Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.
The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.
If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.
While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.
Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.
Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.
As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.
Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.
The Rogue is without doubt Nissan’s most important vehicle, selling in greater numbers than any other in its lineup.
Last year the Japanese brand’s compact SUV found 37,530 Canadian buyers, compared to 18,526 for the subcompact Qashqai crossover, 16,086 for the even smaller city car-sized subcompact Kicks crossover, 12,000 for the mid-size Murano crossover, 7,719 for the compact Sentra sedan, 6,361 for the now discontinued Micra city car, 5,704 for the mid-size three-row Pathfinder SUV, 3,723 for the mid-size Frontier pickup truck, 3,342 for the mid-size Altima sedan, 2,881 for the compact Leaf EV, 2,807 for the full-size Titan pickup truck (both half-ton and 3/4-ton versions), 2,369 for the now defunct subcompact Versa Note hatchback, 1,783 for the NV200 compact commercial van, 971 for the full-size Maxima flagship sedan, 807 for the NV full-size commercial van (both cargo and passenger versions), 593 for the full-size (and real flagship) Armada SUV, 500 for the iconic 370Z sports car, and finally 53 for the nearly unbeatable GT-R super-coupe.
Interestingly, the only Nissan model to lead its segment in deliveries was the Micra (RIP), with some displaying woefully poor performance on the sales charts compared to their competitors, the Sentra, Altima, Pathfinder, Frontier, Titan and full-size NV van particularly, while doing well yet not at the very top of their respective categories are the Leaf, Kicks, Qashqai and, yes, you guessed it, the Rogue.
Nissan desperately needs a hit, and while the Rogue won’t likely race past the RAV4’s comparatively (to everything else) interstellar numbers last year, selling 65,248 units to Honda’s 55,859 CR-Vs, it could rise to third by overtaking the Ford Escape’s 39,504 deliveries once calendar year 2021 is in the rearview mirror. Of course, 2020 will either be a negative blip on the sales chart radar or the beginning of a downturn, but either way there will be winners and losers throughout this year and in the years that follow, and all the changes made to the new 2021 Rogue appear to be putting it on the right side of the balance sheet.
Like it or not, rugged, blocky styling is in for modern SUVs, and soft, smooth curves are out. All we need to do is look at the aforementioned RAV4 to appreciate how true this appears to be. Fortunately for Nissan, the 2021 Rogue is gone all brazen, with a tougher look that should be very appealing in its small SUV segment.
We shouldn’t go so far as to call it aggressive, but the new Rogue definitely comes across as more assertive than the outgoing model. It gets a bolder version of Nissan’s squared off V-motion grille at the front and new black D pillars at the rear, the latter coming close to the “floating roof” concept initiated by the previously noted Maxima and Murano. This looks even better when opting for new two-tone exterior colour combinations that allow for a fully black roof. Tough looking lower body cladding muscles up its look further, enhanced by new “U-shape” bodyside panels, while the sharp looking LED tail lamps don’t deviate quite as much from those on the old model as the entirely new multi-level LED head lamps.
In an automotive world that almost always grows outwardly it’s refreshing to learn that this new Rogue actually arrives shorter by 1.5 inches than its predecessor, while it also slices 0.2 inches from road to rooftop. This won’t likely be noticeable inside, but the subtle dimensional shrinkage contributes to the updated SUV’s more upright look without causing it appear too chunky.
While Nissan hasn’t announced a specific off-road trim for its new 2021 Rogue, the RAV4 being the only small SUV to do so with its near-4×4-capable 2019-2020 Trail version and the even more robust TRD Off Road Package now available for the 2020 model year, it’s unfair to claim the new Rogue’s rugged image is only surface deep.
With trims featuring the brand’s Intelligent All-Wheel Drive, a centre console-mounted Drive Mode Selector boasts an “Off-road” setting for overcoming more challenging terrain. Don’t expect it to keep up with the old Xterra or current Armada, but be confident it will be able to make its way over protruding rocks and other moderately sized obstacles emanating from the gravel on the way to the family cabin. Nissan also provides a “Snow” mode that does similarly for slippery road/trail surfaces, while the Drive Mode Selector also features Standard, Eco and Sport settings for normal conditions, these last three being the only settings offered with front-wheel drive models.
Benefiting traction yet more, new Rogue AWD models feature a Vehicle Motion Control System that Senior Vice President of Research and Development at the Nissan Technical Centre North America Chris Reed claims will do “what a human can’t.”
“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” says Reed. “It can then step in and help to smooth things out.”
In a nutshell, Vehicle Motion Control (VMC) combines with the new Rogue’s all-wheel drive system and its Drive Mode Selector to provide four-wheel control individually, enhancing line traceability so as to smooth out curves via the braking system’s ABS. It can even apply a single brake pad in order to do so. VMC, that incorporates a chassis control module that continuously “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions,” is particularly useful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” confirmed a press release.
The Rogue’s Intelligent All-Wheel Drive system now features an electro-hydraulic controlled clutch that disseminates torque more quickly and more precisely due to its ability to predict front-wheel slippage. This improves rear torque distribution as well as greater traction and responsiveness.
Responsiveness in mind, a new faster-ratio rack electric power steering design is said to speed up turn-in, while a rigid six-position front suspension mounting and reworked multi-link rear suspension should go further to benefit handling.
Better road-holding matters because the new 2021 Rogue receives 11 additional horsepower and 6 more lb-ft of torque via a revised direct-injection 2.5-litre four-cylinder engine. This results in 181 horsepower and 181 lb-ft of torque, with much of the gains coming from a mirror bore coating technique that reduces friction for better efficiency, as well as a new variable displacement oil pump, plus an integrated exhaust manifold, and finally an e-VTC intake valve.
Nissan has long been a technology leader under the hood and within the chassis, not to mention in advanced driver assistive systems (ADAS), the new model carrying forward with its innovative Rear Door Alert system that warns the driver when something or someone may have been left in the rear seating area, while also adding new Intelligent Driver Alertness to monitor steering patterns and recommend a break when detecting drowsiness, plus Easy Fill Tire Alert to maintain ideal tire pressure.
Continuing on the ADAS theme, Nissan’s Safety Shield 360 is a suite of essential systems featuring Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while Rear Intelligent Emergency Braking is now standard too, this technology automatically stopping the Rogue before backing into an obstacle or worse, into a child or traffic.
Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are available with the new Rogue as well, the latter feature coming as part as an upgraded ProPilot Assist hands-on-wheel partial self-driving system. The new Rogue’s safety kit is improved further with 10 standard airbags instead of just six, plus extended crumple zones to protect occupants during impact. Yet more extras include new four-door Intelligent Key that lets driver and passengers open all four doors, this being part of the updated SUV’s “Family Hub” group of features that also adds tri-zone auto climate control.
Now that we’re inside focused on the centre stack, the standard 8.0-inch infotainment touchscreen display (already sizeable for the segment) is optionally 1.0-inch larger, while Apple CarPlay and Android Auto are standard no matter which trim is chosen, with Google Maps and Waze featuring voice recognition also available.
Even more advanced, the new Rogue sports a customizable 12.3-inch “Digital Dashboard” instrument cluster ahead of the driver, which totally replaces the more conventional instruments with a crisp, colourful high-definition TFT display, although take note that the base model still incorporates a 7.0-inch multi-information display between its dials, which not only is 2.0 inch bigger than the outgoing model’s base cluster, but is fully customizable too. What’s more, a massive 10.8-inch head-up display can be projected onto the windshield so all critical info is as easy as possible to see without taking one’s eyes from the road.
All of this impressive gear is housed in an interior that looks much nicer than its predecessor and most rivals, with plenty of premium-level pliable surfaces as well as nicer available Prima-Tex leatherette and quilted semi-aniline leather upholsteries, in no-cost optional Graphite, Grey or Tan. Better wood grains and metallic trims add to the upscale ambiance, while supporting driver and front passenger is a set of NASA-inspired Zero Gravity seats that feature standard front heaters.
The steering wheel is also heated in base trim, while rear outboard seat warmers are available, as is two-position driver-side memory. A surround parking camera system dubbed Intelligent Around View Monitor is also available, this useful feature combined with the previously noted rear driver assistance systems.
Also notable, Nissan’s adoption of a fully electronic transmission allows for a smaller, shorter and generally smarter electronic shift lever, while thanks to this there is plenty of space for stowing personal items below the “floating” centre console.
Storage in mind, Nissan still hasn’t given the Rogue a rear centre pass-through or 40/20/40 split-folding rear seats despite some competitors anteing up with this much more convenient option. This allows users to stow longer items, such as skis, down the centre while rear passengers benefit from the more comfortable, optionally heatable rear window positions, but this said Nissan has provided one-touch automated folding with “an available remote fold feature” for added convenience. The Rogue’s innovative Divide-n-Hide cargo system is also available once again, as is a powered opening/closing and Motion Activated Liftgate that allows access merely by kicking one’s foot under the rear bumper.
The 2021 Rogue is once again available in three trims, starting with the base S that’s followed by SV and Platinum models. Deliveries will begin this fall, with pricing expected closer to the model’s launch.
As intriguing as the new 2021 Rogue might appear, some would rather benefit from the steep discounts currently being offered by Nissan Canada and its dealer organization. In fact, a quick check of our 2020 Nissan Rogue Canada Prices page showed up to $5,000 in additional incentives at the time of writing, which is a staggering savings for an SUV in this price class. To learn about all the available manufacturer rebates, financing and leasing opportunities, and dealer invoice pricing that could save you thousands on any new model, find out how a CarCostCanada membership will put money back in your wallet, and while you’re at it make sure to download our free mobile app from the Google Play Store or Apple Store.
Hyundai Canada has been a bit confusing with respect to its seven-passenger SUVs over the years, first offering the 2007–2013 Veracruz, then dubbing their 2014–2019 three-row entry as the Santa Fe XL, and finally giving the best of the lot the Palisade nameplate for 2020.
Hyundai’s largest SUV now offers up a distinctive premium-level look for the brand and near luxury levels of refinement, and has therefore received plenty of positive reviews and achieved good traction on Canada’s mid-size SUV sales chart. It ticks all the right boxes when it comes to design, execution and pricing, something the smaller two-row mid-size Santa Fe has been doing for a very long time. Still, after two model years of availability, the fourth-generation Santa Fe will receive dramatic a mid-cycle makeover.
It’s difficult to say what might have prompted Hyundai to update its top-selling Santa Fe so thoroughly after just two model years, but a sizeable 21-percent pre-pandemic drop in Canadian sales from 24,040 units during calendar year 2018 to 18,929 deliveries through 2019 wouldn’t have helped the situation, despite an almost 9-percent gain in the U.S. during the same 12 months (the Santa Fe was trending downward toward the end of the year). Some of that negativity could’ve been the Palisade’s introduction, which would have naturally eliminated most three-row Santa Fe XL sales, not to mention a gradual phase-out of the XL as the 2019 calendar year ended, but either way the popular model’s sales have slipped in recent years (it suffered a 15-percent drop the year before).
Of course, Canada’s sales wouldn’t have caused a giant multination like Hyundai to completely rethink the design of a model that’s not only manufactured in the U.S., but also Korea and China, and serves myriad markets around the world. Nevertheless, the changes are significant, with a unique new extended grille that reaches right out to each corner of the frontal fascia, the change meant to accentuate the SUV’s width and provide a “well-balanced stance,” said Hyundai in its press release.
“We modernized the New Santa Fe with premium features and appealing aesthetics that are sure to add value,” commented SangYup Lee, Senior Vice President and head of Global Design Centre. “The bold lines that extend from one side to the other and from front to back give Santa Fe a rugged yet refined look that SUV customers want. Besides, we’ve added numerous features and functions to create a truly family-focused SUV that is a pleasure to drive.”
Interestingly, the new grille’s “signature geometric patterned inlay” is different depending on the photo shown, but Hyundai’s release didn’t explain why. The version with body-colour painted lower trim included a grille insert with seven rows of isosceles trapezoid shapes, whereas the SUV with darker grey-coloured lower bumpers and rocker panels appeared to provide better aeration to its engine through bigger octagonal vent openings similar to those used on today’s Santa Fe. Is one a sport grille and the other for a top-line luxury model like today’s Ultimate? Or possibly active grille shutters have something to do with the design. We should learn more as updated info becomes available closer to model’s launch.
Unfortunately Hyundai has only provided nine exterior photos to tease our collective imagination, 2021 Santa Fe release, although it’s clear that both receive the brand’s new T-shaped signature LED Daytime Running Lights, found in both the lower grille extensions and headlamp clusters above. Each T’s outer tip visually continues rearward along the new Santa Fe’s beltline before transitioning into a set of redesigned wraparound LED tail lamps, while thicker flat-planed wheel arches add a stronger look. These frame sizeable 20-inch alloy wheels boasting a seven-spoke geometric design on the two Santa Fe trims revealed.
From its backside, the new Santa Fe gets yet more horizontal styling details to highlight its wide stance, such as a narrow light bar that connects the just-noted tail lamps, while down below on the bumper a thin reflector strip does likewise. A larger, wider rear vent cutout can be found under that, plus a new metallic skid plate, all of which is dubbed “a unique three-layer look” by the South Korean brand.
While Hyundai hasn’t provided any photos of the renewed 2021 Santa Fe cabin, it’s shared some details in its press release that helps us understand what we might expect. Let’s keep in mind that today’s 2019-2020 fourth-gen Santa Fe is already one of the most luxurious two-row crossover SUVs on the Canadian market, at least in its mainstream volume-branded sector, but Hyundai says the new version gets even “more space, comfort, and convenience,” while adding “a new level of luxury with every component finished in premium soft-touch materials.”
In its press release, Hyundai goes into more detail by saying that the Santa Fe’s updated centre console “sits high, giving the driver and front passenger the feeling of sitting in an armchair,” while all its buttons, knobs and switches are “centered for intuitive and ergonomic use.” Additionally, like with the aforementioned Palisade, the new Santa Fe’s redesigned lower centre console receives a quad of buttons for shift-by-wire gear selection, replacing the traditional shifter. Although Hyundai didn’t provide a photo, we saw one on the new model’s press page, and figure that it’s probably what we’ll soon see. It looks the same as the Palisade’s instrument panel and console, so we’ve included that image here for you to see.
The new gear interface includes an extension on the right featuring a new Terrain Mode dial selector with premium-like knurled metal sides. This enhances the performance of the Santa Fe’s HTRAC All-Wheel-Drive system with modes for overcoming slippery conditions such as Sand, Snow and Mud, plus it also includes Eco, Sport, Comfort and Smart modes, the latter for intuitively recognizing and automatically responding to one’s personal driving style. Five additional buttons allow for quick adjustment to various driving and parking camera controls.
These new drive controls are positioned just underneath two rows of nicely organized switches, the silver one on top for modulating the bigger, wider 10.25-inch AVN (audio, video, navigation) high-def centre touchscreen, and the lower one for the dual-zone HVAC system. Both rows feature more knurled metallic knobs for an upscale look that most likely continues throughout the cabin almost everywhere else, or at least this is true for the current Santa Fe.
Of note, the Santa Fe holds Hyundai Canada’s most enduring SUV nameplate, having originally gone on sale for the 2001 model year. Now, 20 years later it’s one of the most popular models in its class, and regularly searched here at CarCostCanada. While we have no information on the 2021 Santa Fe yet, we do have a 2020 Hyundai Santa Fe Canada Prices page that is currently showing up to $3,000 in additional incentives for those wanting to purchase now, while those that find a 2019 model can access zero-percent leasing and financing rates.
Learn more about getting a CarCostCanada membership by checking out our “How Does It Work” article. Here you’ll find how you can access all of the above and more, including manufacturer rebates when available, plus dealer invoice pricing that could put thousands back into your wallet, plus make sure to download the new CarCostCanada mobile app in iTunes or Google Play stores.
Market segments don’t come any more competitive than the compact luxury crossover SUV class, with younger brands like Acura, Lexus and Infiniti mixing it up with the old guard from Europe including Mercedes-Benz, BMW, Audi, Jaguar, Land Rover and Volvo. Nearly 20 models duke it out in this category, and Buick, which carefully balances between both luxury and mainstream volume market sectors, has been struggling to get noticed with a fairly safely styled Envision.
After two years of availability in China, Yantai, Shandong-built Envision wasn’t exactly fresh when it arrived in Canada for the 2016 model year, and while some of the just-named premium brands fare worse on the compact luxury SUV sales chart than Buick’s entry, it’s never found the type of traction an SUV priced as competitively in this segment should. In fact, unlike its closest rivals, Buick’s larger three-row Enclave SUV sold in greater numbers than the Envision last year, and its much smaller subcompact Encore sold almost four times as many units.
Soon it will be out with the old and in with the new, however, this attractive new 2021 Envision showing that Buick is getting serious about competing against the best in the business, at least from a styling perspective. Only small design cues, such as the overall grille design and general shape of the headlamps and taillights, carry forward into the updated model, while much of its sheet metal appears more angular than in past Buicks, closer in fact to Cadillac’s XT crossover SUV line.
With just three exterior photos to go on, and very little information accompanying them, there’s not much to talk about. Buick mentioned nothing about the current 197 horsepower naturally aspirated base 2.5-litre four-cylinder engine, but did speak of the 252 horsepower 2.0-litre turbocharged four that’s now offered as an option in the 2020 model. Therefore we can assume the 2.0-litre turbo will come standard, and be joined up with a new nine-speed automatic that’s three gears more advanced than the one it will replace. Also expected, Canadian-bound Envisions will more than likely continue into the new generation with standard AWD.
Of note, the first-generation Envision rides on the same GM Delta platform as the current second-generation Chevrolet Equinox and GMC Terrain compact SUVs, so it makes sense that this latest iteration will do likewise. The current model offers a commendable ride and handling package thanks to a fully independent suspension with struts up front and four-link setup in the rear, so it’s likely something very similar will underpin the new 2021 model.
Additionally, the new 2021 Envision will arrive with standard forward collision alert, automatic emergency braking (for vehicles and pedestrians), lane keeping assist, lane departure warning, rear parking assist, etcetera. Reports also claim the new Envision’s advanced driver assistance systems were partially developed at General Motors’ Canadian Technical Centre, which is a nice connection to Canada.
Available features should include front parking assist, semi-automatic parking assist, an overhead parking monitor, blindspot monitoring with rear cross-traffic alert, a head-up display unit, a rearview mirror with an integrated camera system, and more.
A 10.0-inch centre-mounted touchscreen featuring an HD reverse camera will be available, incidentally, as will Android Auto and Apple CarPlay smartphone integration, not to mention Amazon Alexa, while Buick will offer its top-line Avenir trim in the Envision for the first time.
Just in case you prefer the subtler, softer lines of today’s 2020 Buick Envision or simply want to take advantage of any deals that might be available now, like manufacturer rebates, financing and leasing offers, and dealer invoice pricing that could save you thousands, take note that an inexpensive CarCostCanada membership will provide you with everything just mentioned and more, giving you everything needed before speaking with your local Buick dealer.
Mazda’s CX-3 has been a popular economy car alternative in Canada since arriving on the scene five years ago, even rising to third amongst subcompact SUV entries a couple of years ago.
In order to remain near the top of the charts, Mazda gave it a mild makeover for 2019, and even added some additional updates to the top-tier GT trim partway through the model year. To bring attention to these changes, which have also been included in the 2020 model, I took the opportunity to spend a week with one pre-updated 2019 CX-3 GT as well as another post-updated version, which are both featured here in this review.
Although the CX-3 has looked mostly the same since inception, Mazda steadily improved it over the years. The 2017 version carried over identically to the original 2016, but 2018 added a manual transmission to base FWD models, plus retuned the suspension for greater comfort, and added G-vectoring control as standard equipment to enhance all-weather cornering capability. Mazda also reduced its interior noise, vibration and harshness (NVH) levels, while revising the steering wheel design and the look of its primary instrument cluster. They added standard Smart City Brake Support too, a low-speed automatic emergency braking system, plus pulled additional standard and optional i-ActivSense advanced driver assistance systems down to lower trims, such as full-speed Smart Brake Support with front obstruction warning, lane departure warning, automatic high beams, adaptive cruise control, etcetera.
The mild updates for 2019 added a slightly reworked grille, taillights and wheels, while the cabin received some materials plus a new seat upholstery design partway through the year (as just noted), while the lower console of all 2019 models was reorganized to accommodate an electromechanical parking brake. Blind spot monitoring was also made standard for 2019, while the top-tier GT trim received real leather in place of leatherette and everything standard from the previous year’s Technology package, which included satellite radio, auto high beams, and lane departure warning.
The 2019 CX-3’s Skyactiv-G 2.0-litre four-cylinder engine received a 2-horsepower bump as well, increasing total output to 148 horsepower. While torque has remained at 146 lb-ft for the SUV’s five-year tenure, the power upgrade continues unchanged into the 2020 model year, as does the rest of the CX-3 in its entirety.
Just in case you’re wondering, the difference in power from 2018 and 2019 equals 1.35 percent, which is imperceptible without electronic detection. I certainly couldn’t tell the difference from one model year to the other, and have been perfectly happy with the CX-3’s performance since day one, always finding it a fun SUV to drive.
As for fuel economy, the 2019 CX-3 gets a 8.8 L/100km city, 7.0 highway and 8.0 combined rating when its sole engine is mated to its base manual transmission and FWD, while the automatic with FWD yields an estimated 8.3 in the city, 6.9 on the highway and 7.7 combined, and the auto with AWD gets a claimed 8.6, 7.4 and 8.1 respectively.
This single engine is included with all trims, incidentally, while the base GX once again comes standard with a manual gearbox and FWD, and is optional with a six-speed automatic in either FWD or the automaker’s i-Activ AWD. The mid-range GS comes standard with the automatic and is optional with AWD, whereas the GT features the automatic and AWD as standard equipment. The CX-3 base price comes in at just over $21k (plus freight and fees), while my fully optioned test model starts at a little more than $31k (see all prices, including trims, packages and standalone options on our 2019 Mazda CX-3 Canada Prices page). Those prices stay the same for 2020, by the way, although you can save up to $2,000 in additional incentives for the 2019 CX-3, while average member savings have in fact been $2,166 according to the just-noted page. The 2020 Mazda CX-3 gets up to $600 in additional incentives, says its 2020 Mazda CX-3 Canada Prices page, while average member savings hold steady at $2,166. With savings like this, a CarCostCanada membership will pay for itself quickly.
Steering wheel-mounted paddles get added to the Skyactiv-Drive automatic transmission in both GS and GT trims, which certainly increase driver engagement, while the GT also increases its wheel size from 16s 18-inch alloy rims on 215/50R18 all-season rubber, aiding grip when pushed hard. Although the CX-3 only employs a semi-independent torsion beam rear suspension setup, with the usual MacPherson strut up front, handling is very good for the class, while a power assisted rack-and-pinion steering system delivers immediate response and fairly good feedback. Since Mazda softened its ride, the CX-3 is much more comfortable on uneven pavement too, which really helps enhance overall refinement.
On that note the CX-3 is really nice inside, which of course is expected from Mazda that’s one of the most premium-like brands in the mainstream volume sector. Of course, the little SUV isn’t as upscale as the new CX-30 or CX-5, particularly in the latter model’s Signature trim that gets cloth-wrapped A pillars, real wood trim and other niceties, this smallest model not even applying pliable synthetic to the dash-top and door uppers, but its instrument hood is quite luxurious thanks to stitched leatherette, while the centre section of the instrument panel gets a contrast-stitched and padded leatherette or microsuede bolster across its middle, and leatherette knee protectors are fixed to the insides of the lower console, plus leatherette or suede adorns the door inserts.
Before delving further, I should explain why some CX-3 GTs feature leatherette trim and others get microsuede. Early 2019s received stitched leatherette on the instrument panel bolster and door inserts like previous model years, my Soul Red Crystal painted tester an example of this interior treatment, but Mazda updated these areas to grey Grand Luxe Suede midway through the 2019 model year, which can be seen in my Snowflake White Pearl tester. Now the Alcantara suede-like material is the only treatment on these surfaces for the 2020 CX-3 GT.
So if you’ve been checking out the CX-3 at your local dealer (and there’s no shortage of 2019s thanks to the recent downturn of nearly everything), you’ll now understand why some have the leather look and others are plusher. I like both, but the psuede feels more opulent, and it’s also the newest trim so may help with resale.
The mid-year upgrade changed the GT’s upholstery too, my red tester boasting stunning two-tone brown and cream perforated Cocoa Nappa leather that’s no longer available for the 2020 model year, whereas my white tester featured the same perforated black leather with grey piping as found in the new 2020. Mazda will be happy to sell you a CX-3 GT with Pure White leather instead, this no-cost option available for both years. Try to find this level of variety, let alone luxury in competitive subcompact SUVs and you’ll be stymied, Mazda a cut above when it comes to personalization.
Other than upholsteries and trims the early and late arrival CX-3 GTs are mostly identical, other than the circular dash vents that feature black inner bezels in the early model and metallic red in the later one, but the horizontal strip of vents that elegantly underscores the aforementioned instrument panel bolster is the same in both, while all vents are highlighted by a very authentic looking satin-finish aluminum.
There’s a lot more of this premium-look metal throughout the interior, surrounding the analogue and digital primary instruments, embellishing the third steering wheel spoke, ringing the centre dash-mounted infotainment display, as well as the lower console-mounted controls used for inputting data. This features a beautiful knurled metal-edged dial and another smaller one for adjusting audio volume, while additional quick-access switchgear includes buttons for the main menu, audio system, navigation, radio favourites, and the back button. The three-dial auto climate control system features some knurled metal detailing too, once again making the CX-3 look and feel more upscale than its price suggests it should.
The infotainment system in mind, Mazda was slow to integrate Apple CarPlay Android and Auto into the CX-3, which means if you’d like to have either you’ll be required to opt for the late 2019 arrival or a 2020. The 7.0-inch centre touchscreen display in my early 2019 is otherwise good, and included navigation, Bluetooth phone connectivity with streaming audio, a great sounding Bose audio system with seven speakers, satellite and HD radio, text message reading and responding capability, and the list goes on, while the newer version includes all of the above plus the two smartphone applications, and Android Auto worked as well as Android Auto works.
Speaking of features, 2019 and 2020 CX-3 GTs include auto on/off LED headlamps with adaptive cornering as well, plus auto-levelling and the previously noted automatic high beams, while LED fog lights, LED rear combination tail lamps with signature details, and additional chrome trim improve the exterior, while proximity keyless access let’s you inside, and a 10-way powered driver’s seat with memory provides comfort and support. Atop the gauge cluster is an Active Driving Display that powers a transparent panel up to reflect key information instead of having it projected right onto the windshield like a regular head-up display unit, while some of that info includes traffic sign recognition. Up above, an auto-dimming rearview mirror makes driving at night easier while a powered glass sunroof lets more light in during the day.
Features pulled up from lesser trims worth noting include pushbutton start/stop, rain-sensing windshield wipers, a heatable leather-wrapped steering wheel rim, a leather-wrapped shift knob, a wide-angle backup camera (not including dynamic guidelines), Aha and Stitcher internet radio, dual USB charging ports, three-way heated front seats, an overhead console with a sunglasses holder, a folding rear centre armrest with cupholders, a removable cargo cover, tire pressure monitoring, all the expected active and passive safety features, plus more.
The just-mentioned 10-way power seats plus the CX-3’s tilt and telescoping steering column provided adequate adjustability for good comfort and control without forcing me to cramp my longer than average legs (for my height), while the rear seat was spacious enough even when I had the driver’s seat pushed back farther than some would require. It’s just important to remember that the CX-3 is Mazda’s smallest, and their larger CX-30, CX-5 and CX-9 SUVs offer a lot more space for getting comfortable.
Of course, the CX-3 provides less cargo space than these larger Mazdas too, with just 504 litres available behind its 60/40 split-folding rear seatbacks, and even less at 467 litres in GT trim due to the audio system’s subwoofer, while laying the rear seats flat results in a maximum of 1,209 litres in the two lower trims or 1,147 litres in the GT.
After everything is said and done, I think you’d be satisfied with any Mazda CX-3 trim, being that it’s a good looking, fun to drive, efficient and impressively refined subcompact crossover SUV. Of course, it has many opponents, many that add size and roominess like Mazda’s own CX-30, but for those wanting a smaller SUV it’s hard to beat the CX-3.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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)
If you’ve been reading my latest reviews here, you’ll know that I scour Canada’s retail auto network before putting fingers to the keyboard, as it wouldn’t make much sense to write about a new vehicle that’s no longer available. As it is, plenty of 2019 Ford Flex examples are still very much available despite being a discontinued model, so for those enamoured with its unusual good looks I recommend paying attention.
I’m guessing your local Ford dealer will be happy to give you a great deal on a Flex if he happens to have one still available, while CarCostCanada is claiming up to $5,500 in additional incentives for this final 2019 model.
The Flex has been in production for more than 10 years, and while it initially got off to a pretty good start in Canada with 6,047 units sold in calendar year 2009, 2010 quickly saw annual deliveries slide to 4,803 examples, followed by a plunge to 2,862 units in 2011, a climb up to 3,268 in 2012, and then another drop to 2,302 in 2013, 2,365 in 2014, a low of 1,789 in 2015, a boost to 2,587 in 2016, and 2,005 in 2017. Oddly, year-over-year sales grew by 13.4 percent to 2,273 units in 2018 to and by 9.6 percent to 2,492 deliveries in 2019, which means three-row crossover SUV buyers are still interested in this brilliantly unorthodox family mover, but it obviously wasn’t enough to make Dearborn commit to a redesign, and in hindsight this makes perfect sense because three-row blue-oval buyers have made their choice clear by gobbling up the big Explorer in to the point that it’s one of the best selling SUVs in its class.
The Flex and the outgoing 2011–2019 Explorer share a unibody structure that’s based on Ford’s D4 platform, and that architecture is a modified version of the original Volvo S80/XC90-sourced D3 platform. Going back further, the first D3 to wear a blue oval badge was Ford’s rather nondescript Five Hundred sedan, which was quickly redesigned into the sixth-generation 2010–2019 Taurus and only cancelled recently, thus you can save you up to $5,500 in additional incentives on a Taurus as well (see our 2019 Ford Taurus Canada Prices page to find out more). If you want to trace the Flex back to its roots, check out the 2005–2007 Freestyle that was renamed Taurus X for 2008–2009.
Those older Ford crossovers never got the respect they deserved, because they were comfortable, well proportioned, good performers for their time, and impressively innovative during that era too. The Freestyle was the first domestic SUV to use a continuously variable transmission (CVT), at least as far as I can remember, and it was one of the biggest vehicles to do so up that point (Nissan edged Ford out with its Murano by a couple of years). Interestingly, Ford soon stopped using CVTs in its large vehicles, instead choosing a six-speed automatic for the Flex and the fifth-generation Explorer, which is a good thing as it has been a very dependable gearbox.
Mechanicals in mind, the Flex continues to use the same two versions of Ford’s popular 3.5-litre V6 that were offered in the original model. To be clear, the base Duratec engine, which produced 262 horsepower and 248 lb-ft of torque before 2013, after which output increased to 287 horsepower and 254 lb-ft of torque. The base engine pushes the three-row seven-passenger crossover along at a reasonably good pace, but the turbocharged 3.5-litre Ecoboost V6 that became optional in 2010 turned it into a veritable flyer thanks to 355 horsepower and 350 lb-ft of torque, while an additional 10 horsepower to 365 has kept it far ahead of the mainstream volume branded pack right up to this day.
That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.
Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.
The transmission is probably best left to its own devices if you want to get the most out of a tank of fuel no matter which engine you choose, and to that end the Ecoboost V6 is the least efficient at 15.7 L/100km in the city, 11.2 on the highway and 13.7 combined, but this said it’s not that much thirstier than the base engine and its all-wheel drivetrain that uses a claimed 14.7 city, 10.7 highway or 12.9 combined, which itself is only slightly less efficient than the base FWD model that gets a rating of 14.7, 10.2 and 12.7 respectively.
The 2019 Flex comes in base SE, mid-range SEL and top-tier Limited trims, according to the 2019 Ford Flex Canada Prices page found right here on CarCostCanada. This is where you can see all the pricing and feature information available for the Flex and most other vehicles sold in Canada. The 2019 Flex is available from $32,649 plus freight and fees for the SE with FWD, $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trims come standard with the base engine, but the Limited can be upgraded with the more powerful turbocharged V6 for an extra $6,800 (it includes other upgrades too).
Before adding additional options the retail price of a 2019 Flex Limited Ecoboost AWD is $53,249, and along with its aforementioned performance enhancements it gets everything standard with the regular Limited model, such as 19-inch silver-painted alloy wheels wrapped with 235/55 all-season tires, HID headlamps, fog lights, LED tail lamps, a satin-aluminum grille, chrome door handles, bright stainless steel beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heated side mirrors with memory and security approach lights, rain-sensing wipers, reverse parking sonar, and I’ve only talked about the exterior.
Ford provides remote start to warm it up in winter or cool it down in summer, all ahead of even getting inside, while access comes via a keyless proximity system or the automaker’s exclusive SecuriCode keypad. Likewise, pushbutton start/stop keeps the engine purring, Ford MyKey maintains a level of security when a valet or one of your children is behind the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-clad steering wheel rim with real hardwood inlays, Yoho maple wood grain inlays, power-adjustable pedals with memory, perforated leather upholstery for the first- and second-row seat upholstery, a 10-way power driver’s seat with memory, a six-way power front passenger’s seat, heated front seats, an auto-dimming centre mirror, an overhead sunglasses holder, ambient interior lighting with seven colours that include (default) Ice Blue, as well as soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, excellent sounding 12-speaker Sony audio, satellite radio, two USB charging ports in the front console bin, two-zone auto climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, blind spot information with cross-traffic alert, and more.
For a ten year old design, the Flex looks fairly up to date as far as electronics go, thanks to its Cockpit Integrated Display that incorporates two high-resolution displays within the primary instrument cluster (it was far ahead of its time back in 2009), while the just-mentioned Sync 3 infotainment touchscreen is still impressive too, due to updates through the years. It incorporates a big, graphically attractive and well-equipped display with quick-reacting functionality plus good overall usability, its features including accurate available navigation as well as a very good standard backup camera with active guidelines, albeit no overhead camera even in its topmost trim. Apple CarPlay and Android Auto smartphone connectivity is standard, however, plus the ability to download more apps, etcetera.
On top of the Limited trim’s standard features a $3,200 301A package can be added with features such as a heated steering wheel, truly comfortable 10-way power-adjustable front seats with three-way cooling, dynamic cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but note that all of the 301A features come standard already when choosing the more powerful engine, as does a special set of 20-inch polished alloy wheels, a powered steering column, a one-touch 50/50-split power-folding third row with tailgate seating, and an engine block heater.
As you may already noticed, my tester’s wheels are gloss-black 20-inch alloys that come as part of a $900 Appearance package which also includes additional inky exterior treatments to the centre grille bar, side mirror housings, and rear liftgate appliqué, plus it adds Agate Black paint to the roof and pillars, while the cabin receives a special leather-clad steering wheel featuring Meteorite Black bezels, plus an unique graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, as well as floor mats with a unique logo.
My test model’s Vista panoramic multi-panel glass roof has always been an individual option, adding $1,750 to this 2019 model, but I found it a bit odd that voice-activated navigation (with SiriusXM Traffic and Travel Link) as a standalone add-on (navigation systems usually bundled as part of a high-level trim line), while the gloss-black roof rails can also be individually added for just $130, but the roof rails, which are also available in silver, come as part of a $600 Cargo Versatility package too, which combines the otherwise $500 Class III Trailer Tow package (capable of up to 4,500 lbs or 2,041 kg of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 option), resulting in more four-season practicality.
Over and above items included in my test model, it’s also possible to add a refrigerated centre console for $650, second-row captain’s chairs with a centre console for just $150 (but I prefer the regular bench seat as the smaller portion of its 60/40-split configuration can be auto-folded from the rear), inflatable second-row seatbelts for $250 (which enhance rear passenger safety), and two-screen (on the backs of the front headrests) rear entertainment for $2,100.
Of course, many of the Limited trim’s features get pulled up from base SE and mid-range SEL trims, both being well equipped for their price ranges too, I should also mention that the Flex’s interior isn’t quite as refined as what you’d find in a new 2020 Explorer with the same options, per say. Then again I remember how impressed I was with the Flex’s refinement when it arrived 10 or so year ago, which really goes to show how far Ford has come in a decade, not to mention all of the other mainstream brands. The latest Edge, for example, which I tested in its top-tier trim recently, is likely better than the old Lincoln MKX, now replaced by the much-improved Nautilus, whereas the Flex’s cabin is more like the old Edge inside.
Therefore you’ll have to be ok with good quality albeit somewhat dated details, such as its large, clunky, hollow plastic power lock switches instead of Ford’s newer models’ more upscale electronic buttons, while there’s a lower grade of hard plastic surfaces throughout the interior too. This said its dash-top receives a fairly plush composite covering, as does each door upper from front to back, whereas the door inserts have always been given a nifty graphic appliqué, just above big padded armrests.
As you might imagine, the Flex is roomy inside. In fact, its predecessor was designed to replace the Freestar minivan back in 2007, so it had to have minivan-like seating and cargo functionality. This said the Flex’s maximum cargo volume of 2,355 litres (83.1 cubic feet) when both all rear seats are tumbled down doesn’t come close to the brand’s once-popular minivan that managed a total of 3,885 litres (137.2 cu ft) of luggage volume in its day, but it’s generously proportioned for a mid-size crossover. In fact, the Flex can manage 42 additional litres (1.5 cu ft) of total storage space than the outgoing 2019 Explorer, which was one of the biggest SUVs in its three-row segment. That said the new 2020 Explorer offers up to 2,486 litres (87.8 cu ft) of maximum cargo capacity, which improves on both of Ford’s past SUVs (Flex included).
The rear liftgate powers upward to reveal 426 litres (15.0 cu ft) of dedicated luggage space aft of the rearmost seats, which is in fact 169 litres (6.0 cu ft) less than in the old Explorer, but if you lower the second row the Flex nearly matches the past Explorer’s cargo capacity with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A nifty feature noted before allows the final row to be powered in the opposite direction for tailgate parties, incidentally, but make sure to extend the headrests for optimal comfort.
Total Flex passenger volume is 4,412 litres (155.8 cu ft), which results in a lot of room in all seating positions, plus plenty of comfort. Truly, even third row legroom is pretty decent, while headroom is lofty everywhere inside thanks to a high roofline. Ford made sure there was enough space from side-to-side too, this due to a vehicle that’ quite wide. The aforementioned panoramic sunroof adds to the feeling of openness as well, and its three-pane construction is pretty intelligent as it allows for better structural rigidity than one large opening, which is particularly important for a vehicle with such a large, flat roof. Additional thoughtful features include large bottle holders within the rear door panels, these wholly helpful at drive-thrus.
I’m guessing you can tell I like this unusual box on wheels, and must admit to appreciating Ford for its initial courage when bringing the Flex to market and its willingness to keep it around so long. I know it’s outdated, particularly inside, plus it’s missing a few features that I’d like to see, such as outboard rear seat warmers and USB charging ports in the second row, but it’s difficult to criticize its value proposition after factoring in the potential savings Ford has on the table. I’m sure that opting for this somewhat antiquated crossover might be questionable after seeing it parked beside Ford’s latest 2020 Explorer, but keep in mind that a similarly equipped version of the latter utility will cost you another $10,000 or so before any discounts, while the domestic manufacturer is only providing up to $2,000 in additional incentives for this newer SUV. That’s a price difference of more than $13,000, so therefore a fully loaded Flex might make a lot of sense for someone looking for a budget-minded luxury utility.
A month or so ago, before we all became aware of the COVID-19 outbreak, I would’ve probably recommended for those interested in buying a new Flex to rush over to their local dealer and scoop one up before they all disappeared forever, and while they certainly will be gone at some point this year I recommend you find one online like I did, and contact the respective dealership directly via phone or email. Still, doing your homework before making the call or sending the message is a good idea, so make sure to visit our 2019 Ford Flex Canada Prices page first, where you can learn about every trim and price, plus find out if any new manufacturer discounts, rebates and/or financing/leasing packages have been created, while don’t forget that a membership to CarCostCanada provides otherwise difficult to access dealer invoice pricing (which is the price the retailer actually pays the manufacturer for the vehicle). This will provide you the opportunity to score the best-possible deal during negotiation. After that, your Ford dealer will ready your new Flex for delivery.
So therefore if this unorthodox crossover utility is as appealing to you as to me, I recommend you take advantage of the tempting model-ending deal mentioned earlier. The Flex might be an aging SUV amongst the plethora of more advanced offerings, but don’t forget that this aging crossover still comes across as fresh thanks to its moderate popularity (you won’t see a lot of them driving around your city), while its long well-proven tenure means that it should be more dependable than some of its newer competitors.
The EcoSport, that just recently entered the Canadian market for the 2018 model year, will soon be the oldest SUV in Ford’s burgeoning lineup. This is due to the mid-size seven-passenger Flex fading into the sunset when its remaining 2019 model run gets sold off. Where the Flex was one of the blue-oval brand’s largest crossover SUVs, the EcoSport is by far its smallest, and therefore fills Ford’s critical gateway position now that the subcompact Fiesta hatchback has also been discontinued from the North American markets.
Of note, Ford’s other crossovers and SUVs have been more recently refreshed or redesigned, the former car-based models including the completely redesigned 2020 Escape, the recently refreshed Edge that came out for the 2019 model year, and the entirely redone 2020 Explorer that’s just arriving now, whereas the not quite as new truck-based Expedition SUV will soon be second oldest.
Soon Ford will add two new models to its utility lineup, the first being the impressive but oddly named Mustang Mach-E (I hope they drop the “Mustang” part and just call it the “Mach-E”), sized between the Escape and Edge and powered by a new plug-in electric drivetrain, and the second an even more interesting (to me at least) compact truck-based body-on-frame 4×4 that brings back the classic Bronco name. A smaller “baby Bronco” is reportedly planned to go up against the subcompact Jeep Renegade, just like the new Bronco will go head-to-head with the iconic Jeep Wrangler 4×4, which means off-road fans will soon have a lot more to get excited about.
Ford will continue to dominate the truck market with its best-selling F-Series, of course, and do its best to make the new (to us) Ranger mid-size pickup as popular as its slightly smaller predecessor used to be, while it will probably maintain its leadership in the commercial van segment as well, its Euro-style Transit full-size van well ahead of all rivals on the sales charts. Ford still makes the classic Econoline, by the way, but it’s only available with a cutaway chassis cab body in our market, plus the Transit Connect does very well in the smaller compact commercial van category.
Now that I’ve come this far I might as well finish off with every blue-oval model available to Ford’s Canadian customers, the fabulous GT super car still showing on the brand’s retail website despite being sold out some time ago, and the Mustang still North America’s go-to sports/muscle car by a long shot, while the Fusion mid-size sedan will be with us for one last year before being sent out to pasture like the larger Taurus full-size sedan, the little Fiesta subcompact, and the compact Focus (plus sadly the later two models’ superb ST and RS performance versions, and the once great SHO).
Until Ford comes out with an ST version of the EcoSport I can’t see enthusiasts getting excited about it (hey, they brought us an Edge ST, so you never know), but it look good and drives well for such an old SUV, plus it offers up a nice assortment of features and can be had for an even more compelling price. This current second-generation EcoSport arrived in other markets during 2012 as a 2013 model, which adds up to six years before it arrived as an all-new model here in North America. I first saw the original EcoSport (a design I really liked at the time) when I was living in São Paulo, Brazil, and now that I’m more often on the other side of the world in Metro Manila, Philippines, I’ve been seeing this new one becoming popular there for about six years (and likewise for our all-new Ranger pickup that was been a big seller there since it hit the market in 2011).
Like the Ranger, the EcoSport has aged quite well. It wears Ford’s most older grille design, last seen on the 2019 Escape and 2018 Edge, so it doesn’t look out of date unless you see it lined up in row of its blue-oval contemporaries. A redesigned third-generation EcoSport should be out by 2021 as a 2022 model, so at least we can be fairly certain this 2019 version, and the mostly unchanged 2020 version, won’t be redesigned for couple of years or more.
As it is, despite its age the EcoSport has plenty of redeeming qualities, the first being decent fuel economy due to standard auto start-stop technology that shuts the engine off when it would otherwise be idling in order to reduce fuel usage and improve emissions, all before restarting automatically when letting off the brake.
This EcoSport comes standard with the same turbocharged 1.0-litre three-cylinder that I first enjoyed in the Fiesta. While a fun-to-drive entry-level engine, it’s also capable of an 8.6 L/100km city, 8.1 highway and 8.4 combined Transport Canada rating, while the even stronger 2.0-litre four-cylinder I tested here is good enough for an estimated 10.2 city, 8.0 highway and 9.3 combined. To be clear, this is fairly thrifty when compared to some of its key rivals, and falls short of others, finding a happy medium right in the middle.
The middle-of-the-road EcoSport story is similar for pricing too, with the base 2019 S model starting at $22,349 (plus delivering and other fees), and fancier trims including the SE at $25,449, SES at $29,849 and top-line at 31,349. All-wheel drive can be added to S and SE trims for $2,500, while it comes standard in the SES and Titanium. Notably, the pricing just quoted was heavily discounted at the time of writing, with CarCostCanada reporting additional incentives up to $4,500 on this 2019 EcoSport, or for those wanting the newer 2020 model, factory leasing and financing rates from 3.99 percent. Go to the 2019 or 2020Ford EcoSport Canada Prices page right here at CarCostCanada for all the details, plus the ability to price and configure EcoSport models, while accessing available manufacturer rebates, dealer invoice pricing that could save you thousands, and much more.
Of course, selling on price is not a good way to make a profit, but that’s Ford’s problem. Still, as noted earlier there’s a lot more to like about this little SUV than its reasonably low fuel economy and attractive pricing. Both direct-injected engines provide pretty strong performance, actually, the base turbocharged 1.0-litre three-banger good for 123 horsepower and 125 lb-ft of torque, and the as-tested naturally aspirated 2.0-litre four making a more spirited 166 horsepower and 149 lb-ft of torque.
Additionally, neither engine is held back by the vague performance of a continuously variable transmission (CVT) or a slow-shifting regular automatic, but instead get Ford’s well-proven six-speed SelectShift dual-clutch automated manual. It may not be the most dependable transmission ever made, but it delivers very quick, snappy shifts, enhanced with steering wheel-mounted paddle shifters in SES trim, along with the same ease-of-use the two less exciting transmissions provide.
Underpinning the entire SUV is a fully independent suspension featuring MacPherson struts in front and a multilink setup in the rear, plus a stabilizer bar at each end. Additionally, twin-tube hydraulic gas-pressurized shocks keep the front wheels connected to tarmac while progressive-rate springs with mono-tube hydraulic gas-pressurized shocks lock in the back end, while a fairly direct feeling electric power steering system makes manoeuvring the EcoSport into tiny parking spaces easy and negotiating heavy traffic a breeze. Ford’s smallest SUV feels nice and stable through slaloming roadways too, and tracks well on the open highway. No matter the conditions it’s a fun little utility to drive, even on slippery surfaces where Ford’s AdvanceTrac traction control with RSC (Roll Stability Control) keeps it under control, and the SUV’s standard four-wheel discs with ABS provide good braking performance.
The way this EcoSport drives makes it easy to understand why 7,438 Canadians bought one last year (which is a bit less than mid-pack, with six subcompact crossover SUVs selling fewer and 10 delivering more), but just the same I could see why some may have chosen it because of styling first and foremost. My SES example was painted in an eye-catching Lightning Blue with sporty black accents all around (although it didn’t wear this trim’s optional black decals on the hood and rooftop), some of its best design details being the Dark Tarnish Metallic-painted 17-inch rims it rolled on.
The interior, however, was colour-matched by the three blind mice. Who decided that its mostly Ebony Black cabin colour (shade) scheme should be accented with copper-orange on every model? I suppose blue and orange don’t completely clash (a similar livery kind of worked for McLaren F1 this year), and of course it’s perfect when choosing the EcoSport’s available Canyon Ridge (copper) exterior paint, but I’m glad Ford recently decided to ditch this unusual colour combo for trusty old grey. As it was, my tester’s partial leather seat upholstery included copper orange stripes on their stain-resistant ActiveX fabric inserts, these matching the same copper highlights that run across the instrument panel, on each side of the console, and along the door panels.
All said, I can’t see anyone complaining about the SES model’s aforementioned 17-inch alloy wheels or its sport-tuned suspension upgrade, or for that matter the paddle shifters I commented on a while ago. Other niceties with this trim include rain-sensing windshield wipers, an auto-dimming centre mirror, blindspot monitoring, an 8.0-inch infotainment touchscreen with Ford’s best Sync 3 interface, a navigation system that worked perfectly during my test week, a pretty good seven-speaker audio system, and a very useful household-style 110-volt power outlet.
Sync 3 infotainment is still very good despite not being as recently updated as some competitive systems. Along with than the items already mentioned, its feature set includes the expected tablet-like tap, swipe and pinch gesture controls, Apple CarPlay and Android Auto smartphone integration, easy Bluetooth connectivity for your phone and audio streaming, voice activation, a 4G LTE Wi-Fi hotspot, plus the ability to play AM, FM and satellite radio stations, of course. Satellite in mind, Sirius Travel Link is also included, plus a number of apps, while the Sync 3’s graphics are organized into convenient tiles in an attractive white on sky blue colour scheme. It’s not new, but it’s still very good.
Missing from my SES tester was dual-zone automatic climate control, but its single-zone auto HVAC system was plenty good for my needs and as good as this entry-level SUV segment usually gets, while its front seats were only four-way manually adjustable, which was another inconvenience that didn’t matter much to me. The seats were comfortable and supportive just the same, plus my long-legged, shorter torso five-foot-eight frame fit well due to better-than-average reach from the EcoSport’s tilt and telescopic steering column.
It’s spacious as well, and especially good for taller occupants. In fact, both the front and back seating areas are well proportioned, but I recommend leaving the rear centre position unoccupied when four adults are aboard. The cargo compartment is fairly large too, with 592 litres of volume behind the 60/40-split back seats and 1,415 litres when lowered, although the load floor doesn’t lay very flat.
Accessing the cargo compartment comes via a side-swinging rear door that might be a deal-killer for some. Not only did it squeak while driving (or at least something near the door was squeaking annoyingly all week long), but who wants to deal with a heavy, inconvenient side-swinging rear door when there’s 16 competitors (and three more on the way) that offer a liftgate that also acts as a shelter in the rain? At least it opens on the proper side for North American markets, unlike some others (Jeep) that make it really difficult to load from the curb, not to mention dangerous if forced to step into the line of traffic with arms loaded. It opens easily enough thanks to gas struts, but you’ll need to make sure and leave plenty of space behind the EcoSport for the wide door to swing it out when parked on the side of the road, while if another driver (parker) parks too close, good luck getting anything into the back (not usually a problem with a liftgate).
As for interior finishings, it’s better than some and not as good as this segment’s best sellers due to an abundance of hard plastic surfaces. I know this is a base subcompact and buyers in this class aren’t expecting Range Rover detailing, but some in this category are delivering a more premium experience than others, and therefore merely adding a pliable composite dash top/instrument panel along with padded armrests isn’t enough these days.
As my regular readers know, I don’t hold back when I don’t like a vehicle, but I think I’ve been very fair with Ford’s EcoSport. It’s one of the oldest SUVs in this class, yet it does a pretty decent job of looking good, plus it balances a really fun driving experience with reasonable fuel economy, it’s plenty comfortable, very spacious, is equipped well enough, has a great infotainment system (and has an attractive set of gauges with cool blue needles), and (squeaking and side-swinging rear door aside) is quite practical. The fact you can currently save thousands on a new 2019 is a major bonus that should be considered too, so if you can live with its few shortcomings (and most rivals could be better too) the EcoSport is worth a closer look.
My gawd this thing is nuts! The power, the insane sound of the supercharged V8’s sport exhaust system, and the near overwhelming sensation of 550 horsepower and 502 lb-ft of torque pressing head and backside into the opulent red and black diamond-pattern leather-upholstered driver’s seat at launch while fingers grasp at the leather-wrapped sport steering wheel rim, there’s really nothing that completely mirrors it in the compact luxury SUV segment.
With a flagship sport utility like the F-Pace SVR you’d think this SUV would be tops in its hotly contested class, and while it’s certainly the best selling model within Jaguar’s range it appears luxury buyers are more interested in being comforted than having their senses wowed by ultimate performance. Truly, F-Pace and most Jaguar models deserve more attention than they get.
For starters, the F-Pace is inarguably attractive no matter which trim we’re talking about, with this SVR amongst the best looking in its category. There’s no crossover SUV I find more attractive, unless the outrageous Lamborghini Urus enters the discussion, or for that matter Audi’s Q8 that shares much of its running gear, but the ultimate Italian, at least, hovers up in a totally different pricing stratosphere with a base price of $240,569 CAD, compared to a mere $89,900 for this 2019 F-Pace SVR.
The cheapest Q8 will save you $7k and change, but the sporty looking German’s $82,350 entry model merely puts out 335 horsepower, and while a superbly comfortable and wholly attractive, well-made urban and freeway cruiser it’s doesn’t even enter the same performance league as the SVR. The equivalent Q8 is the upcoming near 600-hp RS, but that upcoming model will eventually cost you something around $110,000 (its pricing hadn’t been announced before I wrote these words, and it’s bigger mid-size proportions means it doesn’t directly compete).
Targeted rivals in mind, Audi does offer up the 349-hp SQ5 in the F-Pace’s compact luxury SUV segment, and while a fully capable autobahn stormer, its 5.4-second sprint from zero to 100 km/h can’t line up against the SVR’s 4.3 seconds, and I can attest that its 3.0-litre turbo V6 doesn’t come close to sounding as Mephistophelian as the SVR’s supercharged 5.0-litre V8.
A truer F-Pace SVR competitor is the new Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbocharged V8 resulting in a blast from standstill to 100km/h in only 3.8 seconds. The Merc tops out at 280 km/h (174 mph) compared to the Jag’s slightly quicker 283 km/h (176 mph) terminal velocity, so they nearly share their two key bragging rights evenly. All you need do if you desire the Mercedes is to add about five percent or $4k onto your purchase, the AMG available just over $93k, unless you end up purchasing the 2020 F-Pace SVR that is, which is now $92k even.
Top-selling German compact luxury SUVs in mind, the BMW X3 M deserves mention too, thanks to 503 horsepower (in the Competition model), 442 lb-ft of torque, and a 4.1-second sprint from standstill to 100 km/h, all from an inline TwinPower turbo six-cylinder. The top-tier Competition model will set you back $93,500 plus fees, while the 473 horsepower base X3 M costs just $83,200.
I haven’t driven the BMW X3 M or the GLC 63 4Matic+, but I’ve driven a lot of six-cylinder BMW Ms and AMG V8s, and while brilliant in their own rights, neither sounds as malevolent as Jaguar’s V8. Sure, the zero to 100km/h numbers are better and their prices aren’t much higher, but performance fans will know how important the auditory experience is to the thrill of high-speed driving. As for measuring the few milliseconds of sprint time differences, that’s downright impossible from the seat of the pants.
Using the Mercedes for comparison, both of these compact luxury SUVs provide nearly identical wheelbases of 2,874 millimetres for the SVR and 2,873 mm for the AMG, while their tracks are nearly the same too, the Jag measuring 1,641 mm up front and 1,654 mm in the rear and the Merc spanning 1,660 mm at both axles, but despite the F-Pace being 52 mm lengthier at 4,731 mm, 79 mm wider (mirrors included) at 2,175 mm, and 42 mm taller at 1,667 mm, plus having 100 litres of extra cargo capacity behind the back seats at 650 litres, it tips the scales 67 kilos lighter at just 1,995 kg. That’s thanks to its mostly aluminum body and chassis over Mercedes’ mix of steels and alloys.
I can’t move past this point without mentioning two more compact SUVs capable of contending in this ultra-fast compact luxury SUV category, these being the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio, the German making 400 or 440 horsepower depending on whether you’re looking at the outgoing 2019 model or the new second-generation 2020 variety, or for that matter choosing the older Macan with its Performance Package upgrade (which also puts out 440-hp). The more potent engine options make this German SUV’s acceleration similar to the F-Pace SVR, yet it’s pricing delves into six figures, while the zippy Italian produces 505 horsepower and sprints to 100 km/h in just 4.0 seconds, while its price starts at $95k. These two SUVs are impressive as well, but once again their turbocharged V6 engines, while brilliant, can’t measure up to the sonorous delights of Jaguar’s big, hairy V8.
Truly, you’ve got to hear it at full song to appreciate what I’m talking about. It’s giggle-inducing joy on one hand and devilish horror on the other, particularly after pressing the exhaust button that provides a freer flow resulting in more snap, crackle and pop from its backside when lifting off the gas pedal.
You’d think with this level of dark, malevolent behaviour its interior would be a hard stone dungeon of dank sombreness, and while some trim pulls thoughts of red hot hellfire, the SVR’s cabin gets raised the level of super SUVs from more exotic names. It’s also capable of loading in the kiddies and lots of family gear, thanks to that aforementioned cargo hauling capacity.
You can also experience some light off-roading, as long as you’re willing to change out my testers optional 22-inch black-painted rims and 265/40 front and 295/35 rear Pirelli Scorpion Zero all-season tires to something more useful off pavement. I’d recommend something around 18 inches in diameter with a higher sidewall and much more tread grip, but then again you’re probably not buying this SUV for scaling the Rubicon trail. No, it’s much more capable of turning winding side roads into straight stretches roadway, or at least its near flat stance at breathtaking speeds makes them feel as if they were straight.
The F-Pace SVR’s wide track and lighter than average weight (for its length, big powerplant and over-the-top luxury upgrades), plus the just-mentioned Pirelli rubber (you can get even better performance from a set of Jaguar-specified P Zeros, available from tire retailers) and its stiffer aluminum-intensive front strut and rear multi-link suspension featuring sportier tuning to its adaptive setup, plus sharper electric power-steering tuning, all come together for about as much sports car feel as most any SUV can provide (Urus aside).
The SVR shines on the types of narrow, undulating, ribbons of asphalt that the mind conjures up when looking at an F-Type SVR, but I have to say I really appreciated the added ride height this SUV provided over any low-slung sports car when coursing through heavily treed backroads. To be clear, the F-Type remains the Jaguar to beat through winding roads, not to mention road courses, but when visibility around curves or over sharp declines becomes difficult, the extra few inches of added sight line makes for a bit more confidence at high speeds, as does the wheel travel and more compliant suspension of the bigger, heavier SUV. Both SVRs work best when their previously noted Dynamic driving modes are selected, over their more comforting and economical options at least, this more assertive adaptive suspension setup stopping its tall body from pitching and rolling.
Of course, I didn’t drive it like I stole it during my entire weeklong test, and not just because of the otherworldly fuel cost. Transport Canada estimates a 14.5 L/100km city, with 11.0 highway and 12.7 combined, which not too bad considering its outrageous power. Alfa Romeo’s most formidable Stelvio is rated at 14.1, 10.4 and 12.4 respectively, while the new 2020 Macan Turbo manages 14.2 in the city, 10.1 on the highway and 12.0 combined. How about the Merc-AMG GLC 63? It’s pretty bad at 15.0 L/100km in the city, 10.9 on the highway and 13.2 combined, but BMW’s X3 M is the least fuel conscious amongst all rivals with an embarrassing rating of 16.6 city, 12.1 highway and 14.2 combined, if buyers in this class actually care.
Together with the SVR’s Dynamic sport mode mentioned before, which I kept engaged most of my test week, there’s also a Comfort mode for rougher road surfaces or more relaxing moods, plus an Eco mode, which I likely should have chosen more often for overcoming the fuel economy noted above. The latter two drive modes let the engine turn off when it would otherwise be idling, saving fuel and reducing emissions. The big Eco screen that estimated how much fuel I saved while using its most economical driving mode was a bit humourous in this beast of an SUV, but fortunately the centre display offers up a Performance panel too, which I found much more useful.
Unlike most in this class, the F-Pace only uses a touchscreen for accessing infotainment, which will put off those who prefer to make commands via a lower console-mounted controller. I like touchscreens so it’s not an issue, and even better Jaguar’s interface has wholly improved in recent years. The display itself is fairly big at just over 10 inches, while the digital interface is divided into three big tiles for navigation/route guidance/maps, media, and phone, or whatever functions you choose as it can be organized for personal preferences. Swipe the display to the left and a second panel with nine smaller tiles shows up, providing access to most any function you could want. It’s a simple, straightforward system and thus user-friendly, with its just-mentioned swipe gesture control accompanied by the usual smartphone/tablet-type tap and pinch capabilities, the latter helpful when using the nav system’s map. Android Auto and Apple CarPlay smartphone integration apps are included too, as are myriad additional features (although you’ll need to pay more for satellite radio), Jaguar’s system being fully up to the class standards.
Better yet, the SVR’s 12.3-inch Interactive Driver Display (a.k.a. digital instrument cluster) is wonderful. It’s fully configurable, with the ability to appear like a classic two-dial primary gauge package, a single driving dial with a numeric speed readout surrounded by a graphical tach at centre with a panel filled with alternative info to each side, while you can also transform the entire cluster into a giant map. Go ahead an configure almost any way you want, while an available head-up display can provide even more key info right on the windshield.
There’s decent device connectivity within a minuscule centre bin, including dual USB-A ports, a Micro SD card slot, plus a 12-volt charger. Why Jaguar didn’t include a wireless charging as part of the rubberized pad ahead of the shifter that fit my Samsung S9 perfectly is anyone’s guess, but such is life. Oddly it’s not even available as an option for 2019 or 2020, so ask your dealer if there’s an aftermarket solution.
From the quality of electronics to the quality of the F-Pace SVR’s interior materials, not to mention interior quality and style of the five compact luxury SUVs discussed in this review, it’ll come down to personally taste, with all presenting fairly dramatic interior designs packed with better than average materials quality and worthwhile digital screen time. Having spent time with each of these vehicles in lesser trims for weeks apiece, I’d probably give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar SUVs seeming to have conceded the ultimate interior mantle to its Land Rover sister brand. The F-Pace is related to the Range Rover Velar, which provides a far more appealing cabin), whereas my Stelvio tester was the only vehicle in 20 years of reviewing cars that’s ever left its ultra-cheap hood release lever in my hand after trying to take a look at the engine (which I unfortunately never saw or photographed due to this bizarre malfunction).
The SVR does up the quality of its cabin materials plus its overall sense of occasion when compared to lesser F-Pace trims, especially when the optional black Suedecloth roofliner and pillars get added. Contrast stitched premium leather can be found just about everywhere else, the bottom portion my test model’s dash and centre console, plus its armrests and seat bolsters finished in a rich Pimento red colour, while Ebony Lozenge hides covered most other surfaces, including the quilted leather seat inserts. It’s an eye-catching design, but I personally would want something less red. I loved the carbon-fibre detailing elsewhere, mind you (this being an upgrade over the standard textured Weave aluminum inlays), while plenty of piano black lacquer glitz things up further. Ditto for brushed aluminum trim, the SVR replete with genuine aluminum accents, my favourite bits being seat backrest cutouts front and back.
While some in the super-SUV class only provide space for four, the F-Pace SVR includes a middle seat in back, but I personally wouldn’t want to sit on top of it, as it’s little more than a padded bump between two wonderfully sculpted outboard seats. For those who need somewhere to strap in a smaller child, it could be a dealmaker, but bigger kids and adults alike will be snapping up the window seats first, which provide excellent support all-round. Rear passengers can also benefit from as-tested available quad-zone automatic climate control, featuring its own control panel on the backside of the front console. Included are switches for the rear outboard seats’ three-way heated and ventilated cushions.
Another dealmaker is the rear passenger/cargo configuration, featuring a 40/20/40-split down the seatbacks. This means you wont be forced to stick one child (or friend) on the centre hump when heading to the ski hill, which might end up in some heated arguments when factoring in those just-noted seat warmers. Jaguar also offers cargo wall levers for folding down those seats automatically, but you’ll need to pay a bit extra for them.
I know I’m sounding all practical in a review that should really be more about power and performance, but if you only wanted to go as fast as possible you’d probably be reading one of my F-Type SVR reviews. The F-Pace SVR is a best of all worlds alternative, with one of the best sounding engines currently being made. If you’re wishing our compact SUV looked and felt more like a supercar, Jaguar’s F-Pace SVR might be just the ticket.