If someone were to ask you to name a serious sport sedan a few will probably come to mind in an instant. At the lower end of the four-door performance spectrum the VW GLI and Subaru WRX might immediately come to mind, but within premium circles BMW has been the go-to, go-fast brand for longer than any competitor this side of Maserati, and ‘60s era Quattroportes were astronomically priced. It was BMW that brought super-sedan performance to the masses, with the M5 initiating the entire category.
Sadly I’ve never owned an M5, although I came mighty close to purchasing a mid-‘90s E34 back in ’96. It was beautiful, brilliantly quick, and garnered near-exotic levels of respect amongst those who knew. These days the M5 is legend, with no one questioning why you’d want sports car performance in mid-size five-seater. Now that I’m thinking of it, the world we live in now seems to revere high-end sport sedans as if they were supercars, with most buyers in this class gravitating to taller super-SUVs like BMW’s own X5 M and X6 M.
As fabulous as BMW’s sportiest crossovers may be, I’ll take an M5 any day of the week. As it is, I’ve owned everything from a mid-‘70s Bavaria to a late-‘80s E34 525i and plenty of roundel-badged models in between, with none as entertaining as any M5, but fortunately I’ve been able to spend weeks at a time in BMW’s best sport sedan since the fabulous V8-powered E39 arrived on the scene, and must admit the Bavarians certainly know how to make a big four-door sedan move down the road quickly.
Looking back, the M5 first mentioned made a mere 340 horsepower, which seemed unfathomable when compared to the first M5’s 256 hp, but if lined up beside the comparatively otherworldly 600-plus horsepower M5 available now, it might as well have been a Camry (said with respect to Toyota’s impressive new Camry TRD). The 2020 M5 hits 100 km/h from standstill in a blisteringly quick 3.4 seconds, although if that’s not quite fast enough a Competition model will knock another 0.1 second off the clock for a 3.3-second sprint to the same speed. Either time makes it fastest amongst every direct competitor.
It takes more than mere straight-line speed to make a full-fledged sport sedan, of course, but fortunately the M5 earned its legendary status by managing corners with adroit agility, and the new model is no exception to the accepted rule. In fact, it feels easier than the previous F10-bodied M5 to fling through corners, albeit not quite as light and tossable as the now classic E39 referred to earlier. The now standard carbon fibre roof panel slices about 45 kilos (100 lbs) from the very top of the car, helping to lower its centre of gravity, while the car’s rear-biased all-wheel drive does more than just help out on slippery road conditions, making even drying pavement more controllable.
Likewise, the new F90 M5’s eight-speed gearbox shifts a helluvalot faster than you might expect from a conventional automatic, but if you want it to perform its duties even quicker, bright red “M1” and “M2” buttons on the steering wheel spokes can instantly trigger pre-set sport modes as well as personalized settings for your specific driving style. For instance, I was able to combine a more compliant suspension setup mixed with quicker shifts and higher engine revs for the M1 position, ideal for zipping down bumpy backroads that would cause a stiffer setup to be airborne more often than optimal, while I set the M2 switch for a more firmly sprung suspension with even faster D3 shifting speed, not to mention the DSC system turned off, perfect for smooth stretches of asphalt. The two buttons allowed me to immediately switch between settings as smoother or rougher sections of pavement approached, necessary for making time on the patchwork quilt of backcountry roads in my area.
During my various performance tests, I never attempted to prove the M5’s 305 km/h (190 mph) top speed, as you may have guessed, this more of a bragging right than anything potentially possible on Canadian roads or even any publicly available tracks I know of, but suffice to say it’s more than capable of shredding your license if you try anything so silly. I’m more about straightening ribbons of circuitous two-laners anyway, something the M5 executed with greater ease than anything so luxuriously appointed, accommodatingly sized, and accordingly hefty should be capable of. Fortunately, along with the speed this Bimmer delivers a wonderfully comfortable ride and superb refinement, especially when it came to blocking out wind and road noise.
Don’t worry, plenty of delectable sound emanated from ahead of the firewall (as well as the audio system’s speakers, artificially), the turbo-V8 never letting my ears mistake it for one of the car’s less potent sixes, yet when not pushing it for all it was worth the serene cabin allowed for full enjoyment of the just-noted 16-speaker, 1,400-watt, 10-amplified-channel Bowers and Wilkins surround sound audio system, even more impressive when turned down for calmer, ambient pieces as when cranked up.
Speaking of a fully engaged experience, the new M5 features a fully digital gauge cluster, albeit wrapped up in an analogue design. To achieve this, BMW encircles the tachometer and speedometer displays with beautiful aluminum rings, and while this doesn’t allow navigation map, per se, to completely cover the screen, does provide a unique look with an amply large multi-info display at centre. The MID is filled with utile functions, all controllable via steering wheel switchgear, while the cluster’s graphics and resolution quality is superb.
Looking to the right, the centre-mounted infotainment touchscreen is excellent, although be forewarned it gets better for the new 2021 model, increasing in size by more than two inches for a new diameter of 12.3 inches. And yes, it’s a touchscreen, thus providing the usual smartphone- and tablet-like finger gesture controls. Still, BMW lets those who’d rather control its iDrive system with easier-to-reach lower console-mounted switchgear do so, a spin of a rotating dial or the press of nearby quick-access buttons often preferable to tapping, swiping or pinching.
Also important, the BMW delivers one of the best quality cabins in the M5’s super-sedan class too, thanks to high-end materials and impressive attention to detail. The aforementioned Bowers and Wilkins audio system featured gorgeous aluminum speaker grilles, these combined with no shortage of beautiful metalwork elsewhere in the interior. Some accents were finished in brushed aluminum while others glistened like chrome, although my favourite upgrades were the high-gloss carbon-fibre surface treatments and stunning stitched leatherwork.
Much of that leather can be found on the M5’s sensational front seats, which were two-tone light grey and charcoal in my tester, with perforated inserts and solid tops on the lower bolsters. Brightly coloured M5 appliques enhance each headrest, a fitting garnish for these comfortable, supportive and fully adjustable buckets, the lower cushions even extendable. Gone are the days that BMW limited rear seating to just two, the accommodating 2020 M5 sporting a wide bench seat with a folding centre armrest housing pop-out cupholders, while detailing in back is as good as that up front. The rear seats can be folded in the optimal 40/20/40 configuration too, allowing long cargo such as skis to fit down the middle while two rear passengers enjoy the more comfortable, heated window seats.
The current M5 has been quite popular over its three-year tenure, much thanks to its eye-catching styling. This said the 2021 will get a refresh that may turn off some lovers of this version, due to a larger more rectangular grille, updated headlamps and taillights, and a few other design tweaks. Those not impressed with the updates should snap a 2020 up while they can, although take note there’s currently no penalty for choosing the 2021. In fact, our 2020 BMW M5 Canada Prices page shows up to $1,500 in additional incentives for both model years. Additionally, make sure to check out how the CarCostCanada system works, and while you’re at it visit the Apple Store or Google Play Store to download our free app, where you can learn about any available financing and leasing deals, manufacturer rebates, and dealer invoice pricing for any car you’re interested in, even while perusing your local dealer’s lot.
You can get into the 2020 M5 for $115,300 (plus freight and fees) and the more powerful 617 horsepower Competition version for $123,000, whereas the 2021 M5 will only be available in Competition trim, albeit with a slightly less expensive $121,000 listed price. Performance remains the same, which means the M5 blasts into 2021 as one of the quickest four-door sedans available anywhere. That it’s so well built, nicely equipped and easy to live with is just a bonus.
A perfect storm? Two issues are causing mayhem in the automotive sector this year, the first being a Canadian economy that started slowing last year, and the second more obvious problem being the current health crisis that has put so many out of work, resulting in plenty of 2019 model year vehicles still available more than halfway into 2020. Such is the case for the 2019 G80, which fortunately for you didn’t change much when moving into the newer model year.
In fact, the G80 didn’t change a heck of a lot from its previous Hyundai Genesis Sedan days, back in model years 2015 and 2016, to the four-door mid-size luxury sedan that came for the 2017 model year and the one we have now, other than some very minor styling tweaks and the addition of the mid-range turbocharged V6 being tested here. The new powerplant gives the G80 a three-engine lineup, which is exactly one for each of its three trims. Base Technology trim gets a naturally aspirated 3.8-litre V6 good for 311 horsepower and 293 lb-ft of torque, this Sport model receives a 3.3-litre twin-turbo V6 capable of 365 horsepower and 376 lb-ft of torque, and the top-line G80 Ultimate goes quickest thanks to a naturally aspirated 5.0-litre V8 that puts out 420 horsepower and 383 lb-ft of torque. All utilize an eight-speed automatic and each comes standard with all-wheel drive, so finding traction off the line is no problem at all.
Specs aside, the G80 is an excellent example of modern engineering done well, as are all Genesis models. It can easily keep up with its German, domestic and Japanese rivals, while it’s also attractive, impressively refined with nicely finished materials inside, filled with tech, convenience and luxury features, and wholly deserving of being slotted alongside the Mercedes E-Class/CLS-Class, BMW 5/6 Series, Audi A6/A7, Lexus GS, and other luxury-branded mid-size E-segment sedans. The only negatives worth interjecting include a lack of heritage, which was also true of entries from Lexus, Acura and Infiniti in their early days, and the model’s age. As it is, the G80 is well into six model years, which is a slightly lengthier stint than average in this class or any, but being that there aren’t too many on the road it still appears fairly fresh, plus it doesn’t hurt that its design was great looking from onset.
The only changes from 2019 to 2020 was to the centre stack, the CD player being removed for some reason. It’s an odd update for a car that will only be around for one year, but it is what it is, and thus the newer model will be more appealing to those who consider CDs antiquated, and less so for those who still appreciate this format’s better sound quality (than mp3s).
This means the rest of the 2020 G80 is exactly the same as the outgoing 2019 model, which as noted is hardly a bad situation. Making either model better are factory leasing and financing rates from zero percent. You can find out all about it on our 2019 Genesis G80 Canada Prices page or our 2020 Genesis G80 Canada Prices page, and while you’re there check out our configuration tool that allows you to build either car out in detail. A CarCostCanada membership will provide you with leasing and financing deal information for other models as well, plus manufacturer incentives including rebates, and best of all, dealer invoice pricing that can save you thousands. Learn how it works now, and also enjoy the convenience of our free CarCostCanada app, downloadable from the Google Play Store or Apple Store.
Google and Apple in mind, Android Auto and CarPlay smartphone integration comes with every 2019 and 2020 G80, that aforementioned Technology model starting at $58,000 and including LED DRLs and taillights, 18-inch alloys, proximity keyless access with a hands-free power-opening/closing trunk, genuine open-pore hardwood interior trim, a heatable steering wheel, power-adjustable tilt/telescopic steering, a 7.0-inch colour multi-info display/digital gauge package, a head-up display, a large 9.2-inch centre touchscreen, navigation, 17-speaker audio, an auto-dimming centre mirror, LED interior lighting, a big panoramic moonroof, a 16-way power-adjustable driver’s seat, a 12-way power-adjustable front passenger’s seat, Nappa leather upholstery, heated front and rear outboard seats, cooled front seats, and a bevy of advanced driver assistance systems including autonomous emergency braking with pedestrian detection, blind spot detection, lane departure warning, lane change assist, lane keep assist, rear cross-traffic alert, adaptive cruise control, and driver attention alert.
Both $62,000 Sport and $65,000 Ultimate trims replace the base model’s bi-xenon headlamps with full LEDs, while also adding 19-inch alloys, a microsuede headliner, and a credit card-style remote key fob, while exclusive to the Sport is a unique set of 16-way powered front Sport seats that were especially comfortable and wonderfully supportive to the lower back as well as under the knees, the former benefiting from four-way powered lumbar support adjustment, and the latter getting a power-extendable bottom cushion.
My tester featured a duo-tone light grey and charcoal black interior colour combo that was really nice looking, the two shades divided by stunning carbon-fibre glossy trim across the instrument panel and on the upper door sections, while a tasteful supply of brushed aluminum highlights added bling to key surfaces throughout the interior. Genesis even drilled out the aluminum Lexicon speaker grilles with a cool geometric design, while all of the various buttons, knobs and switches give the G80 a sense of occasion. There’s no shortage of soft-touch composites and leathers either, the Nappa leather seat upholstery particularly plush, resulting in a very refined, upscale environment.
While it might be hard to find hard plastics in the new G80, it’s not exactly the most advanced when it comes to digital displays. It was certainly up to speed six or so years ago, but massive advancements in high-definition, fully digital gauge clusters and widescreen centre displays have made this otherwise beautiful cabin seem a bit dated compared to most rivals. The new 2021 G80 will take care of this problem, so tech fans may want to wait, but those who don’t care about the latest gadgets will likely be fine with the current model’s mostly analogue gauge package, which is highly visible in all lighting conditions, plenty colourful at centre, and fully functional, while the previously noted head-up display was wonderfully useful and plenty advanced.
The centre-mounted infotainment touchscreen is up to task too, providing an attractive graphical display for the superb Lexicon stereo noted before, not to mention the advanced parking camera with active guidelines, 360 degrees of overhead views, and various closeup angles. While the climate control system needs to be actuated via a separate interface below, when choosing a given setting, a simulated cabin graphic shows individual temperatures on the main screen, which is pretty cool.
Amid the various knobs and buttons on the just-noted HVAC interface, an attractive square analogue clock provides a level of elegance that Genesis won’t be carrying over to the 2021 G80, unfortunately, while the CD changer in the similarly styled audio panel just below has already been deleted as mentioned earlier. Genesis provides USB and aux connectors in a lidded compartment below these as part of the lower console, right next to a wireless device charger that ideally tilts towards both front occupants.
An overhead console hovers above with handy felt-lined sunglasses storage, plus LED reading and dome lamps, powered panoramic sunroof controls, the glass of which can be shaded by pushing forward on a secondary switch. That shade is wrapped in a super soft microsuede, just like the roof liner, both sun visors, and each of the G80’s roof pillars.
The mid-size Genesis’ driving position is inherently good, and made even better thanks to those previously noted sport seats, while those in back get an equally spacious compartment. After setting the driver’s seat up for my long-legged, short-torso, five-foot-eight body, I had approximately eight inches ahead of my knees, plenty of legroom, about four inches from the door panel to my shoulders and hips, plus three or so inches of headroom left over, which means the majority of folks should fit in back with room to spare.
As yet unmentioned rear seat goodies include LED reading lights overhead, separate HVAC vents with separate controls housed on the back of the front console, and a pair of particularly well-made magazine pockets on backsides of the front seats, which incidentally are very nicely finished with leather (or at least it looked like leather) from top to bottom. The rear door panels are just as nicely made as those in front, by the way, while the flip-down centre armrest gets dual cupholders, as is almost always the case, plus an unusual set of three-way seat heater controls. A metal clothes hook can be found on the backside of each B-pillar too, which I find very helpful when wanting to arrive at an event without creases in my jacket.
At 433 litres the G80’s trunk is quite sizeable too, but the back seats don’t fold down to accommodate longer cargo like most rivals. Still, you can stuff skis and the like into a centre pass-through, which almost makes up for the rear seats’ static status.
While the rear of the G80 is pretty well unchanged since inception, some trim details aside, the model received new headlights for 2018, plus a reworked lower front grille, slightly refreshed front and rear facias, new standard 18-inch alloys, new primary instruments, the gorgeous analogue clock and front speaker grilles mentioned before, and a new leather-wrapped, metal-clad shifter knob topping an even more impressive electronic eight-speed automatic transmission that replaced the older-tech mechanical eight-speed autobox.
A mere tap rearward puts it into Drive and equally light push forward engages Reverse, with the centre position reserved for neutral as one might expect. The unexpected was an electronic gearbox that’s as easy to slot into gear (or out of gear) as the old-school tranny was, which is not always the case for some (I’m talking to you, Chrysler 300). Like all electronic automatics you don’t need to select Park when shutting off the ignition, as pressing the dash-mounted Engine Start Stop button will do the same thing.
A drive mode selector can be found just aft of the shift lever, with Normal, Eco and Sport selections. Eco mode really retards throttle response, which went a long way to helping the hefty sedan achieve its as-tested Transport Canada fuel economy ratings of 13.8 L/100km city, 9.7 highway and 11.9 combined. The entry-level V6 achieves a 13.4, 9.6 and 11.7 rating respectively, whereas the V8 is thirstiest at a claimed 15.6 city, 10.4 highway and 13.2 combined.
Sport mode makes a dramatic difference over the default Normal setting too, with even more satisfying results. The 3.3-litre twin-turbo’s 365 horsepower feels strong when pushed hard from takeoff, much due to each of the G80 Sport’s four 245/40R19 Continental all-season tires biting into pavement simultaneously via Genesis’ HTRAC all-wheel drive system, the car’s brilliantly quick sprints only improved upon by relentless highway passing performance.
The V6-powered G80 Sport benefits from a little less weight over the front wheels than the Ultimate with its Tau V8, which certainly benefits quickness through fast, tightly spaced curves. The G80 Sport manages these with ease, even with 2,120 kilograms pulling in the opposite directions, making the big sedan feel lighter and more agile than it should. Then again, the G80 provides one of the nicer rides in its class too, Genesis managing to be a best-of-both-worlds alternative to its European peers when it comes to quickly riding in comfort.
While most of the G80’s rivals offer more advanced features, especially in the tech department, Genesis’s mid-size offering will probably be more reliable over the long haul. Even better, it’s backed up by a five-year or 100,000-km warranty if something goes awry, covering almost every component that comes with the car. Scheduled maintenance is complimentary too, while your car will be picked up by their valet service at your home or office, saving you time and therefore money. If the G80 didn’t already have you sold at hello, some of these latter factors combine to make any new Genesis a very practical luxury choice, and worthy of your consideration.
I’ve heard the line before. People only buy Mercedes-Benz products to flash its prestigious three-pointed star. That may be true in some cases, but with respect to the new A 220, and many other cars in its extensive lineup, it wins new luxury buyers by being best in class.
It doesn’t hurt that the A 220 looks as good as it does, but take note that at just $37,300 (plus freight and fees) the newest model in Mercedes’ wide and varied 2020 collection isn’t just for the affluent. Yes, that number is a significant $2,310 more than last year’s A 220, but it now comes with standard 4Matic all-wheel drive, Canadians probably not buying enough of the 2019 front-wheel drive variants to make a business case viable moving forward. Still, Mercedes’ most affordable new model is well within reach of those not normally capable of buying into the luxury class, with this base model priced very close to fully loaded versions of mainstream volume-branded compacts.
At first sight the A 220 appears too long, low and lean to be a compact four-door sedan, but with a little research I soon found out its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase puts it slightly smaller than some mainstream compacts you likely know better, including the Honda Civic, Toyota Corolla, Hyundai Elantra and Mazda3, while it competes directly in size and particularly in price with premium-badged sedans such as the Audi A3, Acura ILX, and new BMW 2 Series Gran Coupe, although the Bimmer more accurately targets Mercedes’ sporty CLA-Class four-door coupe.
The new BMW hasn’t been around long enough to collect usable sales data, and it’s hardly been the best of years for the car industry on the whole anyway, so therefore a look back to calendar year 2019 more accurately shows the A-Class and the rest of Mercedes’ small car lineup cleaning up in Canada’s compact luxury competition. Mercedes sold more than 5,000 subcompact luxury models in 2019, which included the new A 250 hatch as well as this A 220 sedan, plus the CLA-Class and outgoing B-Class (more than 300 of the now cancelled Bs were delivered last year, and another 200-plus over Q1 of 2020).
By comparison, the second-best-selling Mini Cooper, which is also a collection of body styles and mostly lower in price, found more than 3,700 Canadian buyers, whereas the Audi A3/A3 Cabriolet/S3 garnered 3,100-plus new customers, the ILX almost 1,900, the 2 Series (ahead of the new four-door coupe arriving) at just over 1,200, and BMW’s unorthodox i3 EV finding 300 new owners. Incidentally, the A-Class, which was the only model in this segment to achieve positive year-over-year sales in 2019 (slightly below 14.5 percent), won over 3,632 new buyers last year alone, placing it just behind the previously noted Mini that saw its Y-o-Y sales fall by 17 percent.
Certainly, the A 220’s attractive styling and approachable pricing contributed to its strong sales last year, but there’s a great deal more to the swoopy four-door sedan than good looks and price competitiveness. For starters is a knockout cabin that wows with style and hardly comes up short on leading-edge features. Most noticeable is Mercedes’ all-in-one digital instrument panel/infotainment display, that combines some of the most vibrantly coloured, creatively penned graphics in the industry with wonderfully functional systems, while housing it all within an ultra-wide fixed tablet-style frame.
These electronic interfaces are important differentiators when comparing an entry-level Mercedes to fully loaded compact sedans from mainstream volume brands like Honda, Toyota, Hyundai and Mazda. Truly, the A 220’s lower dash and door panels aren’t necessarily made from better materials than its more common compact counterparts, respectively the Civic, Corolla, Elantra and Mazda3, but most everything above the waste comes close to matching the tactile and materials quality found in more expensive Mercedes models, like the C-Class and even the E-Class. Together with the eye-popping digital interfaces already mentioned are gorgeous stitched leather door inserts, rich open-pore textured hardwood along those door panels and across the dash, while satin-finish aluminum trim can be found all over the interior, my personal favourite application being the gorgeous turbine-like instrument panel HVAC vents.
Going back to the all-in-one primary instrument cluster and infotainment widescreen display, dubbed MBUX for Mercedes-Benz User Experience, the left-side gauge package provides a number of different display themes including Modern Classic, Sport and Understated, plus the ability to create your own personalized themes, while the layout can be modified to a numeric format speedometer in place of the traditional-looking circular one, with the rest of the display area used for other features like navigation mapping, fuel economy info, regenerative braking charge info, Eco drive setting information, etcetera.
Over on the right-side of my test model’s MBUX display were the usual assortment of centre-screen infotainment functions, like navigation (albeit with the ability to opt for an augmented reality feature that shows a front camera view displaying upcoming street names and directional indicators); audio system info including graphical satellite radio station readouts; drive settings that include Eco, Comfort, Sport and Individual modes (that can also be chosen via a rocker switch on the lower console); advanced driver assistive systems settings; a calls, contacts and messages interface; a big, clear parking camera with active guidelines; plus more, and on top of all this Mercedes provides more hands-on control of infotainment functions than any competitor.
Adjustments can be made via the touchscreen itself, which is rather uncommon in the luxury class, plus you can use Mercedes’ very smart Linguatronic Voice Control system that’s easily one of the most advanced in the industry (but take note that “Mercedes” is a tad too eager to help out, always responding with a pesky “How can I help you?” when mentioning her name), or alternatively let your thumbs do the talking via a miniscule set of BlackBerry-like optical trackpads on the steering wheel spokes, or finally use the touchpad on the lower console, which is surrounded by big quick entry buttons as well. That touchpad is the best I’ve used this side of my MacBook Pro, providing intuitive responses to tap, swipe and pinch inputs, is as easy to use as dropping your right arm from the steering wheel, and didn’t cause me to divert my eyes from the road more often than necessary.
An attractive row of climate controls stretches across a smartly organized interface just below the centre display, featuring highly legible readouts and lovely knurled aluminum toggle switches, all hovering above a big rubber smartphone tray that boasts wireless charging capability. All around, the A 220 provides most everything you’ll need and a number of things you won’t, but I like the soft purple ambient lighting nonetheless.
The only negative I could find were the small, delicately sized and hollow feeling steering wheel stalks for the turn signals/wipers and selecting gears, but due to how well they’re made I still can’t lambaste them completely. I’m thinking they’re more about reducing mass to save on fuel and improve performance, not that they’d individually make a big difference to either. To be clear, I’ve never tested lighter or less substantive column stalks ever. In fact, the shift paddles feel heftier, but they certainly did what they needed to and won’t likely fall apart, it was just a strange decision for Mercedes to make such important hand/machine interfaces so flimsy feeling.
Even before I shifted the A 220 into gear, I was shocked at how thin the lower door panel composite was. Was this due to weight savings as well? The plastic extrusions were perfect with thin ribs strengthening their upper edges, so it wasn’t a case of cutting corners, but they didn’t feel up to Mercedes’ usual high-quality standards. Fortunately, as noted earlier, the A 220’s more visible surfaces are superb, other than the hard-composite lower centre console that might be somewhat disappointing to those that have recently spent time in one of the upper trims of the volume-branded compacts noted before, which mostly finish such areas in soft padded pleather.
Up above is a particularly nice overhead console featuring controls for a big panoramic glass sunroof, plus LED dome and reading lights, and more. It was strange that the B and C pillars weren’t wrapped in fabric, with only the A pillars done out to premium standards, just like the mainstream cars just mentioned, but of course this isn’t totally uncommon in the luxury segment’s most basic entry-level category. At least all of components fit nicely together, with each lid and every door shutting with firm Teutonic solidity, except for the glove box lid that was particularly light in weight.
My tester’s interior was doused in a light grey and black two-tone motif, much of the grey being leather that covers both rows of seats that are wonderfully comfortable and wholly supportive, particularly via their side bolstering. They even included manually-adjustable lower thigh extensions that I loved. I’m not only talking about the front seats, by the way, because those in the rear outboard positions provided good comfort as well, thanks to sculpted backrests and more foot and legroom than expected, plus a decent amount of headroom.
After adjusting the driver’s seat for my long-legged, short-torso five-foot-eight, small-build body type, there was still about five inches in front of my knees and more than enough space for my feet while wearing a pair of boots, while side-to-side roominess was good too. With three inches of airspace over my head, tall teens and larger adults than me should have no problem fitting in back, while the rear headrests also provided comfortably soft support.
Mercedes provides a fold-down centre armrest in back, but I found it too low for comfort, although it would likely be ideal for smaller sized adults or children. It comes with a duo of pop-out cupholders that clamp onto drinks well, while a set of netted magazine holders are attached to the backside of each front seat too. Each rear outboard passenger gets their own HVAC vent as well, plus just under these is a pull-out compartment complete with a small storage bin and a pair of USB-C chargers. No rear seat warmers were included in my tester, but LED reading lights could be found overhead.
Cargo shouldn’t be a problem being that the A 220’s nicely finished trunk is quite big for this class, and I really appreciated the ability to stow longer items like skis down the middle thanks to ultra-versatile 40/20/40 split-folding rear seatbacks. Folding the seats down is easy too, because Mercedes offers up a set of trunk-mounted levers.
Together with everything already mentioned, this year’s A 220 comes well equipped with standard features such as LED headlamps, 17-inch alloys, brushed or pinstriped aluminum interior inlays, pushbutton start/stop, MBUX infotainment (although the base model’s display size is smaller than my tester’s at 7.0-inches for each of its two screens), a six-speaker audio system (that provided deep resonant bass tones along with nice mids and highs), a power-adjustable driver’s seat with memory, heated front seats, the panoramic sunroof mentioned earlier, forward collision warning with automatic emergency braking, plus a lot more.
You may have noticed more gear in the photos, this because my test model also came with $890 worth of Mountain Grey Metallic exterior paint; $500 of 18-inch five-spoke alloy wheels; a $3000 Premium package featuring proximity keyless access, power-folding mirrors, a bigger 10.25-inch digital instrument cluster and the same sized centre display featuring Apple CarPlay and Android Auto smartphone integration, voice control, induction charging, auto-dimming rear view and driver’s side mirrors, ambient lighting, a foot-activated powered trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package that added multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; plus a $1,000 Navigation package including a GPS/nav system, live traffic, Mercedes’ Navigation Services, the augmented reality function noted before, a Connectivity package, and finally Traffic Sign Assist.
The long list of additions continue with a new (for 2020) $1,900 Intelligent Drive package boasting Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (which uses the nav system info to adjust the A 220’s speed based on road conditions ahead before the driver can even see what’s coming), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; $475 satellite radio; plus black open-pore wood inlays for $250 (walnut inlays are available for the same price); all of which added $10,515 to the 2020 A 220’s previously noted $37,300 base price, making for an impressively equipped compact Mercedes at just $47,815 (plus freight and fees).
It was missing a lot of additional gear too, by the way, including a $1,500 Sport package or $2,000 Night package, $500 optional 19-inch alloys, a $250 heated Nappa leather steering wheel, a $1,500 head-up display unit, a $650 surround parking monitor, a $700 450-watt, 12-speaker Burmester surround audio system (which is quite the deal for this brand), a $300 garage door opener, a $450 powered front passenger’s seat with memory (the base model’s is manually operated), and $1,200 worth of cooled front seats (these new for this model year).
As impressive as the new A 220’s styling, cabin design, detailed execution and loads of features are, the brand’s century of heritage really comes through when out on the road. Despite only endowed with 188 horsepower and 221 lb-ft of torque, straight-line acceleration is quite strong and even more so when set to Sport mode, at which point shifts from the seven-speed dual-clutch automatic come quickly and precisely. The car’s now standard 4Matic all-wheel drive allowed all four of the 225/45R18 Michelins below to latch onto pavement simultaneously, resulting in sharp, immediate results when my right foot was pegged to the throttle, while the little sport sedan tracked brilliantly during fast-paced highway and curving byway excursions, even in rain-soaked conditions.
Standard shift paddles add some hands-on engagement that was really appreciated when pushing hard in Sport mode, but I also found them useful for short-shifting to save on fuel. I opted for Eco mode for such situations, which provided even smoother more relaxed shifts as well as fuel economy improvements. The A 220 is rated at 9.6 L/100km city, 7.1 highway and 8.5 combined, and while we’re talking efficiencies, last year’s front-wheel drive version didn’t make that much of a difference due to a claimed fuel economy rating of 9.7, 6.8 and 8.4 respectively, so therefore Mercedes’ choice to offer AWD as standard equipment won’t hamper your fuel budget.
It was during my usual relaxed pace of driving, with a focus on saving fuel, that I really appreciated the A 220’s excellent ride quality, impressively smooth for this class of car, but then again it’s important for me to point out that it’s never soft and wallowy. In Germanic tradition its ride is firmer than rivals from Japan, although I couldn’t imagine anyone complaining about harshness. The A 220’s hushed ambiance makes it feel even more refined and luxurious, making it ideal for isolating noisy, bustling city streets as well as toning down the sound of wind on the open road.
I must say, if my own money was on the line in this entry-level luxury segment, I’d opt for the A 220 over its four-door subcompact premium rivals, as it scores high marks in all key categories. It looks stunning and offers up what I think is the nicest interior in the class, can be had with all the features I want and need, is great fun to drive when called upon yet provides all the pampering luxury I’d ever want, and is a fairly pragmatic choice too, at least with respect to four-door sedans.
This said I have yet to drive the new BMW 2 Series Gran Coupe, although its self-proclaimed four-door coupe body style won’t be able to offer up the same amount of rear seat headroom as the A 220, and the only other subcompact luxury competitors are the Audi A3, which has been on the market for seven-plus years with only a subtle mid-cycle makeover, plus the Acura ILX that’s just as long-in-the-tooth, although only last year it had a much more dramatic update. Still, the ILX is merely an old Honda Civic under the skin, albeit with a better powertrain and gearbox.
Whether opting for the new A 220 or one of the other cars mentioned in this review, I’d be sure to check them all out right here at CarCostCanada before heading to the dealership, mind you. Our 2020 Mercedes-Benz A-Class Canada Prices page was showing up to $750 in additional incentives at the time of writing, while the 2019 model (if still available) was available for up to $2,000 in additional incentives. Members can access information about manufacturer rebates, financing and leasing deals, or other incentives, and best of all is dealer invoice pricing that can save you thousands at the time of purchase. Find out how CarCostCanada works here, and make sure to download our free app at the Google Android Play Store or Apple App Store so you can access all this valuable info when you’re at the dealership.
After eight long years of the sixth-generationJetta, Volkswagen introduced a ground-up redesign for the 2019 model year and Canadian compact sedan buyers responded by boosting the model’s sales by 14 percent. That’s a good news story for VW Canada, but 17,260 units in 2019 is a far cry from the car’s high of 31,042 deliveries in 2014.
All we need do to understand this scenario more clearly is compare the VW Tiguan’s sales of 10,096 units in 2014 to the 19,250 sold in 2019 (which was actually down 10 percent from the 21,449 examples sold in 2018), and thus we see another example of crossover SUVs encroaching on the conventional car’s traditional territory.
As VW fans will already be well aware, the German brand controls more of the compact segment than the Jetta’s sales indicate on their own. Most rivals, including Honda’s best-selling Civic, Toyota’s second-rung Corolla, Hyundai’s third-place Elantra, and the list goes on, combine multiple body styles under one nameplate. This was true for VW’s fifth-place Golf for the 2019 model year too, and previously when available as a Cabriolet, but with the SportWagen being cancelled for 2020 the little hatchback moves forward with just one profile shape. Speaking of that Golf, if its 2019 calendar year sales of 19,668 units were combined with the Jetta’s aforementioned total, created one collective whole, VW would no longer sit in fifth and sixth places respectively, but instead jump past Mazda’s 21,276 unit-sales with a new compact total of 36,928 deliveries. That puts the Golf/Jetta combo mighty close to the Elantra’s 39,463 deliveries.
OK, I got a little carried away with numbers, as I sometimes do (just be glad I didn’t add the 3,667 Ioniq and 1,420 Veloster sales to Hyundai’s 2019 calendar year mix, or the 2,910 now discontinued VW Beetles), but you should now have a better understanding of the situation. Volkswagen continues to be a serious player in compact arena, and the Jetta is a key component of its mostly two-pronged (so far) approach in this market segment. This said, VW has done compact performance better than most of its rivals for a lot longer, with entries like the iconic Golf GTI and hyper-fast Golf R playing it out in the hot hatch sector, and the Jetta GLI being reviewed here pushing VW’s agenda amongst affordable sport sedans.
Yes, Honda deserves kudos for its long-running Civic Si (now with 205 hp) that arrived in 1985 as the CRX Si and in regular Civic form for 1988, and currently puts out a beastly compact sport hatch dubbed Type R (306 hp), which is a similar combo to Subaru’s legendary WRX (268 hp) and WRX STI (310 hp) twins, while Mazda’s less formidable yet still respectable 3 GT is in the mix (186 hp—how we miss the Mazdaspeed3, but there is recent talk of Mazda’s 250-hp turbo 2.5 with 310 lb-ft of torque improving 3 performance), but the South Koreans have recently been stepping up competition with sporty alternatives of their own, respectively including the Elantra Sport (201 hp) and Kia Forte GT (201 hp) that actually use identical powertrains and ride on the same platform architecture. While this is good news for performance fans, Ford recently nixed its fabulous Focus ST (252 hp) and sensational Focus RS (350 hp) along with their entire car lineup (sacrificed to the crossover SUV), Mustang coupe and convertible aside, showing some come and some go. Yes, there’s something to be said for honest to goodness longstanding performance heritage, and the Jetta’s three-letter GLI acronym beats all rivals excepting the GTI in the test of time, with its 1984 inception resulting in 36 years under its belt.
To its advantage, the new Jetta GLI is one good looking sport sedan. Those who might be turned off by Honda’s boy-racer Civic Si design and Subaru’s rally-ready WRX look should gravitate to the sporty VeeDub thanks to its more discreet appearance. The usual blackened exterior trim is once again joined by tasteful splashes of red accenting key areas, this latest version getting a red horizontal divider across its grille as well as big red brake calipers framed by special red trim circling each of its dark grey 18-inch wheels. Of course, the front and rear “GLI” badges are doused in bright red as well, as is a really attractive set of front fender trim pieces that boast this GLI 35th Edition’s unique designation.
As far as the GLI’s glossy black trim goes, there’s a thick strip along the top portion of the grille, plus more of the inky black treatment surrounding the lower front fascia’s corner vent bezels, painting the side mirror housings, finishing the front portion and rear portions of the roof, and coating the tastefully small rear deck lid spoiler. It’s a real looker from front to rear, and more importantly for people my age (let’s just say above 50), the type of compact sport sedan that won’t make you look like you’re trying to relive your glory days when seen behind the wheel.
As expected in any performance-tuned VW, the GLI includes a well-bolstered, comfortable set of perforated leather front seats. They’re highlighted with sporty red contrast stitching and attractively patterned inserts, for a look that’s simultaneously sporty and luxurious. What’s more, the steering wheel is downright performance perfection, featuring a slightly flat bottom section and ideally formed thumb indentations, plus red baseball-like stitching around the inside of the meaty leather-wrapped rim. VW continues the cabin’s bright red highlights with more crimson coloured thread on the leather gear lever boot, plus the centre armrest, the “GLI” portion of the model’s “GLI 35” seat tags, as well as the identical logo on the embroidered floor mats and stainless-steel sill plates.
There’s also a fair share of satin-silver aluminum trim around the cabin, including the previously noted steering wheel’s spokes, the foot pedals, various switches and accents on the centre stack and lower console, plus more. Additional trim worth noting include a small dose of fake carbon-fibre and larger sampling of piano black lacquer on the dash and upper door panels, whereas the former area is wholly soft-touch due to a premium-like composite that wraps down to the instrument panel ahead of the front passenger, before this premium treatment continues to the front door uppers, inserts and armrests.
While all of this luxury-level pampering sounds good, I’m quite certain most would-be buyer’s eyes will be find the standard digital instrument cluster even more appealing, at least at first sight. If you’ve seen Audi’s Virtual Cockpit you’ll know what I’m talking about, although VW calls theirs a Digital Cockpit. Similarly to the fancier German brand, the GLI’s Digital Cockpit includes a “VIEW” button on the left-side steering wheel spoke that transforms the cluster’s look from a traditional two-dial layout with a multi-function display in the middle to a massive MID with tiny conventional gauges below. This is looks especially good when filling the MID with the navigation system’s map, and makes it easier to glance down for directions than when on the centre display. The Digital Cockpit can do likewise with other functions, resulting in one of the more useful electronic components currently available from a mainstream brand.
The Jetta GLI’s centre touchscreen is a big 8.0-inch display boasting high-definition resolution and bright, colourful graphics with rich visual depth and contrast, while just like the primary instrument package it comes well stocked with features such as tablet-style tap, pinch and swipe gesture controls, Android Auto, Apple CarPlay, and Mirror Link smartphone integration, audio, navigation, application, driving mode and fuel-saving eco “pages”, plus finally a performance driving interface with a lap timer and more.
Strangely, active guidelines are not included with the backup camera, which is a bit odd for the GLI’s top-level trim, which included an available $995 ($1,005 for 2020) Advanced Driver Assistive Systems (ADAS) upgrade bundle featuring a multi-function camera with a distance sensor. This package also adds Light Assist auto high beam control, dynamic cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind-spot monitoring with rear cross-traffic alert, and Lane Assist lane keeping capability.
An attractive, well-organized and easy to use three-dial dual-zone auto climate control interface sits just below the infotainment display on the centre stack. It includes switches for the GLI’s standard three-way heated and ventilated front seats, the former warm enough for therapeutic lower back pain relief and the latter helpful for reducing sweat during hot summer months, while under this is an extremely large and accommodating rubber-based wireless device charger as well as a USB-A charging port.
A gearshift lever with a sporty looking metallic and composite knob and aforementioned red-stitched leather boot takes up its tradition spot on the lower console between front occupants, surrounding by an electric parking brake, traction control and idle-stop system defeat buttons, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.
Speaking of centre consoles, the overhead one above houses a handy sunglasses holder as well as switchgear for opening the big power glass sunroof that also includes an opaque fabric sunscreen with an upscale aluminum handle.
And so it should, as the GLI, starting at $32,445 plus freight and fees for the manual, or $33,845 for my as-tested DSG dual-clutch automated model, is starting to encroach into low-end premium territory. Fit, finish, materials tactile quality and overall refinement is only so-so, however, not even measuring up to VW’s own Golf GTI. It used to be that a Jetta was merely a Golf (or Rabbit) with a trunk, the latter useful for mitigating inner-city security risks, but now the two cars look totally different other than the badge on their grilles and backsides and a handful of cross-model components.
The base 2019 Golf GTI is available from $30,845 (and when I recently checked plenty were still available in Canada, probably due to the health situation that I don’t want to name due to being negatively flagged by search engines, etcetera) and $850 less than the $31,695 entry-level Jetta GLI, but the sporty VW hatchback boasts fabric-wrapped A pillars, just like its more affordable Golf counterparts, while no Jetta, including this GLI, gets this semi-premium treatment. All of the Jetta’s hard composites below the waist, and some of them above, don’t feel all that substantive either.
Certainly, we need to factor in the Jetta’s compact status, an entry-level model for Volkswagen that doesn’t sell a subcompact car in North America, but such is not the case for its main rivals that are seeing this compact segment as a growing alternative for those who might have otherwise purchase a mid-size sedan or wagon. The fact is, rivals from Japan and Korea are packing more soft-touch luxury and premium features into their smaller cars, and winning over buyers who want to be pampered instead of punished for choosing a more environmentally conscious small car. Just get into a fully loaded Mazda3, Toyota Corolla or Kia Forte and you’ll quickly figure out what I’m talking about. They’re delivering at a high level, and deserve to attract new buyers that aren’t being gobbled up by the Civic, the Corolla and Elantra.
The shame is VW used to lead in small car refinement, to the point that previous Jettas were probably too good for this segment, even starting to be uncomfortably compared against the automaker’s own Audi A4. Therefore, anyone trading in their 2005–2011 fifth-generation Jetta for the current version, whether trimmed out to top-line GLI spec or not, will probably find the cabin’s finish and materials quality less than ideal.
By the way, I tested a new Forte GT recently, and have to say it does a good job of competing against old guard sport compacts like this GLI and Honda’s Civic Si, but unlike this car the Forte’s rear door panels were finished to the same high-quality, soft-touch level as those up front, whereas none of the above can be found on the GLI’s rear door panels. I can’t think of another car in this class that misses the mark so blatantly in this respect, and call for VW to step things up before it completely loses its reputation for tactile quality.
This said, a set of heated outboard rear seats would’ve been much appreciated by rear passengers mid-winter, not that these aren’t offered by competitors, but once again the panel surrounding the three-way buttons was about as primitive as this class provides. The seats were comfortable and supportive, mind you, as well as attractive due to the same red stitching and perforated leather as those in the front, not to mention sculpted backrests in the outer window positions. A decent sized folding rear centre armrest includes cupholders, but unlike Jettas that came before there’s no cargo pass-through door behind for stuffing long items such as skis. This means you’ll have to lower the 40-percent side of the 60/40-split rear seatbacks when four people are on board, forcing one rear occupant into the less comfortable middle seat, and making the rear seat warmer on that side redundant when that rear passenger will want it most. On the positive, the trunk is large at 510 litres, and could potentially house shorter skis diagonally as well as snowboards. Of course, the Jetta is not alone in choosing less costly 60/40 split-folding rear seatbacks, but the Golf offers the centre pass-through and therefore is the better choice for active owners.
A few minutes behind the wheel and you’ll quickly forget about such shortcomings, however, as the GLI is a blast to drive. Truly, this sport sedan is one of the most enjoyable to drive within its mainstream volume-branded compact sedan class, thanks to a new 228 horsepower 2.0-litre turbocharged four-cylinder engine with 258 lb-ft of torque. That’s an increase of 18 horsepower and 51 lb-ft over the GLI’s predecessor, incidentally, and due to only being available with front-wheel drive the motive wheels/tires have a habit of squealing during quick takeoffs. Certainly, there’s traction control, as noted earlier, but it comes on a bit too late to stop any noisy commotion from down below, so you’ll need to restrain your right foot in order to maintain civility and not engage any police intervention.
The GLI’s new seven-speed dual-clutch automated DSG transmission is as important an upgrade as the engine’s newfound power, and feels even faster between paddle shift-actuated gear intervals than the previous model’s six-speed unit, while gaining a taller final gear to improve fuel economy (it’s rated at 9.6 L/100km in the city, 7.3 on the highway and 8.5 combined with the six-speed manual and a respective 9.3, 7.2 and 8.4 with my tester’s A7 DSG auto).
While the new GLI is nowhere near as fast as the aforementioned Golf R, or some of that model’s equivalently quick super-compact competitors such as Subaru’s WRX STI and Mitsubishi’s awesome EVO X (RIP), it’s more than respectable amongst mid-range sport models like the Civic Si, while making wannabe performance cars like the Mazda3 GT feel as if they’re standing still. Momentary burnouts during takeoff aside, the new Jetta GLI was unflappable when pushed hard through high-speed curving sections of backcountry two-lane roadway, even when pavement was so uneven that the car’s rear end should’ve been hopping and bopping around the road. Fortunately, unlike that top-tier Mazda3 and VW’s more pedestrian Jetta trims below that use a torsion-beam rear suspension, the GLI includes a multi-link setup in back, which absorbed jarring potholes and other road imperfections with ease, allowing most of the stock 225/45 Hankook Kinergy GT all-season tires’ contact patches to remain fully engaged with the road below. To be fair to the Mazda3, it’s surprisingly stable during such otherwise unsettling circumstances due to available AWD with G-Vectoring Plus.
Back in the city, the GLI’s idle-stop system shut off the engine when the car came to a stop amid parallel parking manoeuvres. This wouldn’t normally be a problem, as it should quickly reignite the engine when lifting off the brake, but while I was purposely parked too close to the vehicle ahead in order to straighten the car out, it wouldn’t restart while in reverse. This necessitated shifting back into park and then pressing on the throttle to wake up the engine, and then shifting back to reverse before aligning the car. This is probably a software glitch, but I’d be complaining to my dealer if it persisted. Fortunately, I experienced no other instances of this happening, but remember I only live with test cars for a week at a time.
The previously noted $32,445 (for the base manual) and $33,845 (for the DSG auto) base prices meant the 2019 GLI 35 is nicely equipped, with items not yet covered including fog lamps, LED headlights, proximity entry with pushbutton start/stop, rain-sensing wipers, an auto-dimming rearview mirror, a potent 8-speaker BeatsAudio system with a subwoofer, a power-adjustable driver’s seat with two-way powered lumbar and three-position memory, and the list goes on. The same goes for the 2020 model, by the way, as there haven’t been any changes except for the discontinuation of this model year-specific 35th Edition.
Speaking of model years, VW Canada will give you up to $3,000 in additional incentives on a 2019 Jetta (which remained available when this review was written), while the new 2020 GLI can be purchased with $1,000 in additional incentives, although keep in mind that CarCostCanada member savings averaged $2,500 for the newer 2020 model. To learn more, see our 2020 Volkswagen Jetta Canada Prices page and/or 2019 Volkswagen Jetta Canada Prices page, where members can find out about manufacturer rebates, leasing and financing deals, plus dealer invoice pricing that could add up to even more savings. What’s more, you can now download our free CarCostCanada app from Google Play Store or Apple iTunes/App store so you can have all of our important info in the palms of your hands when negotiating at the dealership, whether purchasing this Jetta GLI or any other new vehicle sold in Canada.
In the end, I can’t help but like the new Jetta GLI, even despite its less than ideal shortcomings. It looks great, takes off like a scared rabbit (GTI) when called upon, and is filled with most of the features premium car buyers are learning to expect. Yes, I’d prefer if Volkswagen improved some of the Jetta’s touchy-feely interior surfaces, but being that most owners will spend all of their time up front in the driver’s seat, it’s shouldn’t be a deal-killing issue.
As new vehicles are turning into little more than rolling computers for transporting people and their gear, they’re in fact becoming less complicated than their predecessors, at least from a driving and styling perspective.
Hyundai’s new Prophecy Concept EV is a good example of minimalism meets modern-day tech thanks to the automaker’s new Optimistic Futurism design language that’s been created with the purpose of connecting consumers more completely with their vehicles, or so says the head of Hyundai’s global design center, SangYup Lee, as part of the electric’s car’s press release.
“We have brought to life yet another icon that establishes a new standard for the EV segment as well as pushing Hyundai’s design vision to even broader horizons,” commented Lee. “A part of that expansion is what we call Optimistic Futurism, a design concept embodied by ‘Prophecy’. With Optimistic Futurism, our aim is to forge an emotional connection between humans and automobiles.”
Developing emotional ties between buyers and products is a top priority of every effective brand, and this in mind Hyundai should do well with whatever comes of its new Prophecy, or at least the design language behind it. With the Prophecy, the Korean automaker’s namesake brand has created a styling exercise that’s both retrospectively minimalist and brilliantly detailed, resulting in a look that pulls cues from some iconic rivals, yet sets off on its own course too.
Yes, the complex curves that make up its outward design could have just as easily been concocted by Porsche for a future Panamera or even the new Taycan EV, not that it appears like either, but this said few automakers dare attempt to style a car with as many rounded edges as Porsche, let alone a grille-less front end like Tesla’s Model 3.
This said its seemingly vented rear end styling, which pulls attention from the large transparent acrylic rear wing resting above, reminds of the post-war Tucker 48, also particularly aerodynamic for its time, while mixed in with its pixelated 3D elements are LEDs for a set of protruding tail lamps. A similar pattern can be seen in the headlamp clusters up front, which use the same transparent acrylic as the rear spoiler and in the camera monitoring system, but the two headlights look a great deal more conventional than the eye-catching taillight design.
All of the features above improve aerodynamics, of course, which is why forerunning EVs have chosen their own unique variations of the Prophecy’s familiar design theme, but Hyundai’s propeller-inspired alloy wheels, which direct air down each side of the car’s body, are unique.
Hyundai hasn’t released any exterior or interior dimensions, but an open set of clamshell doors makes its mid-size four-door coupe layout clear, while the only available technical specifications depict a 100-percent electric power unit with a battery housed under the passenger compartment floor. Therefore, we expect it will ride on a completely new architecture that could provide multiple body styles on top.
The Prophecy’s interior features tartan-patterned upholstery that pays yet more homage to Porsche, particularly its 1975-1980 911, 924 and 928 models with blue-green being a popular colour combination at the time, yet nothing the Stuttgart-headquartered performance marque has ever done managed to achieve the eyeball-popping wow factor of Hyundai’s new creation, and not only because the South Koreans use the aforementioned Scottish kilt pattern for the seats’ side bolsters as well as their central insets.
The Prophecy’s sizeable wraparound digital display, which frames the windshield’s base, isn’t all that impressive these days either, but the pop-out primary instrument cluster is, yet even that won’t upstage the car’s driving controls. Obviously missing is a steering wheel, which has been replaced by a pair of pivoting joysticks, this ode to gaming apropos in a car that’s designed to be driven autonomously.
Of course, we won’t ever see the Prophecy on the road, its existence designed only to show new car buyers that Hyundai has an exciting future styling direction. If produced as is, we think Hyundai would have a hit in their hands.
Hyundai | “Prophecy” Concept EV Unveiling (16:04):
Thank you Volkswagen. You’ve made my job so much easier today. While researching the 2019 Passat for this review, I learned that it’s only available in a single, solitary, one-size-fits-all trim line for this stopgap year, the Wolfsburg Edition getting very close to last year’s top-tier Passat Highline (which replaced the Execline from 2016). This allows me to spend more time on other details such as styling, cabin quality, comfort, driving dynamics, etcetera.
The Giorgetto Giugiaro-designed Passat (originally named Dasher in our market) has been with us since 1973, initially delivering an upscale Audi-inspired look in five-door hatchback and wagon body styles, the former replaced by a regular sport/luxury sedan dubbed for its second B2 generation. The B3 redesign that arrived in 1988 finally applied the Euro nameplate to North American models, and while I really liked this third-gen Passat, particularly in its most potent VR6 trim, as well as the B4 that followed, my heart went out to the 270 hp 4.0-litre W8-powered AWD B5 version most earnestly. Earlier B5s were also the first Passats I tested as an automotive journalist newbie in the early 2000s, back when this German brand impressed me like no other.
That was a time when Volkswagen was comparable to Audi for its performance and overall refinement, the amazing Bentley-based Phaeton luxury sedan arriving the following year with a choice of 335-horsepower V8 or 420-horsepower W12 behind its unassuming grille, not to mention $96,500 and $126,790 respective prices, while not long after that the brand’s 309-hp Touareg V10 TDI was on the scene, putting out a shocking 553 lb-ft of torque. Volkswagen appeared to be vying for luxury brand status during those years, a strategy that kind of made sense in Europe where parent automaker VW AG also owned lesser brands Skoda and Seat to pull in entry-level buyers, but not here where the iconic Beetle manufacturer was known more for economy cars.
By comparison, today’s VW-branded cars and crossover SUVs still deliver some premium features not often available with every competitor, like cloth-covered roof pillars (albeit only the A pillars these days), full high-definition TFT primary gauge clusters, and the convenience of a rear seat centre pass-through for stowing long cargo (or better yet, 40/20/40 split-folding rear seats), soft pliable composite surfaces aren’t as plentiful, switches, knobs and buttons can now be less dense and therefore cheaper feeling, and rear suspension systems aren’t necessarily independent anymore (unlike most rivals that are now IRS-equipped, the latest Jetta has reverted to using a rear torsion beam setup).
I think the Passat looks good though, particularly in my tester’s attractive Tourmaline Blue Metallic. It’s one of six exterior paints for 2019, which include white, black, grey and silver, plus a beautiful Fortana Red Metallic, all no-cost options, while sporty R-Line outer trim comes standard this year too. Additional standard features include automatic on/off LED headlights with LED daytime running lamps, LED tail lights, and fabulous looking silver-painted twinned five-spoke 19-inch Salvador alloy wheels encircling 235/40 all-seasons, and that’s just on the outside.
To my eyes the cabin looks even better due to VW’s communications team choosing gorgeous Cornsilk Beige for my test car’s interior (it can be had in black or grey as well, depending on the exterior colour chosen), the creamy colour offset by a contrasting black dash top, door uppers and carpets. VW has been producing this rich light beige and black interior motif for decades, including the horizontal ribbing on the leather seat upholstery. It looks sensational, complemented by sophisticated looking textured metal, brushed aluminum, chrome and piano black lacquer elsewhere.
Standard features include proximity keyless entry with pushbutton start/stop, a leather-wrapped multifunction steering wheel rim with shift paddles, a colour multi-information display/trip computer, a leather-wrapped shift knob and handbrake lever, brushed stainless steel foot pedals, rain-sensing windshield wipers, heatable washer nozzles, two-zone automatic climate control, an auto-dimming centre mirror, a power sunroof, three-way heated front sport seats, an eight-way powered driver seat with two-way power lumbar, driver’s side memory, heatable rear seats, front and back LED reading lamps, an Easy Open trunk, 60/40-split rear seatbacks with a centre armrest and centre pass-through, plus more for $32,995.
That seems like a reasonably good deal already, but it gets better due to a $2,000 no-haggle discount that comes as a parting gift of sorts. Find out about this discount and any other rebates right here at CarCostCanada, and while you’re learning more you can also access dealer invoice pricing, which will make it as easy as possible to meet your budget requirements.
I should also go into some detail about the Passat’s infotainment system, which measures 6.33 inches and even includes proximity sensing, which means a row of digitized buttons rise up from the bottom of the touchscreen when your fingers get near. While the display is relatively small compared to most competitors’ top-line systems, it process info quickly, includes tablet-style tap, swipe and pinch gesture functions, which are especially useful when using the route guidance-system’s map, and even includes MirrorLink smartphone integration, along with the usual Apple CarPlay and Android Auto. Bluetooth is also standard, of course, with audio streaming for listening to music or podcasts from your personal device, while additional standard infotainment features include voice activation, an SD card slot, and one of the worst backup camera systems I’ve used in a long time. Why? Much of the display’s top section was cut off in a semicircular due to a wide-angle lens that was probably trying to provide more visibility, but it actually made things a lot worse, plus VW didn’t include active guidelines either.
The six-speaker Fender premium audio system is good enough for this class, however, with nice deep bass from its subwoofer, while satellite radio stations came in clearly, the inclusion of a CD player will be appreciated by many, and the single USB audio/charging port made me grateful VW wasn’t still trying to promote Apple, although I’m hoping the next-generation has a few more. Speaking of new, the I hopped into the latest 2020 GTI after giving the Passat keys back and am now hopeful that its considerably larger touchscreen, along with its superb resolution and excellent depth of contrast and colour make it into the 2020 Passat, or something similar.
Moving downward on the centre stack, past the HVAC interface that incidentally suffered from loose rotating dials, there’s a lidded compartment for stowing and charging a smartphone. It has a rubberized base, like usual, but oddly it wasn’t big enough for my average-sized phone, which kind of made me glad VW hadn’t installed a wireless charging pad. It did include the just noted USB-A port and as well as an auxiliary connection next to an old-school 12-volt plug, so you should be able to charge multiple devices at any given time (with the help of an aftermarket USB adapter).
Close by, to each side of the shift lever, is a row of “buttons”, or at least they all look like buttons. One deactivated the front and rear parking sonar, while another turned on the semi-autonomous self-parking system, but the other four were merely dummy buttons that made the car look as if it was missing some key features. I noticed it was devoid of a heatable steering wheel, something I appreciate on cold winter mornings, a problem made worse when the flat-bottom leather-wrapped sport steering wheel in question is so incredibly good. The front seats weren’t ventilated either, a function I’m getting more and more used to finding in top-line competitors’ trims.
The Passat’s standard menu of safety enhancements impresses, however, with items like automatic emergency braking, blind spot monitoring with rear cross-traffic warning, lane keeping assist, adaptive cruise control, driver assistance, park distance control and park assist adding enough high technology to the driving experience as to almost forget about those missing buttons. Better yet, the way these systems chose not to intervene until absolutely necessary had me liking the Passat even more. No one likes over-sensitive technology, especially with respect to safety equipment capable of taking over the wheel, and fortunately the Passat’s were hardly noticeable throughout my test week. It was only when I tried to exit the highway without using my turn signal that the side-assist system fixated on the white line, pulling me back into my lane. I quickly turned my blinker on and was able to move over, and no doubt could have forced it over if I’d wanted to, but VW gets high marks for making advanced driver assistance systems that are only there when absolutely necessary.
Previously in this review I mentioned that Volkswagen’s cabin materials aren’t as high in quality now as they used to be, so I should probably go into some more detail about how this affects the Passat. For the most part it’s equal to most competitors, but this makes the car seem less than ok being that it was much better than average years ago. Right up until this US-made seventh-generation model arrived nine years ago, the Passat provided a much greater percentage of premium-level soft padded surfaces than any rival, but now it’s noticeably below average. It’s as if VW AG, the parent company, didn’t want its namesake brand stealing any sales from Audi, so therefore purposely made the Passat’s interior worse than it needed to be, just to be sure. To be clear, some parts are extremely good, like the soft composites used for the dash top and door uppers, but the lower dash panels and glove box lid, plus the centre stack sides and lower door panels are made from lower grade hard plastics, and upstaged by most competitors. This leaves some areas better than average and others not quite measuring up, and depending on whether you see your glass half full or half empty, you’ll either be thrilled with all that’s good or left feeling flat about the car’s weaknesses.
I felt much the same about the Passat’s sole 2.0-litre four-cylinder engine. Its 174 horsepower and 184 lb-ft of torque comes close to matching most rivals’ base powerplants, but it’s hardly a base model despite the aforementioned discount. Last year’s 3.6-litre V6 upgrade provided an option for those wanting more, but no such luck for this year’s performance fans. Fortunately its modest torque figure feels stronger than it looks, probably due to arriving at its maximum at only 1,500 rpm, so takeoff is fairly energetic off the line and there’s ample passing power for most manoeuvres, but a model that once offered 4Motion all-wheel drive now solely gets driven by those up front, and the transmission that sends the engines output to the front wheels only has six forward speeds, which might have been a big deal fifteen years ago, but doesn’t sound all that advanced when put up against today’s eight- and nine-speed automatics.
The 2020 Passat will remedy the latter problem with an eight-speed of its own, but no AWD or manual transmission for that matter, two features enthusiasts would love to see, but the current model’s paddle shifters got everything out of the engine it had to give, just like the future one will make the most of even more available torque, resulting in a really enjoyable car to drive.
I appreciated the extra control, because this mid-size family hauler can dance with more grace than most four-door sedans in this class, even at high speeds. Of course its suspension is fully independent, with struts up front and a multi-link setup in back, plus a stabilizer bar at each end, and it’s all very well sorted for a bit more grip at the limit and better balance than the segment average. It will understeer when pushed too far, which is a good thing in this category, and its ride should keep all aboard happy, despite being slightly firmer than average.
Fuel-efficiency is quite good at 9.3 L/100km city, 6.5 highway and 8.1 combined, no doubt why Volkswagen chose the four-cylinder for this model’s sole power unit in place of the V6. Such practicality in mind, you won’t need to worry about anything that might go wrong with the Passat for a year longer than most rivals thanks to an almost comprehensive four-year or 80,000 km warranty, although it’s powertrain warranty is shorter than average by a year or 20,000 km.
Now that we’re being pragmatic, the Passat’s front seats and surrounding area is amply roomy for big folks, while the driver’s seat is comfortable, but like the suspension it’s a bit firmer than most in this class. It features two-way powered lumbar support that just so happened to ideally match up to the small of my back, while its lower cushion stretched forward enough to support nicely below the knees.
The rear seating compartment is roomier still, and plenty comfortable, while a 450-litre (15.9 cubic-foot) trunk should be more than adequate for most owners’ needs, especially when considering its 60/40 split-folding rear seatbacks have the advantage of a centre pass-through for loading in longer items like skis.
These are some of the 2019 Passat’s worthy attributes that I hope are carried forward into the new model, but in the same breath I’m also wishing Volkswagen steps up with more competitive interior quality so that it at least matches the refinement of this segment’s sales leaders. After all, it’s the slowest selling mid-size four-door sedan in Canada by a long shot, so arriving in today’s highly competitive marketplace with a lukewarm update wouldn’t be the best of ideas. Let’s hope they get it right. Until then, the 2019 Passat does some things very well and others not so much, but it’s currently priced right and the deal could be made even sweeter by finding out its dealer invoice price here on CarCostCanada before talking to your local Volkswagen retailer.
The new 2020 Legacy is starting to arrive at Subaru dealers across Canada as I write this review, and fans of the current 2019 model should like what they see. The updated mid-size sedan gets renewed styling, revised engines, and a reworked interior, but exterior styling is so muted that most won’t notice the 2019 model leaving and the 2020 ushered in. So why am I covering yesterday’s Legacy when tomorrow’s is nearly hear? Subaru dealers have new 2019 models on their lots, and this very good car is available for very good prices.
As per CarCostCanada, a 2019 Legacy buyer can pocket up to $3,000 in incentives, and that’s before factoring in a personal discount derived from haggling or your trade-in. Follow this CarCostCanada link to learn about 2019 Legacy pricing, including trims, packages and individual options, plus you also need to find out about rebates and dealer invoice pricing that could save you thousands.
For a bit of background info, the Legacy was refreshed for 2018, which means this 2019 model was unchanged. The version reviewed here is in mid-range $31,695 Sport trim, which hovers above the base $24,995 2.5i CVT, $28,295 Touring, and $29,795 Touring with EyeSight; EyeSight being Subaru-speak for its suite of advanced driver assistance systems including auto high beams, adaptive cruise control, autonomous emergency braking, rear proximity warning with reverse auto braking, blindspot detection, lane departure warning and lane keeping assist. Sport trim comes standard with EyeSight, as does top-line $33,795 Limited 2.5i trim and the $36,795 Limited 3.6R.
As you may have guessed, 2.5i and 3.6R designate the Legacy’s respective standard and optional engines, the latter having been replaced by the higher output 2.4-litre turbocharged four-cylinder introduced in last year’s Ascent mid-size SUV; the 2020 Outback crossover wagon gets this change too. Comparing the two engines shows 256 horsepower and 247 lb-ft of torque for the old 3.6R and 260 horsepower and 277 lb-ft of torque for the 2.4i, resulting in four more horsepower and 30 additional lb-ft of torque.
The base 2.5-litre four-cylinder gets updated too, but the 2020 model only gains six horsepower and two lb-ft of torque resulting in 182 horsepower and 176 lb-ft compared to 175 horsepower and 174 lb-ft of torque, but 90 percent of its parts have been upgraded, with straight-line performance improvements secondary to gains in fuel-efficiency.
This means the 2020 Legacy 2.5i has been designed to achieve an estimated 8.8 L/100km city, 6.7 highway and 7.7 combined Transport Canada rating compared to 9.3 highway, 7.0 city and 8.2 combined, while 2.4i fuel economy improvements from the old 3.6R equal 9.9 L/100km city, 7.3 highway and 8.5 combined compared to 11.9 city, 8.3 highway and 10.3 combined. With standard all-wheel drive the Legacy can’t quite measure up to most front-drive rivals in base trims, but it should be noted that even the old 3.6R is more efficient than the Camry’s optional V6.
Instead of diving too deeply into the differences between old and new Legacy models, I’ll only mention some key points as this review continues. As stated at the onset of this road test, styling enhancements appear so insignificant that I would’ve been careful to call it a refresh if I hadn’t already been made clear it’s a full redesign. Strangely, Subaru Canada didn’t even mention styling in its 2020 Legacy press release, but this subtle redesign may help the outgoing sixth-generation model hold resale/residual values higher. I find both generations attractive enough while sportier than most competitors, while Subaru obviously isn’t trying to lure in potential customers by being extroverted, like Toyota is with its latest Camry.
Then again, the Legacy’s conservative styling may be a good reason its sales are slow. To but it into perspective to the just-noted Toyota, Subaru sold 1,298 Legacys from January 1 to September 31, 2019, which is just slightly more than 11 percent of the 11,579 Camrys delivered during the same three quarters. A more positive viewpoint is its success over the Kia Stinger, Mazda6, Honda Clarity plug-in, Buick Regal, Volkswagen Passat, and VW Arteon, while it came within striking range of the Kia Optima. This has it placing eighth out of 14 competitors, which isn’t too bad at all. Still, the Legacy’s tally pales when compared to Subaru’s own Outback that found 7,756 buyers over the same nine months, the tall mid-size crossover wagon being basically the same vehicle below the skin.
Success on the sales chart doesn’t always validate a given vehicle’s goodness or badness, however, and to that end the Legacy doesn’t labour from any disadvantages other than being a bit smaller than most mid-size sedan challengers. In fact, Subaru has an impressive record, achieving “Best Overall” brand in Consumer Reports’ most recent 2019 Annual Report on Car Performance, Reliability, Satisfaction and Safety, while it tied with Chrysler in the same publication’s “Best Road Test Score Mainstream” category. The Japanese brand also scored above average in J.D. Power’s latest 2019 Vehicle Dependability Study, but found itself below average in the same company’s 2019 Initial Quality Study. Nevertheless, the 2019 Legacy achieved top-spot amongst “Mid-Size” consumer sedans in Vincentric’s latest “Best Value In Canada” award, as did the Outback in its class.
After time well spent in this 2019 Legacy, I’m willing to bet that interior quality gave the car a boost upward in these various rating and award programs. Highlights include a premium-level soft composite dash top and instrument panel, the latter stitched across its lower edge in traditional Subaru blue, while the blue stitching theme trimmed the inner portion of the leather-clad sport steering wheel rim as well, plus each armrest and the leatherette-covered seat bolsters, the seats otherwise upholstered in an attractive light grey material.
Additional cabin niceties included genuine-looking high-gloss carbon-fibre inlays on the instrument panel and doors, this conjoined to attractive satin-silver metallic adornment, while glossy black surface treatments combined with matte-finish black composites and even more satin-finish and chromed metal accents for an interior Legacy owners can be proud of. Front and rear door uppers receive the same luxuriously padded soft-touch composite as that on the dash, and Subaru also covers the front “A” pillars in cloth for to reduce noise and add yet more premium-class feel.
Even with the upcoming 2020 Legacy sporting a renewed interior boasting a gigantic 11.6-inch vertical display (aside from the new base model that only gets a 7.0-inch touchscreen), this 2019 outgoing model still looks very current. In fact, its 8.0-inch touchscreen (improved by an inch and a half over the base 2019 model) looks as good as most anything else in the class due to its big gloss-black surrounding surface area that extends outward from the centre stack as if it’s one massive display.
The actual touchscreen gets a deep blue background that’s detailed out with unique star graphics, this overlaid by colourful tablet-like tiles for selecting its various functions. The dynamic guideline-enhanced rearview camera is very good, while together with standard infotainment features such as Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration system, other features include AM/FM/satellite/Aha radio, a CD player, MP3/WMA compatibility, a USB port and aux plug, SiriusXM advanced audio services, SiriusXM Travel Link, Bluetooth with streaming audio, and four speakers, while Touring and above trims include the bigger display as standard plus another USB port and two more speakers.
Those wanting a navigation system, much improved 576-watt, 12-speaker Harmon/Kardon audio, plus a heated steering wheel, heated rear outboard seats, leather upholstery, 18-inch alloys and more will need to opt for previously noted Limited trim, while items pulled up to the Sport model from lower trims include a 10-way powered driver’s seat with two-way power lumbar support that lined up with the small of my back fairly well, cruise control, and heatable front seats from the base model, two-zone auto HVAC, a powered moonroof, and fog lamps from Touring trim, and proximity keyless access with pushbutton start/stop along with a 5.0-inch LCD multi-information display within the gauge cluster from the Touring model with EyeSight.
As for this Legacy Sport trim, it gets unique 18-inch machine finished alloy wheels with black-painted pockets, LED headlamps with cornering capability, a gloss-black grille surround, satin-silver side mirror caps, chrome adorned side sill extensions, and a diffuser-like rear valance framing two large chromed tailpipes, but be informed this value-packed trim line will not be offered with the 2020 car. The new model’s sportiest trim sources its GT designation from Subaru’s storied history, and due to past GT’s getting engine upgrades will come exclusively with the more powerful 2.4i engine in both a new Premier model and a revised Limited trim.
Subaru’s legendary symmetrical full-time all-wheel drive with active torque vectoring comes standard as (almost) always, and it makes a considerable difference to how it drives in all conditions. We should remember that Subaru developed its AWD system on track and trail thanks to decades of World Rally Championship competition, and it still builds the awesome WRX that won so many WRC titles. Many don’t realize that Subaru rallied the Legacy as well, although not as successfully. It competed in Group A from ‘89 through ‘93, but its lone race win during its last year of competition was hardly as legend building as the Impreza’s trio of championships. Still, can you name another mid-size family sedan that’s even managed one single WRC win? Didn’t think so.
Therefore it makes sense the Legacy is one of the more enjoyable cars in its mid-size class to drive, not particularly for straight-line acceleration (it could really benefit from the WRX STI’s 310-horsepower turbo-four), but more so for its handling. Nevertheless it moves off the line with decent energy, at least when compared to other base powertrains in its segment, while its Lineartronic CVT provides smooth operation at all times.
Shift paddles provide a more hands-on driving experience, these combining with six stepped gears that make the continuously variable transmission feel closer to a conventional automatic, at least when not trying to extract everything out of the engine, but this said if you’re looking for the type of lightning-quick shifts offered by a dual-clutch gearbox or even a high-end premium-level automatic, this CVT won’t cut it. I sometimes used the paddles for downshifting, this process allowing for a sportier feel plus the benefit of engine braking down steep grades, but that was about it.
Subaru reminded that a CVT’s design can also help smooth out a vehicle’s ride quality, and it’s entirely possible this is one reason its ride quality is so good. Still, the Legacy handles well too, its fully independent MacPherson strut front and unequal length short/long arm double wishbone rear setup managing fast-paced curves with grace and composure, its 225/50R18 Goodyear Eagle LS all-seasons no doubt doing their part as well. It’s a confidence-inspiring car when driving quickly, plus it’s just as good at weaving through congested city traffic or stretching its legs on the highway.
Speaking of stretching one’s legs, Legacy offers plenty of room in all positions, particularly up front in the driver’s position where I had no trouble getting comfortable. I’m guessing most should fit in well thanks to good adjustability all-round. My long-legged, short-torso five-foot-eight body was able to position the seat ideally to reach the top portion of steering wheel rim when the tilt and telescopic steering column was pulled all the way back. This meant the driver’s seat was positioned farther back than most five-foot-eight drivers would need to, but fortunately this didn’t seem to impinge on rear seat legroom at all.
I had almost 12 inches from my knees to the backside of the front seat when positioned directly behind, plus room to totally stretch my legs out with winter boots stuffed below. Additionally, I had loads of room next to the window, plus a wide, comfortable folding armrest with dual cupholders in between, while there were three inches of space over my head, so a six-foot teen should squeeze into the back quite comfortably. As for back seat goodies, two USB charging points are included in upper trims, although bookworms won’t have the benefit of individual reading lights overhead.
There’s more than enough room for all kinds of cargo in the big 425-litre (15 cu-ft) trunk, plus it can be expanded by the usual 60/40 split-folding rear seatbacks, releasable via a set of handles under the rear shelf. This is where I make my regular request for 40/20/40-split rear seatbacks or at least a centre pass-through, which would allow long items like skis to be placed down the middle while both rear outboard seats can be put to use. Upgraded with rear seat warmers the Legacy would be the best ski shuttle in the class. All said there aren’t many mid-size sedan rivals that offer this level of back row seating/cargo flexibility, but you’d think automakers would be trying to make this more efficient segment as practical as possible instead of forcing those with active lifestyles to opt for an SUV.
Minor gripe aside, you’d be well taken care of in a 2019 Legacy. According to The Old Farmer’s Almanac this winter will get more snow than average, which means an all-wheel drive vehicle will make your driving life easier and safer. On top of this, fuel isn’t about to get any cheaper, at least not permanently, so an AWD car might be ideal if your lifestyle allows. Only the new Altima, Stinger and Arteon provide standard AWD, but the latter two four-door coupes aren’t as practical as the Legacy and cost quite a bit more, while Buick’s Regal is more expensive and only offers AWD on its pricier trims. Therefore, if you want the added safety and performance of AWD in a regular mid-size sedan it’s a showdown between the Altima and this Legacy. You should try them both.
Model year 2019 marks three decades of Lexus ES availability, and while the car’s primary purpose hasn’t changed one iota, today’s seventh generation wouldn’t be recognizable by those who created the original.
The comparatively humble ES 250 was brought to market in 1989, and made no bones about its even more proletariat Toyota Camry roots. It was actually rushed to market so Lexus wouldn’t be a one-model brand, the full-size LS 400 making up the other half of the lineup. The ES, which was actually based on the Japanese market Camry Prominent/ Vista, was a good looking, well built, and fairly potent V6-powered mid-size luxury sedan, and thanks to that did reasonably well considering the all-new brand behind it.
Lexus has produced six ES generations since that first example, releasing this latest version last year for 2019, and while each new update improved upon its predecessor, this new model is by far the most dramatic to look at, most refined inside, and best to drive.
Lexus has done such a great job of pulling the ES upmarket, that it’s going to be a lot harder to justify having two mid-size sedans in its lineup. The two cars look pretty similar and are quite close in size, with the new ES’ wheelbase a mere 20 millimetres (0.8 inches) longer at 2,870 mm (113.0 in), and 4,960 mm (195.3 in) of nose-to-tail length more of a stretch due to another 110 mm (4.3 in). The ES is also 25 mm (1.0 in) wider than the GS, spanning 1,865 mm (73.4 in) from mirror to mirror, but at 1,445 mm (56.9 in) tall it’s 10 mm (0.4 in) lower in height, the ES’ long, wide and low design giving it stylish proportions that are arguably more attractive than the sportier, pricier GS.
To be fair, the GS not only provides stronger performance, especially through curves but also off the line, and particularly in fully tuned GS F trim that’s good for 467 horsepower, but it feels more substantive overall due to 66 kg (145 lbs) of extra curb weight in base trim and 185 kg (408 lbs) of added heft as a hybrid, plus a rear wheel-drive architecture shared with the smaller IS series sedan and coupe, a more rigid, sport-tuned suspension design, and other enhancements justifying its significantly pricier window sticker.
On that note the 2019 Lexus GS ranges between $63,800 and just over $100,000, compared to only $45,000 to $61,500 for the ES (check out pricing for all new and past models right here at CarCostCanada, including trims, packages and separate options, plus find out about rebate information as well as dealer invoice pricing that could save you thousands).
Behind the big new ES grille is a 302 horsepower version of Lexus/Toyota’s well-proven 3.5-litre V6, those numbers down a mere 9 horsepower and 13 lb-ft of torque from the base GS engine, yet 34 hp and 19 lb-ft of torque more capable than the outgoing ES 350, while Lexus now joins it up to an eight-speed automatic transmission instead of the six-speed gearbox found in the 2018 ES 350 and this year’s pricier GS.
The ES 300h hybrid, which starts at $47,000, now gets an improved 176 horsepower 2.5-litre four-cylinder engine with 163 lb-ft of torque, plus a 67 horsepower (50 kW) electric motor and 29.1-kWh nickel-metal hydride (NiMH) battery, resulting in 215 net horsepower and an undisclosed amount of torque (the outgoing ES 300h’ net torque rating was 206 lb-ft). This fourth-generation Hybrid Synergy Drive system once again features a wonderfully smooth electronically controlled continuously variable transmission that works well in its luxury role, while minimizing fuel consumption.
Fuel efficiency is the ES 300h’ strongpoint thanks to an amazing 5.5 L/100km city, 5.2 highway and 5.3 combined rating, which despite the aforementioned performance improvement makes last year’s 5.8, 6.1 and 5.9 respective ES 300h rating look merely so-so by comparison.
The 2019 ES 300h also does better than Lincoln’s MKZ Hybrid, the domestic luxury sedan only capable of 5.7 L/100km in the city, 6.2 on the highway and 5.9 combined, while some additional comparisons worth noting include the regular ES 350 that manages a respectable 10.6 in the city, 7.2 on the highway and 9.1 combined, the same car with its F Sport styling enhancements that’s capable of 10.9, 7.5 and 9.4, and the regular GS 350 AWD with its 12.3, 9.1 and 10.9 rating. Last year’s GS 450h hybrid managed a fairly decent 8.0 in the city, 6.9 on the highway and 7.5 combined, incidentally, but it’s no longer offered so this point is moot unless you can still source a new one or don’t mind living with a pre-owned version.
Finding a used GS might be a tad difficult being that they’re rare beasts. In fact, Lexus has only managed to deliver 82 examples in Canada up to August 31st of this year, compared to 1,445 ES units. This latter tally is actually the mid-size luxury sedan category’s second-best result, behind Mercedes’ E/CLS-Class, plus it’s also the segment’s best growth at 55.54 percent over the same initial eight months of 2018. Only two challengers saw any positive growth at all, including the same E/CLS-Class (that also includes a coupe and convertible) that saw its sales increase by 1.24 percent, plus the Audi A6 and A7 with 18.87 and 24.28 percent growth respectively, but these two models were only able to find 441 and 430 new buyers each so far this year.
Just in case you were questioning, the GS (with sales down 43.84 percent) didn’t find itself in last place thanks to Jaguar’s XF having nosedived some 52.89 percent with just 57 deliveries, while Acura’s RLX did even worse with just 40 sales after a drop of 24.53 percent, and finally Infiniti’s Q70 only sliding down by 2.56 percent but nevertheless managing just 38 units down the road. Purely from a percentage perspective, the mid-size sedan segment’s biggest loser is Lincoln’s Continental that lost 56.88 percent over the same eight months, whereas the car that came closest to entering positive territory but narrowly missing out was the G80 from Hyundai’s new Genesis brand with a slip of just 0.44 percent (sales information sourced from GoodCarBadCar.net).
Such sales carnage in mind, it would be easy to forgive Lexus for eventually dropping the GS in favour of the ES, and while I’d personally be a bit glum after learning the brilliantly fun GS F was gone, I’d certainly support a CEO that chose to make good, sound business decisions over one simply wanting another super-fast sport sedan in the lineup. I know there’s a reasonably good case for having image cars in a brand’s fleet, but Lexus is already losing money with its sensational LC coupe, and that bit of low-slung eye-candy does a lot more to bolster Lexus’ brand image than a four-door sedan very few will ever see. So let’s pay attention to what Lexus does with these two models as we approach the upcoming decade.
One thing’s for certain, the ES will continue to fulfill its unique calling in the luxury marketplace for years to come, and on top of that will soon have fewer challengers. The previously noted Continental is slated for cancellation, as is Lincoln’s more directly competitive MKZ that’s also offered as a hybrid electric. Cadillac will soon drop its front-wheel drive XTS and CTS luxury four-door models, whereas deliveries of its newer CT6 sedan are so slow they hardly rate. The only rivals not yet mentioned include BMW’s 5 Series, Volvo’s newish S90, and Tesla’s aging Model S, while some in the ES’ market might also consider Buick’s LaCrosse (also to be discontinued soon), Chrysler’s 300 (likely to be phased out), and possibly the impressive Kia Stinger, plus big mainstream luxury sedans like Toyota’s own Avalon that shares underpinnings with the ES, and finally Nissan’s Maxima, which also gets close to premium levels of performance and quality without a pricier premium nameplate.
Just the same, the ES has sold in bigger numbers than most of these potential rivals despite its Lexus badge and often-pricier window sticker, and this brand new redesigned model should keep momentum up for many years to come. As mentioned before, the ES 350 and ES 300h hybrid are totally redesigned for 2019, and no matter whether it’s trimmed in base ES 350 form, enhanced with cooler ES 350 F Sport styling, or clothed in classy as-tested ES 300h togs, Lexus’ front-wheel drive four-door now provides a completely new level of visual drama to its exterior design.
Lexus’ trademark spindle grille is bigger and much more expressive, while its origami-inspired LED headlamp clusters are more complex with sharper edges. Its side profile is longer and sleeker too, with a more pronounced front overhang and a swoopier sweep to its C pillars that now taper downward over a shorter, taller rear deck lid. Its hind end styling is more aggressive too, thanks to a much larger crescent-shaped spoiler that hovers above big triangular wrap-around LED tail lamps.
The overall design plays with one’s mind, initially flowing smoothly from the front grille rearward, overtop the hood and down each sculpted side, before culminating into a clamour of dissonant creases, folds and cutlines at back. It all comes together well nevertheless, and certainly won’t cause anyone to utter the types of criticisms about yawn inducing styling that previous ES models endured.
I could say the same about the new ES cabin, which instead of showing sharp edges now combines plenty of horizontal planes and softer angles with higher-grade materials than the outgoing model, not to mention a few design details pulled from the LFA supercar, such as the black knurled metal pods protruding from each side of the instrument hood, the left one for shutting off traction control, and the knob on the right for choosing Normal, Eco or Sport modes.
In between these unusual pods is a standard digital instrument cluster that once again finds inspiration in the LFA supercar, plus plenty of lesser Lexus models since. This one provides real-time energy monitoring via a nice flowing graphic just to the left of the speedometer, while the big infotainment display over to the right, on top of the centre stack, measures 8.0 inches at the least, up to 12.3 inches as-tested, yet both look larger thanks to all the black glass bordering each side. The left portion hides a classic LED-backlit analogue clock, carrying on a Lexus tradition I happen to love. The high-definition display includes stylish graphics and deep, rich contrasting colours, plus it responds to inputs quickly.
When choosing the as-tested ES 300h hybrid, the infotainment system now features standard Apple CarPlay, but I recommend integrating your smartphone to Lexus’ own Enform connectivity system. Enform is arguably more comprehensive and easier to use than the Android Auto interface my Samsung S9 is forced to use, although Android isn’t included anyway, while the list of standard Enform 2.0 apps includes fuel price updates, traffic incident details, and info on weather, sports, stocks, etcetera, while it’s also bundled with the Scout GPS Link navigation system, Slacker, Yelp, and more.
The new ES 300h also includes a new Remote Touch Interface trackpad controller on the lower console, which allows you to use smartphone/tablet-like gesture controls such as tap, pinch and swipe, and it works much better than previous versions, with more accurate responses, particularly when inputting via taps. Additional standard features include 17-inch alloy wheels, Bi-LED headlights, LED tail lamps, proximity keyless entry with pushbutton start/stop, a leather-wrapped steering wheel rim, rain-sensing windshield wipers, an auto-dimming centre mirror, a rearview camera with dynamic guidelines, a 10-speaker audio system with satellite radio, a deodorizing, dust and pollen filtered two-zone auto HVAC system, comfortable 10-way power-adjustable front seats with three-way heat and three-way forced cooling, NuLuxe breathable leatherette upholstery, all the usual active and passive safety equipment including 10 airbags, plus plenty more.
Speaking of standard safety, the new ES 300h includes Lexus Safety System+ 2.0 that boasts autonomous emergency braking with pedestrian and bicycle detection, lane departure alert with steering assist and road edge detection, new Lane Tracing Assist (LTA) automated lane guidance, auto high beams, and full-speed range adaptive cruise control.
The just-mentioned 12.3-inch infotainment display is part of an available $3,800 Premium package that also includes blind spot monitoring with rear cross-traffic alert, reverse tilting mirrors, front and rear parking sonar, a heated steering wheel rim (which along with the heatable front seats turns on automatically upon startup), front seat and side mirror memory, a navigation system with ultra-detailed mapping and accurate route guidance, plus Enform Destination Assist that includes 24/7 live assistance for finding destinations or points of interest.
Alternatively, you may want to opt for the even more comprehensive $10,600 Luxury package that includes everything from the Premium package while adding 18-inch alloy wheels, extremely bright Tri-LED headlamps, an always appreciated wireless smartphone charger, leather upholstery, and a powered rear window sunshade.
Finally, the $14,500 Ultra Luxury package found on my tester combines everything in the Luxury package with a special set of 18-inch noise-reduction alloys, soft glowing ambient interior lighting, a really helpful 10-inch head-up display unit, an overhead surround-view parking camera system that makes parking a breeze, a fabulous sounding 17-speaker Mark Levinson premium audio system, softer semi-aniline leather upholstery, rear door sunshades, and a touch-free gesture control powered trunk lid.
This $61,500 ES 300h was the most luxuriously equipped version of this car I’ve ever tested, while along with its resplendent interior it totally stepped up its all-round performance as well. Like with previous generations its ride quality cannot be faulted, with this newest version actually improving thanks to revisions to its fully independent front strut and rear multi-link suspension system. Newly developed Dynamic Control Shocks now feature an auxiliary valve next to the main damper valve so as to respond more quickly to smaller movements. The front suspension was reworked too, aiding both comfort and stability, while rear trailing arm and stabilizer bar mounting point adjustments helped minimize body lean during hard cornering, all of which resulted in an ES that feels a lot more agile through tight, twisting corners.
Yes, this latest ES 300h is actually a lot of fun to drive. Lexus even included a set of steering wheel paddles for swapping the continuously variable transmission’s simulated gears. It mimics the feel of real gears fairly well when set to Sport mode, while this edgier setting also increases torque at low speeds for better acceleration, and places a tachometer right in the middle of the digital gauge cluster. Owners concerned more about economical or environmental issues may prefer Eco mode, which helps to reduce fuel consumption and lower emissions, whereas EV mode allows the ES 300h to crawl silently through parking lots, slow moving traffic, and other low speed situations for short periods of time.
Another efficiency enhancer is new Auto Glide Control, which lets the ES to coast more freely upon throttle lift-off, instead of being slowed automatically via the automatic regenerative braking system.
No matter how fast or slow you’re traveling, the slippery ES is extremely quiet due to a doubling of structural adhesive, which improves NVH levels, while it also features sound-deadening front fender liners and underbody covers, plus insulation covering 93 percent of the new ES 300h’s floor pan, which is a significant increase when compared to the outgoing model’s 68 percent of floor pan coverage.
The previously noted battery, which is now positioned below the rear seat instead of the trunk, is smaller than the one used in last year’s hybrid, but impressively it’s more powerful. Its new location not only improves front/rear balance, but also allows for more cargo space. In fact, the ES 300h’ trunk is now identically sized to the conventionally powered ES 350 at 473 litres (16.7 cu ft). The redesign provides access for a centre pass-through too, which is large enough for skis or other long items, so therefore rear passengers can now enjoy the more comfortable outboard seats, which are incidentally even nicer than the previous model’s rear seats.
All interior finishings are better than the outgoing model’s appointments, by the way, with the improvements including higher quality soft synthetic surfacing, plus more of it. The lower door panels remain hard shell plastic, as do the sides of the centre console, but most everything else is soft to the touch. I like that Lexus positioned its wireless device charger below the armrest within the centre console bin, as my phone was less of a distraction.
Additionally, all switchgear has been improved over previous generations, with some notable details including those cool metal pods I mentioned earlier, which stick out each side of the instrument cluster, plus the tiny round metal buttons on the centre stack are nicely finished, these used for controlling the radio, media, and seek/track functions. The temperature control switches are particularly stylish and well made too, and, while not switchgear, the Mark Levinson-branded speaker grilles and surrounds on the upper door panels are really attractive as well. The hardwood trim feels real because it is, and comes in Striated Black, Linear Dark Mocha or Linear Espresso, while the metallic accents are nicely finished and not overdone.
I’ve spent plenty of weeks behind the wheel of various Lexus ES generations over the past 20 years or so, in both conventionally powered and electrified forms, and now that I’ve spent yet another seven days with this entirely new 2019 ES 300h I can confidently predict that ES lovers will without doubt like this version best. It incorporates all the ES qualities you’ve grown to appreciate, yet steps up every aspect of quality, refinement and performance. Truly, this is one of the best entry-level luxury sedans I’ve ever tested.
Porsche’s Panamera is a sport sedan like no other. Certainly there are a number of low-slung four-door coupes within the premium sector, but the Panamera is longer, wider and lower than most, and looks as close to the iconic 911 Carrera than any other car on the road.
The four-door coupe category is still relatively new, but it’s expanding while other segments are contracting. Mercedes-Benz created this segment along with the CLS-Class 15 years ago, five years before the Panamera became its first competitor in 2009. Audi’s A7 and Aston Martin’s Rapide quickly followed in 2010, a fair bit before BMW showed up in 2012 with its 6 Series Gran Coupe. Perfectly timed with the latter Bavarian model’s cancellation and the new 2020 8 Series Gran Coupe’s arrival, Mercedes will soon deliver a four-door coupe triple threat thanks to the all-new higher-priced (and clearly named) GT 4-Door Coupe, which will soon join the recently updated second-generation CLA-Class and third-gen CLS, so it’s not as if growth in this category is slowing, or at least sales aren’t falling off as quickly as they are amongst more traditional luxury sedans.
Some notable four-door coupe mentions at higher and lower levels of the auto market include the limited production (120 units) Aston Martin Rapide-based 2015 to 2016 Lagonda Taraf, which was gorgeous to my eyes at least, but priced at a stratospherically $1 million-plus, while possibly more interesting has been the success of smaller entries, including the just-noted Mercedes-Benz CLA-Class, the BMW 4 Series Gran Coupe, and the Audi A5 Sportback, which have pulled this rakish body type down-market nearly as far as the Volkswagen Arteon (previously the CC) and Kia Stinger.
Returning to the loftier price bracket, Lamborghini has been teasing us with a potential production model along the lines of the beautiful 2008 Estoque concept for more than a decade (I think it would’ve been a strong seller), while Bentley hasn’t stopped talking up the possibility of an even sleeker sport sedan. Otherworldly to some, these two models could actually be sensible business cases due to their Volkswagen group ownership and familial connection to this very Panamera. Bentley, for one, already uses the same VW AG-created MSB architecture found under this Panamera for its new Continental GT coupe and convertible plus its Flying Spur sedan, a version of which could also be modified to work with a future Estoque.
It’s not like this would be an unusual move, with the Bentley Bentayga and Lamborghini Urus sharing underpinnings with the Porsche Cayenne and new Cayenne Coupe respectively, not to mention the Audi Q7, Q8 and new global market Volkswagen Touareg (that we no longer get here), but as exciting as it might be for these exotic players to dip their toes in the four-door coupe waters, buyers who want to spend $300,000-plus in this class, yet still requiring a reliable option, have no other choice but a loaded up Panamera.
And yes, if you check off every 2019 Panamera Turbo S E-Hybrid Executive box on Porsche’s online configurator you’ll be paying north of $320k, which will provide you with an optional exclusive colour, the car’s largest set of 21-inch alloys coated in the same exclusive paint choice, an upgraded interior with the highest quality of leathers covering almost every possible surface that’s not already trimmed in hardwood or carbon-fibre, plus all available technologies.
The Panamera Turbo S E-Hybrid was new for 2018, and thanks to Porsche I was able to drive it along with a number of other new and updated models last year. The version I tested featured the regular sloped trunk lid and normal non-extended wheelbase, and it was mind-blowingly fast thanks to 680 net horsepower. I also tested last year’s entirely new Sport Turismo wagon, that I happen to like best, although that car’s drivetrain was identical to the Panamera 4S shown right here in this review, and therefore made 440-horsepower from a 2.9-litre twin-turbo V6.
Bringing all things Panamera up to 2019 speed, no changes have been made to any of the models mentioned in this review so far, other than minor increases to pricing across the line, the car on this page precisely as it was for the 2017 model year when the second-generation Panamera was introduced. This said 2019 hasn’t been without improvements to the Panamera line, thanks to the addition of a 453-horsepower twin-turbo 4.0-litre V8-powered GTS model that now slots between this 4S and the Panamera Turbo in both performance and price. The car I’m reviewing here starts at $119,600, by the way, while the new GTS can be had for $147,400, and the Turbo for $174,200.
No GTS was available at the time of testing, unfortunately, but I was truly okay having another stint in a 4S. It makes 110 more horsepower than the 330-horsepower base Panamera after all, and uses all four wheels for added grip. The snarling exhaust note is fabulous in Sport mode, crackling and popping when lifting off the throttle, but rest assured that the fiercer Hyde side of its personality becomes a docile Jekyll when the drive mode selector is moved over to its default setting.
The Panamera’s ideal balance between opulent luxury and outrageous performance is its best asset. No other four-door combines its level of sports car-like agility with such impressively detailed interior finishings. Its low-slung bodywork bucks against today’s taller SUV trend; Porsche providing its Macan and Cayenne for folks who want go-fast performance with a better view of the road.
The Panamera manoeuvres through serpentine corners like nothing so sizeable has ever been able to before, yet its ride is impressively smooth. Whether enduring inner-city laneways, overcoming inadequately paved railroad crossings and aging bridge expansion joints, or coursing down a circuitous backcountry road inundated with broken asphalt, the Panamera offers ample suspension travel for dealing with the worst bumps and potholes without becoming unsettled. Its compliance and/or firmness depends on the trim and wheel options chosen, of course, but I’ve driven every grade on offer other than the new GTS, and all provide track-worthy performance with comfort levels that I’d be more than satisfied to live with for all regular commutes and errand runs, let alone weekend getaways.
My test car’s optional Satin Platinum finished 21-inch alloy wheels on 275/35 front and 315/30 rear Pirelli Cinturato P7 performance tires are the biggest available, so it wasn’t like I was cossetted with the base 4S model’s 19s, which are identical to the most entry-level of Panamera’s 265/45 front and 295/40 rear ZRs, by the way, a car that can be had for only $99,300 plus freight and fees.
That base Panamera in mind, it’s hardly a slouch thanks to a 5.7-second launch from zero to 100km/h, or 5.5 seconds with its available Sport Chrono Package, whereas my 4S tester can do the deed in a mere 4.4 seconds in standard trim or 4.2 seconds with its Sport Chrono Package. The 4S also blasts past 160km/h in only 10.3 seconds, slicing 3.3 seconds off of the base trim’s zero to 160km/h time, all ahead of a terminal velocity of 289km/h, a stunning 25km/h faster on the track than the most basic Panamera.
As phenomenally fun as all this high-speed action sounds, there are plenty of quicker Panameras available. The new GTS, for instance, can hit 100km/h from standstill in only 4.1 seconds, while the Turbo blasts past the mark in a scant 3.8 seconds, and finally the sensational Turbo S E-Hybrid needs just 3.4 seconds to charge past 100km/h. Top speeds increase similarly, with the Turbo S E-Hybrid capable of a lofty 310 km/h, but when compared to the majority of sport sedans even this Panamera 4S performs better.
Its new eight-speed twin-clutch PDK transmission delivers fast, smooth, paddle-activated shifts, and torque-vectoring all-wheel drive maintains the chassis’ awesome adhesion to tarmac no matter the weather or road conditions, while I must also say it looks just as eye-arresting when blurring past at high speed as it does when cruising around town.
As mentioned earlier, glossy black exterior trim isn’t standard, but nevertheless my test car’s darkened accents were an attractive contrast against its white paint. Normally the Panamera gets satin silver and/or bright metal detailing, but on the other hand you can also have the mirror caps, door handles, badges, etcetera painted in gloss black.
This said the possibilities are almost limitless inside, but each Panamera’s incredibly fine attention to detail is what makes its interior stand out above many peers, such as all of the industry’s best composites and leathers, available hardwoods, aluminum or carbon-fibre inlays, plus digital interfaces that are so brilliantly high in definition that it seems like you can dip your fingers right into the depths of their fabulously rich contrasted displays and graphically illustrated imagery.
Yes, the Panamera provides some of the best digital displays available, whether ogling the classic Porsche-style five-dial instrument cluster, its centre ring being the only analogue component in an otherwise wonderfully colourful arrangement of screens, the one on the left for driving-related info and the right-side monitor incorporating a comprehensive multi-information display including mapping for the route guidance system.
Alternatively you can choose to view that map over on the long, horizontal infotainment display atop the centre stack, which looks nearly three-dimensional when doing so. All the usual touchscreen gesture controls make this as simple to use as a smartphone or tablet, and speaking of your phone it also syncs with Apple CarPlay or Android Auto, while providing all of the types of functions expected in this class including an as-tested surround camera system that, together with audible and visual front and rear sonar, makes parking a lot easier.
The majority of controls on the raked centre console are touch-sensitive, needing only a slight push and click to engage. All the buttons, knobs and switches feel very high in quality too, the Panamera’s interior second to none for quality construction. The console’s surrounding surface treatment is glossy black, but nevertheless it’s quite easy to keep clean due to a glass-like smartphone material, although the piano black lacquered detailing found elsewhere in my tester’s cabin, particularly a section on the ashtray at the very base of that centre console, was always covered in grime, dust, etcetera. On the positive you don’t have to opt for piano black, but can choose one of many options that will keep the cabin looking tidier even when dirty, although it should be said there’s absolutely nothing wrong with being able to see what needs cleaning for the sake of sanitation.
Fortunately the leather-clad sport steering wheel, where my hands were most of the time, had no such yucky buildup of filth. Instead, I was greeted to one of the best of its type in the industry. Its narrow spokes are elegant, hollowed out at centre for an even lighter, more performance-oriented appearance, while its integrated buttons and scrolling knurled-metal dials are well crafted with especially tight fitment and good damping. As per usual, the button for the heatable rim is hidden within the base of the lowest spoke, an intelligent design for sure, but some may find it too easy to turn on or off when spinning the wheel. I like that it automatically turns on when starting the car, or likewise stays off, depending on the way you’ve set it up.
Features in mind, my test car came stocked up with three-way heated and ventilated front seats, plus a superb optional 710-watt 15-speaker Bose Centerpoint 14-channel surround sound stereo upgrade, which should only be shown the door if going for the 1,455-watt 22-speaker Burmester 3D High-End Surround system (I’ve tested this top-line system before and it’s amazing). As good as the audio performance was, my tester didn’t include the previously noted Sport Chrono Package, so it was 0.2 seconds slower off the line (not that I could notice), and the clock on top of the dash only featured an attractive looking black dial with white numerals and indices, instead of the upgraded chronometer version with both analogue and digital readouts.
Still, due to including an available full rear console incorporating a large high-definition touchscreen, three-way heatable seat switches, twin rear auto climate controls resulting in a four-way auto HVAC system front to rear, powered side and rear window sunshades, plus a large two-pane panoramic moonroof above, not to mention the Panamera’s usual set of ideally shaped sport bucket rear seats that are as comfortable and supportive as those up front, I might have been just as happy being chauffeured as I was driving, but as life has it I didn’t have the means (or an available friend) to do the driving, so I simply enjoyed my nice quiet rest in the back seat while taking notes.
To be clear, the second-gen Panamera is now so excellent in every way that it’s near impossible to find much to complain about. Of course there’s not as much room in the rear as a 7 Series or S-Class, but providing limousine levels of roominess is hardly the Panamera’s purpose. Truth be told, no matter the model tested I have never been uncomfortable in back, and let’s not forget that Porsche would be more than happy to provide you with a longer-wheelbase Executive body style if driving around larger passengers is part of your routine, which means that you won’t have to say goodbye to beautiful design and sensational performance just to maintain a practical lifestyle.
And that’s the gist of the Panamera. Thanks to its wide variety of trims, packages and options, all of which are viewable right here on CarCostCanada, where you can also learn about manufacturer rebates and dealer invoice pricing that could save you thousands, this four-door Porsche provides something for almost every sport/luxury car shopper.
Fans of electric vehicles have been over the moon about the soon to arrive 2020 Taycan, and now that Porsche has a pre-production model strutting its stuff on a global tour, we’re all getting a taste of what’s to come.
The sleek four-door coupe-style Taycan is currently on a “Triple Demo Run” that started off on the first week of July on the Porsche Experience Centre (PEC) handling track in Shanghai, China, where Porsche Carrera Cup Asia driver Li Chao coaxed it around 1.4 kilometres of high-speed curves. This particular Taycan was closest to a street-ready production model anyone outside of Porsche’s inner circle has seen yet, the black-painted model adorned with a stunning red dragon graphic upon its roof.
“The exceptional performance typical for Porsche was a clear development objective for the Taycan. You can sense that right from the start,” an enthusiastic Chao, who was especially impressed by the Taycan’s handling, stated after his initial run. “From uncompromisingly sporty to surprisingly comfortable, the chassis of the new Taycan covers a wide range and successfully combines the precise handling of a sports car and the long-distance comfort of a saloon. In addition to its low centre of gravity, the rear-axle steering also plays a crucial role. The Taycan steers into corners very directly and has plenty of grip.”
The new Taycan houses a quick-charging 800-volt architecture plus a 90-kWh lithium-ion battery, resulting in 592 horsepower (600 PS). The new Porsche catapults from 0 to 100km/h in less than 3.5 seconds, continues on to 200 km/h in under 12 seconds, and tops out above 250 km/h, making it one of the fastest four-door production sedans ever made.
Continuing on its worldwide journey, the new Taycan silently sped up the popular “Hill Run” at the famed West Sussex, England-based Goodwood Estate that hosts the Goodwood Festival of Speed each year. Tasked with driving duties, multiple racing-winning Formula 1 veteran and LMP1/Porsche 919 Hybrid World Endurance Championship (WEC) contender Mark Webber, showed just how awesomely quick the new Porsche can be (make sure to watch the videos below for more).
“The Taycan’s power delivery is awesome,” said Webber. “I took part in this event in a Porsche 911 GT2 RS two years ago, so I already knew that it all comes down to power and traction. But, even for a thoroughbred racing driver like me, it is amazing how the Taycan – even though it’s still a prototype – accelerates off the start and out of the corners.”
Next on the agenda is a New York City stint as part of the ABB FIA Formula E Championship season finale, a fitting event for an electric super sedan. This final demo run will see Formula E driver and 2016 24 Hours of Le Mans winner (while driving a WEC Porsche LMP1 car no less) Neel Jani at the wheel, so be sure to watch all the action on your favourite video streaming site.
While all this ultra-fast electrification is fun for auto enthusiasts everywhere, and mostly seen as a positive for the green movement, no one can say for sure how the Taycan will measure up to its most obvious EV rival when it comes to sales success. The now somewhat long-in-tooth Tesla Model S had led all battery-powered competitors on the sales charts up to the point its own Tesla Model 3 sibling arrived on the scene, so the question now remains whether the Taycan can truly pose a threat to the Model S, or will remain as a niche player like all non-Tesla EV entries so far.
Let’s face it. Tesla virtually owns the electrified sport-luxury market. The Model S, which arrived in 2012, not only outsells all other electric competitors in its mid-size E-segment, but actually outperforms every conventionally powered mid-size luxury model other than the BMW 5 Series and top-selling Mercedes-Benz E-Class. This said, Model S deliveries fell 6.3 percent in 2018, and a much more sizeable 56 percent during the first three months of this year, but this may have more to do with its four-door sedan body style than any lack of interest in the Tesla brand, because both the E-Class and 5 Series found themselves in the same downward spiral, with Audi’s recently redesigned A6 and A7, plus Porsche’s Panamera bucking the trend. Still, despite its downturn, the Model S managed to hang onto third place in the mid-size E-segment.
The Panamera grew by 40.1 percent in calendar year 2018, and didn’t lose much of that market share during Q1 of 2019 either after experiencing a small loss of 0.8 percent. Tesla’s Model S, however, outpaced the Panamera by a near three-to-one ratio last year, and 2.5-to-one over the initial three months of 2019, but it’s nevertheless safe say the recent sales strength of both premium cars is a good sign for potential future success of the new Taycan.
The Panamera, which available with various conventional engines plus two electrified hybrid powertrains, is very close in size to the Model S, at least before taking overall length into account. So far Porsche hasn’t released official Taycan dimensions, but if the production model ends up being close to in size to the Mission E concept it will be slightly shorter, albeit quite a bit wider and significantly lower than either the Panamera or Model S, but it will still fit ideally within the mid-size E-segment.
This brings us to a question: As impressive as the new Taycan appears to be, can the upstart Porsche EV punt the longstanding Tesla titleholder off the top sales-leadership podium? That Jaguar has had difficulty attracting EV customers to its new I-Pace, despite that model being a crossover utility and therefore more in line with current automotive trends, actually makes sense because the British luxury brand already has major problems finding buyers for its conventionally powered models, but Audi, amongst the auto industry’s hotter luxury brands, recently introduced the all-electric E-Tron, a crossover that’s even more traditionally SUV-like, and it hasn’t made much of a dent into Tesla Model X territory either.
To bring you up to date on U.S. EV market growth, June saw increased sector sales of 120 percent, but take note that most of the 29,632 deliveries were attributed to Tesla, its 23,914-unit total accounting for 83 percent of market share growth due to 20,550 Model 3 (a compact luxury D-segment four-door sedan) buyers, 2,725 Model X (a mid-size luxury crossover SUV) customers, and new 1,750 Model S owners. Tesla aside, EV sales from other brands increased by 30 percent in June, which is excellent, but of course this number was comparatively small at 4,718 units total.
As anyone can surmise, earning a profit while selling in small numbers is not going to happen, with the next best-selling Nissan Leaf only able to deliver 1,156 units, Chevy’ impressive Bolt only finding 1,190 buyers (its worst YTD result), Honda positively surprising all with 1,092 Clarity FCV (Fuel Cell Vehicle) deliveries, Audi’s aforementioned E-Tron sales actually dropping from 856 units in May to 726 (after 253 down the road during its first month of April), BMW’s i3 having its best month so far this year with 473 sales, Jaguar’s new I-Pace managing its second-best month with 236 deliveries, Toyota pushing 166 Mirai FCVs out the door, Hyundai’s Kona EV finding 127 new owners, and other EV models like Kia’s Soul EV, Volkswagen’s E-Golf, etcetera not being accounted for due to having their sales numbers combined with conventionally models bearing the same nameplate.
Just which list the new Porsche Taycan gets added to, either alongside Tesla’s strong sales or somewhere mixed in with all other EV makers, is unknown for now, but we only have to wait until later this year to find out. Until the new production Taycan gets officially revealed in September and then arrives in Porsche dealerships later this year, makes sure to enjoy our photo gallery above and collection of videos below.
Kicking off in China: the Porsche Taycan prototype visits Shanghai (1:00):
Porsche Taycan prototype visits Goodwood Festival of Speed 2019 (1:41):
Hey Porsche, watch this video. Love, Electricity (1:03):