mid-size pickup as popular as its slightly smaller predecessor used to be, while it will probably maintain its leadership in the commercial van segment as well, its Euro-style Transit full-size van well ahead of all rivals on the sales charts. Ford still makes the classic Econoline, by the way, but it’s only available with a cutaway chassis cab body in our market, plus the Transit Connect does very well in the smaller compact commercial van category.

2019 Ford EcoSport 2.0 SES
These 17-inch dark grey alloys add a lot of style to the EcoSport SES’ design.

Now that I’ve come this far I might as well finish off with every blue-oval model available to Ford’s Canadian customers, the fabulous GT super car still showing on the brand’s retail website despite being sold out some time ago, and the Mustang still North America’s go-to sports/muscle car by a long shot, while the Fusion mid-size sedan will be with us for one last year before being sent out to pasture like the larger Taurus full-size sedan, the little Fiesta subcompact, and the compact Focus (plus sadly the later two models’ superb ST and RS performance versions, and the once great SHO).

Until Ford comes out with an ST version of the EcoSport I can’t see enthusiasts getting excited about it (hey, they brought us an Edge ST, so you never know), but it look good and drives well for such an old SUV, plus it offers up a nice assortment of features and can be had for an even more compelling price. This current second-generation EcoSport arrived in other markets during 2012 as a 2013 model, which adds up to six years before it arrived as an all-new model here in North America. I first saw the original EcoSport (a design I really liked at the time) when I was living in São Paulo, Brazil, and now that I’m more often on the other side of the world in Metro Manila, Philippines, I’ve been seeing this new one becoming popular there for about six years (and likewise for our all-new Ranger pickup that was been a big seller there since it hit the market in 2011).

2019 Ford EcoSport 2.0 SES
Blue and copper orange is an unusual mix, which is probably why Ford now makes this interior with silver and grey instead.

Like the Ranger, the EcoSport has aged quite well. It wears Ford’s most older grille design, last seen on the 2019 Escape and 2018 Edge, so it doesn’t look out of date unless you see it lined up in row of its blue-oval contemporaries. A redesigned third-generation EcoSport should be out by 2021 as a 2022 model, so at least we can be fairly certain this 2019 version, and the mostly unchanged 2020 version, won’t be redesigned for couple of years or more.

As it is, despite its age the EcoSport has plenty of redeeming qualities, the first being decent fuel economy due to standard auto start-stop technology that shuts the engine off when it would otherwise be idling in order to reduce fuel usage and improve emissions, all before restarting automatically when letting off the brake.

2019 Ford EcoSport 2.0 SES
The cockpit has a sporty look, enhanced by a leather-clad steering wheel with paddle shifters in SES trim.

This EcoSport comes standard with the same turbocharged 1.0-litre three-cylinder that I first enjoyed in the Fiesta. While a fun-to-drive entry-level engine, it’s also capable of an 8.6 L/100km city, 8.1 highway and 8.4 combined Transport Canada rating, while the even stronger 2.0-litre four-cylinder I tested here is good enough for an estimated 10.2 city, 8.0 highway and 9.3 combined. To be clear, this is fairly thrifty when compared to some of its key rivals, and falls short of others, finding a happy medium right in the middle.

The middle-of-the-road EcoSport story is similar for pricing too, with the base 2019 S model starting at $22,349 (plus delivering and other fees), and fancier trims including the SE at $25,449, SES at $29,849 and top-line at 31,349. All-wheel drive can be added to S and SE trims for $2,500, while it comes standard in the SES and Titanium. Notably, the pricing just quoted was heavily discounted at the time of writing, with CarCostCanada reporting additional incentives up to $4,500 on this 2019 EcoSport, or for those wanting the newer 2020 model, factory leasing and financing rates from 3.99 percent. Go to the 2019 or 2020 Ford EcoSport Canada Prices page right here at CarCostCanada for all the details, plus the ability to price and configure EcoSport models, while accessing available manufacturer rebates, dealer invoice pricing that could save you thousands, and much more.

2019 Ford EcoSport 2.0 SES
The gauge cluster is simple, but the bright blue needles stand out nicely.

Of course, selling on price is not a good way to make a profit, but that’s Ford’s problem. Still, as noted earlier there’s a lot more to like about this little SUV than its reasonably low fuel economy and attractive pricing. Both direct-injected engines provide pretty strong performance, actually, the base turbocharged 1.0-litre three-banger good for 123 horsepower and 125 lb-ft of torque, and the as-tested naturally aspirated 2.0-litre four making a more spirited 166 horsepower and 149 lb-ft of torque.

Additionally, neither engine is held back by the vague performance of a continuously variable transmission (CVT) or a slow-shifting regular automatic, but instead get Ford’s well-proven six-speed SelectShift dual-clutch automated manual. It may not be the most dependable transmission ever made, but it delivers very quick, snappy shifts, enhanced with steering wheel-mounted paddle shifters in SES trim, along with the same ease-of-use the two less exciting transmissions provide.

2019 Ford EcoSport 2.0 SES
Sync 3 offers up a nice easy-to-use design plus Apple CarPlay and Android Auto.

Underpinning the entire SUV is a fully independent suspension featuring MacPherson struts in front and a multilink setup in the rear, plus a stabilizer bar at each end. Additionally, twin-tube hydraulic gas-pressurized shocks keep the front wheels connected to tarmac while progressive-rate springs with mono-tube hydraulic gas-pressurized shocks lock in the back end, while a fairly direct feeling electric power steering system makes manoeuvring the EcoSport into tiny parking spaces easy and negotiating heavy traffic a breeze. Ford’s smallest SUV feels nice and stable through slaloming roadways too, and tracks well on the open highway. No matter the conditions it’s a fun little utility to drive, even on slippery surfaces where Ford’s AdvanceTrac traction control with RSC (Roll Stability Control) keeps it under control, and the SUV’s standard four-wheel discs with ABS provide good braking performance.

2019 Ford EcoSport 2.0 SES
The nice big backup camera with active guidelines made parking easy.

The way this EcoSport drives makes it easy to understand why 7,438 Canadians bought one last year (which is a bit less than mid-pack, with six subcompact crossover SUVs selling fewer and 10 delivering more), but just the same I could see why some may have chosen it because of styling first and foremost. My SES example was painted in an eye-catching Lightning Blue with sporty black accents all around (although it didn’t wear this trim’s optional black decals on the hood and rooftop), some of its best design details being the Dark Tarnish Metallic-painted 17-inch rims it rolled on.

The interior, however, was colour-matched by the three blind mice. Who decided that its mostly Ebony Black cabin colour (shade) scheme should be accented with copper-orange on every model? I suppose blue and orange don’t completely clash (a similar livery kind of worked for McLaren F1 this year), and of course it’s perfect when choosing the EcoSport’s available Canyon Ridge (copper) exterior paint, but I’m glad Ford recently decided to ditch this unusual colour combo for trusty old grey. As it was, my tester’s partial leather seat upholstery included copper orange stripes on their stain-resistant ActiveX fabric inserts, these matching the same copper highlights that run across the instrument panel, on each side of the console, and along the door panels.

2019 Ford EcoSport 2.0 SES
Remember, Ford replaced this orange with silver and grey, which will be a good or bad thing, depending on your personal taste.

All said, I can’t see anyone complaining about the SES model’s aforementioned 17-inch alloy wheels or its sport-tuned suspension upgrade, or for that matter the paddle shifters I commented on a while ago. Other niceties with this trim include rain-sensing windshield wipers, an auto-dimming centre mirror, blindspot monitoring, an 8.0-inch infotainment touchscreen with Ford’s best Sync 3 interface, a navigation system that worked perfectly during my test week, a pretty good seven-speaker audio system, and a very useful household-style 110-volt power outlet.

Sync 3 infotainment is still very good despite not being as recently updated as some competitive systems. Along with than the items already mentioned, its feature set includes the expected tablet-like tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, easy Bluetooth connectivity for your phone and audio streaming, voice activation, a 4G LTE Wi-Fi hotspot, plus the ability to play AM, FM and satellite radio stations, of course. Satellite in mind, Sirius Travel Link is also included, plus a number of apps, while the Sync 3’s graphics are organized into convenient tiles in an attractive white on sky blue colour scheme. It’s not new, but it’s still very good.

2019 Ford EcoSport 2.0 SES
Really comfortable seats had plenty of manual adjustment.

Missing from my SES tester was dual-zone automatic climate control, but its single-zone auto HVAC system was plenty good for my needs and as good as this entry-level SUV segment usually gets, while its front seats were only four-way manually adjustable, which was another inconvenience that didn’t matter much to me. The seats were comfortable and supportive just the same, plus my long-legged, shorter torso five-foot-eight frame fit well due to better-than-average reach from the EcoSport’s tilt and telescopic steering column.

It’s spacious as well, and especially good for taller occupants. In fact, both the front and back seating areas are well proportioned, but I recommend leaving the rear centre position unoccupied when four adults are aboard. The cargo compartment is fairly large too, with 592 litres of volume behind the 60/40-split back seats and 1,415 litres when lowered, although the load floor doesn’t lay very flat.

2019 Ford EcoSport 2.0 SES
The rear seats are spacious and comfortable for this class.

Accessing the cargo compartment comes via a side-swinging rear door that might be a deal-killer for some. Not only did it squeak while driving (or at least something near the door was squeaking annoyingly all week long), but who wants to deal with a heavy, inconvenient side-swinging rear door when there’s 16 competitors (and three more on the way) that offer a liftgate that also acts as a shelter in the rain? At least it opens on the proper side for North American markets, unlike some others (Jeep) that make it really difficult to load from the curb, not to mention dangerous if forced to step into the line of traffic with arms loaded. It opens easily enough thanks to gas struts, but you’ll need to make sure and leave plenty of space behind the EcoSport for the wide door to swing it out when parked on the side of the road, while if another driver (parker) parks too close, good luck getting anything into the back (not usually a problem with a liftgate).

As for interior finishings, it’s better than some and not as good as this segment’s best sellers due to an abundance of hard plastic surfaces. I know this is a base subcompact and buyers in this class aren’t expecting Range Rover detailing, but some in this category are delivering a more premium experience than others, and therefore merely adding a pliable composite dash top/instrument panel along with padded armrests isn’t enough these days.

2019 Ford EcoSport 2.0 SES
The cargo area is roomy enough, but some might not like the side-swinging rear door.

As my regular readers know, I don’t hold back when I don’t like a vehicle, but I think I’ve been very fair with Ford’s EcoSport. It’s one of the oldest SUVs in this class, yet it does a pretty decent job of looking good, plus it balances a really fun driving experience with reasonable fuel economy, it’s plenty comfortable, very spacious, is equipped well enough, has a great infotainment system (and has an attractive set of gauges with cool blue needles), and (squeaking and side-swinging rear door aside) is quite practical. The fact you can currently save thousands on a new 2019 is a major bonus that should be considered too, so if you can live with its few shortcomings (and most rivals could be better too) the EcoSport is worth a closer look.

Story and photo credits: Trevor Hofmann