CarCostCanada

Toyota Venza comes back from six-year hiatus with hybrid electric power

2021 Toyota Venza
Toyota will bring back its Venza nameplate for 2021, but it will be a taller more SUV-like crossover than the previous version.

Sometimes automakers make choices that don’t seem to make much sense at the time, but for reasons we outsiders will never know, vehicles get cancelled that really should have lived on.

The 2009–2015 Venza was one such vehicle, a five-occupant mid-size crossover SUV that, while a bit more wagon-like than utility, due to Toyota already offering its rugged, truck-based, off-road capable five-passenger 4Runner, nevertheless filled an important void in the brand’s North American lineups.

Thanks to fairly good initial sales, Toyota would’ve arguably found more traction if it had chosen to bring back a redesign after four to five or years or so, rather than cancel it after six. At least the Japanese brand has a recognizable nameplate to fall back on now that it’s ready to reenter one of the more profitable auto segments. The new Toyota Venza will therefore launch in Canada as a 2021 model, starting this summer. 

While standard with all-wheel drive, more unexpectedly is the announcement of a standard hybrid drivetrain. This follows Toyota’s commitment to electrify its entire lineup by 2025, and therefore the new Venza will be joined by a wholly redesigned 2021 Sienna that will only be available with a hybrid electric drivetrain as well.

2009 Toyota Venza
The original 2009-2016 Venza was ahead of its time.

Additional Toyota vehicles sold with the automaker’s full hybrid drive system include the now legendary Prius, also with available with new AWD-e four-season capability, plus the new Corolla Hybrid, the Camry Hybrid, the RAV4 Hybrid, and the Highlander Hybrid, while the Prius Prime offers plug-in, 100 percent electric (EV) motive power for short distances at city as well as highway speeds, plus last but not least is the Mirai hydrogen fuel-cell-powered EV.

Since the first-generation Venza was discontinued, Toyota hasn’t offered a two-row, five-passenger crossover SUV in the mid-size class. As noted the iconic 4Runner remains a 4×4-capable off-roader competing more directly with Jeep’s Wrangler and soon Ford’s new Bronco, so it won’t attract the same kind of soft-roader clientele. Ford in mind, its Edge will be one of the Venza’s direct competitors, while the even more popular three-row Explorer will continue to duke it out against Toyota’s recently redesigned Highlander. Of note, the Edge was the best-selling mid-size SUV in calendar year 2019 thanks to 19,965 sales, compared to the Highlander that only found 13,811 new Canadian owners. What’s more, Ford sold 29,632 Edge and Explorer models collectively last year, and that impressive sales lead doesn’t even factor in that 2019 was a terrible year for the Explorer due to Ford’s slow rollout of the all-new 2020 version. Ford claimed that production issues were at fault, but either way year-over-year Explorer sales were down 47 percent plunge in Canada during 2019, so we can expect the disparity in Ford’s mid-size SUV sales lead to grow even more in 2020 (overall sale will be down, however, due to COVID-19).

2021 Toyota Harrier
The 2021 Toyota Harrier looks very similar to the new Venza.

As of December 31, 2019, five two-row mid-size SUVs sold better than the Highlander in the Canadian mid-size SUV segment. The Edge was followed by Hyundai’s Santa Fe (which is now available solely as a five-passenger model due to the new three-row Palisade) that found 18,929 new customers last year, whereas Jeep’s Grand Cherokee attracted 18,659 new owners in 2019. Kia’s Sorento (now also sold with just two rows thanks to Kia’s new Telluride) also beat Highlander sales with 16,054 deliveries down the road during the same 12 months, while Chevy’s all-new Blazer sold 15,210 units last year. Nissan only sold 12,000 Muranos in 2019, but when this model finally gets a redesign it will probably find more takers than the three-row Highlander too, so it’s clear that the new 2021 Venza critically important for Toyota.

Toyota is taking a significant risk by only offering a single hybrid drivetrain, particularly because this choice will undoubtedly make the Venza more expensive to build and sell than rivals’ gasoline-powered counterparts, but it nevertheless should be well received by those wanting to save fuel and reduce pollutants. A recent spike in fuel prices may make some Canadians more open to spending more on a hybrid powertrain, but even with pump prices higher now than in recent months they remain relatively low when compared to the last couple of years.

There should be no fears about Toyota hybrid reliability, mind you, as the brand initiated the entire market segment with its first-generation Prius in 1997 (in 2000 as a 2001 model here in Canada) and garnered an enviable reputation for near bulletproof dependability for all of its various hybrid-electric drivetrains.

1999 Toyota Harrier
The original 1999 Toyota Harrier looks almost identical to the Lexus RX 300 of the same era.

No Transport Canada five-cycle fuel economy figures have been announced yet, but Toyota estimates the new 2021 Venza to manage a combined city and highway rating of 5.9 L/100km, which will make it the most fuel-efficient vehicle in its class. Of note, the brand employs active grille shutters in order to minimize drag, aiding fuel economy at highway speeds.

The original Venza shared its platform architecture with the Japanese domestic market (JDM) Toyota Harrier, amongst other Toyota/Lexus products such as the Camry and Highlander. The Harrier was even more closely aligned with our Lexus RX (particularly the first-generation Harrier that was barely disguised when it debuted as the 1999 Lexus RX 300). Over the five-plus-year period that Toyota didn’t offer the Venza in Canada, covering 2016 until today, a third-gen Harrier came and went in the JDM, but now that we have photos of both the fourth-gen Harrier and the new 2021 Venza it’s easy to see the similarities between these two vehicles.

Toyota will use its well-proven 2.5-litre Atkinson-cycle four-cylinder hybrid powertrain for the new 2021 Venza and upcoming 2021 Sienna, this drivetrain also powering the Camry Hybrid, RAV4 Hybrid and Highlander Hybrid (as well as the Avalon Hybrid in the U.S. market). The powertrain’s combined system output is 219 horsepower, making it identical to the 2020 RAV4 Hybrid, although more powerful than the Camry Hybrid that only puts out 208 hp, and not as potent as the new 2020 Highlander Hybrid that makes a total of 240 hp.

2015 Toyota Harrier
A version of this 2015 Toyota Harrier could’ve been our Venza if Toyota had decided to keep the model in the North American markets.

The new Toyota Hybrid System II drivetrain incorporates a lighter lithium-ion battery that improves efficiency as well as performance. Like the RAV4 Hybrid and Highlander Hybrid, the Venza receives two electric motors that provide maximum torque almost immediately at takeoff. The rear motor provides motive power to the rear wheels, which Toyota calls Electronic On-Demand All-Wheel Drive. The rear-mounted motor only engages when the back wheels experience slippage, at which point the drive system can appropriate up to 80 percent of system torque to the wheels behind. This said the system defaults to front-wheel drive so as to minimize fuel usage, and only uses its rear wheels when necessary.

Speaking of fuel savings, the Venza includes an Eco mode that “changes the throttle and environmental logic” to enhance overall efficiencies, states Toyota in a press release, while Normal and Sport modes (the former “ideal for everyday driving” and the latter sharpening “throttle response”) also come standard, whereas an EV mode allows limited use of full electric motive power at “low speeds for short distances,” just like Toyota provides with its other non-plug-in hybrid models.

2021 Toyota Venza
The new 2021 Venza offers slick, premium styling.

Toyota claims the new 2021 Venza’s regenerative braking system, which captures otherwise lost electricity caused by kinetic brake friction and then reroutes it to the model’s electrical system, provides better control than in previous hybrid generations, and in fact can be used for “downshifting” via the sequential gear lever’s manual shift mode. Each downshift increases the regenerative system’s braking force in steps, which “fosters greater control when driving in hilly areas,” says Toyota, while the hybrid system also benefits ride comfort by “finely controlling the drive torque to suppress pitch under acceleration and deceleration.” Toyota calls this differential torque pre-load, and it’s particularly useful when taking off from a corner or managing curves on both normal and slippery road surfaces. This feature also aids steering performance at higher speeds, plus it improves straight-line stability and controllability on rougher road surfaces. Additionally, Toyota incorporates new Active Cornering Assist (ACA) electronic brake vectoring into the Venza so as to minimize understeer and thus improve handling yet further.

The new 2021 Venza is built on the Toyota New Global Architecture K (TNGA-K) platform that also underpins the 2018–present Camry, 2019–present Avalon, 2019–present RAV4, 2020 Highlander, and the redesigned 2021 Sienna, not to mention the 2019–present Lexus ES and upcoming Lexus NX and RX replacements. In a press release Toyota states that the TNGA-K architecture helps the Venza deliver an “intuitive driving experience” with “greater driving refinement,” including “comfortable urban and highway performance” and “predictable handling, plus low noise, vibration, and harshness (NVH).” The new Venza features extensive high-strength steel for a more rigid body structure that helps improve its front strut and rear multi-link suspension’s ride quality and handling, plus its overall safety.

2021 Toyota Venza
Toyota will offer a fully digital gauge cluster in top trims.

The new base Venza LE rides on an 18-inch set of multi-spoke two-tone alloy wheels, whereas XLE and Limited trims arrive standard with a set of 19-inch multi-spoke super chrome finished alloys.

Inside the cabin, the near top-line Venza XLE and the fully-loaded Limited model get advanced touch-sensitive capacitive controls on their centre stack instead of the LE’s physical buttons, although you’ll probably notice the big 12.3-inch centre infotainment touchscreen first. This said even the base model’s 8.0-inch centre display is big for an entry-level model.

The Venza’s larger upgraded infotainment system receives a 1,200-watt, 12-channel, nine-speaker (with sub) JBL audio system that Toyota claims to be “sonically gorgeous,” plus embedded navigation with Destination Assist comes standard too. The new nav system features switchable driver or front passenger operation, while both systems include smartphone integration from Apple CarPlay, which comes complete with its Siri voice control system, as well as Android Auto with its Google Assistant, while Bluetooth wireless connectivity is also included.

2021 Toyota Venza
A large 12.9-inch infotainment touchscreen will make the Venza ultra advanced.

Advanced technologies in mind, the Venza will make a fully digital instrument cluster available in upper trims, not to mention a 10-inch colour head-up display that will project key information, like vehicle speed, the hybrid system’s details, and TSS 2.0 safety and driver assist functions, onto the windscreen ahead of the driver, while an electronic rearview mirror with an auto-dimming function plus a HomeLink garage door opener will provide a clearer rear view, which will be especially helpful when rear passengers and/or luggage is interrupting rearward vision. The electronic rearview mirror only needs the flick of a switch to go from conventional to digital operation.

When moving up to Limited trim, parking lot safety is further improved via a 360-degree bird’s-eye view from a surround camera system that Toyota calls its Panoramic View Monitor. The standard camera gets “projected path” active guidelines as well as an available “rear camera cleaning system [that] sprays washer fluid to clear away water droplets, mud, snow, and snow-melting road treatments from the lens,” says Toyota.

Wireless phone charging is another area Toyota leads most rivals, so it’s no surprise the Venza makes this handy feature available, while additional options include ventilated front seats, proximity Smart Key for all four doors plus the tailgate (the latter also providing hands-free powered operation), plus more.

2021 Toyota Venza
Upper trims receive touch-capacitive controls on the centre stack.

More in mind, new “Star Gaze” is a fixed electrochromic panoramic glass roof that can instantly switch between transparent and frosted modes by flicking a switch on the overhead console. Toyota claims the frosted mode “brightens the interior while reducing direct sunlight, giving the cabin an even more open, airy, and inviting feeling.”

What’s more, each Venza trim comes standard with Toyota’s TSS 2.0 suite of advanced safety and driver assistance features such as pre-collision system and automatic emergency braking with pedestrian and cyclist detection, blind spot monitoring, lane departure assist, rear cross-traffic alert, lane tracing assist, automatic high beams, and full-speed adaptive cruise control.

As for interior roominess, we can expect the Venza’s passenger compartment to be similar in size to the first and second row of the new Highlander that as noted earlier shares underpinnings, which should make it more accommodating than the current RAV4. It’s possible to carry up to 1,027 litres (36.2 cubic feet) of cargo behind the rear seats, which is oddly 32 litres (1.1 cu ft) less than what you’ll find in a compact RAV4, that model good for 1,059 litres (37.4 cu ft) of dedicated cargo space, while the Highlander provides 1,010 litres (35.6 cu ft) more space when its third row laid flat.

Pricing for the 2021 Venza will be announced closer its summer arrival date.

Story credits: Trevor Hofmann

Photo credits: Toyota

CarCostCanada

Toyota sells 15-million hybrid vehicles

2020 Toyota Prius Prime
Toyota has expanded the Prius lineup to include the uniquely styled plug-in Prime.

Plenty of carmakers build hybrid vehicles, but none has been as successful at partial electrification as Toyota. Of course, it had a head start, creating the entire sector in 1997 with the launch of its original Prius. Now, 23 years later, Toyota has filled the world with more than 15 million hybrid vehicles, while accounting for 80 percent of all hybrid sales globally.

An updated version of that first-generation Prius arrived in Canada for 2000, and now that model is well into its fourth generation and an automotive icon. No other hybrid electric car has sold anywhere near as well as the Prius, plus Toyota has a number of other hybrids to its credit as well.

2020 Toyota Corolla Hybrid
The new Corolla Hybrid makes a lot of sense and should sell well.

While the full-size Prius v (for volume) was discontinued in 2017 and subcompact Prius c was cancelled last year, the plug-in Prius Prime is pointing Toyota in a more fully electrified direction. That model, which gets unique styling and the ability to drive at regular city and even highway speeds under full electric power, will be joined by a plug-in RAV4 Prime for 2021, which should be even more popular.

Speaking of popular, Toyota added a Corolla Hybrid to the gasoline-electric fleet for 2020, this model now going head-to-head against Honda’s Insight, which is little more than a restyled Civic hybrid, whereas the Camry Hybrid remains popular with those who require a bigger sedan.

2020 Toyota Camry Hybrid
The Camry Hybrid remains popular.

Toyota doesn’t offer its full-size Avalon Hybrid in Canada, but the aforementioned RAV4 Prime currently comes as a RAV4 Hybrid too, and its popularity will make sure no one in Canada is lamenting the loss of Toyota’s big flagship four-door sedan. Another SUV worth considering is the near-full-size Highlander Hybrid that’s oddly the only mid-size SUV available in the mainstream sector with a hybrid powertrain. Last but hardly least, Toyota offers fleet buyers one of the only hydrogen fuel cell-powered vehicles available, the one-of-a-kind Mirai taking the hybrid concept into a totally new direction.

2020 Toyota Highlander Hybrid
Hard to believe that a competitor has never offered anything to rival Toyota’s Highlander Hybrid.

Notably, a considerable number of the 15 million hybrids sold under Toyota’s umbrella wore the Lexus badge, the Japanese automaker’s luxury division adding seven additional gasoline-electric models to the namesake brand’s eight. Starting from the least expensive is the entry-level UX 250h subcompact crossover, which is followed by the NX 300h compact crossover, the ES 300h mid-size luxury sedan, the RX 450h mid-size crossover SUV, the longer three-row RX 450h L, the LC 500h personal sport-luxury coupe, and lastly the Lexus LS 500h full-size sedan flagship (gone are the HS 250h, CT 200h and GS 450h).

2020 Toyota RAV4 Hybrid
The RAV4 Hybrid will soon be available with a plug-in Prime drivetrain.

If you think that 15 hybrid models from two brands is an impressive accomplishment, considering for a moment that Toyota and Lexus sell 44 unique hybrid vehicles outside of Canada, while hybrids combined for 52 percent of Toyota’s overall sales volume in Europe last year.

So what does the future hold? Toyota plans to increase hybrid integration into more models moving forward, while continuing to develop its hydrogen fuel cell and full electric programs too. Toyota Executive Vice President Shigeki Terashi announced in June 2019 that half of the carmaker’s global sales would be electrified by 2025. Expect a combination of hybrid (HEV), plug-in hybrid (PHEV) and fully electric (BEV) vehicles, and with that latter category in mind, Terashi pointed out that an entirely new line of full electrics would be designed for international consumption.

Story credit: Trevor Hofmann

Photo credits: Toyota

CarCostCanada

2019 Toyota Prius Prime Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Mini Cooper Countryman S E ALL4 Road Test

2019 Mini Cooper Countryman S E ALL4
The Countryman is in its second-generation, but still looks every bit a Mini.

There are certain market segments an automaker wants to do well in. Obviously, higher end models like large sedans, SUVs and sports cars present the opportunity for higher profits, and are therefore important to any brand’s bottom line, while larger compact and mid-size models are critical for volume, but if you’re not able to pull buyers into the fold early on, when they’re moving up from pre-owned to new, or from a mainstream volume brand to luxury, then it’s more difficult to sell those higher end models later on. Or at least that’s the theory.

One might say BMW group owns the subcompact luxury SUV category in Canada. After all, together with the segment’s most popular X1, which found 4,420 entry-level luxury buyers last year, this Mini Countryman that was good for 2,275 slightly less affluent up-and-comers, and the sportiest (and priciest) BMW X2 that earned 1,383 new customers of its own, its total of 8,078 units sales more than doubled what Audi or Mercedes-Benz could deliver in Canada last year.

2019 Mini Cooper Countryman S E ALL4
It looks small from a distance, but the Countryman is actually quite roomy inside.

While BMW would no doubt like to eventually pull Mini customers up into its namesake brand, and some now doubt do make the progression, it really exists on its own. What I mean is that Mini has a completely unique character that car enthusiasts aspire to, and not kept around merely as a gateway brand. If a Mini owner was fortunate enough to trade in their Countryman for a larger, pricier SUV, they might just as well choose a Range Rover Velar instead of an X3 or X5. Then again, it’s probably just as likely they’ll stick with their Mini, choosing instead to move up within the brand to a John Cooper Works trim level or maybe even this top-line Countryman S E ALL4 plug-in hybrid.

The Countryman was one of the first subcompact luxury SUVs on the market, arriving way back in 2010. Mini made major improvements for its 2017 redesign, so now this second-generation model has been with us for four years if we include the 2020 model. If you looked at a 2020 and this outgoing 2019 model you wouldn’t be able to notice many changes. Some wheel designs have been changed, a normal occurrence every now and then, with the big updates found under the skin, and then only impacting buyers wanting a manual transmission. Yes, it’s been axed for 2020, mostly because Mini’s U.S. division swapped it out for a standard seven-speed dual-clutch automated gearbox in front-wheel drive models not available here, so it’s almost entirely the previously optional eight-speed automatic across the Countryman line in Canada, whether DIY enthusiasts like it or not.

2019 Mini Cooper Countryman S E ALL4
This Countryman S E ALL4 came as-tested with LED headlights, LED fog lamps, and 18-inch alloy wheels.

Almost entirely? Yes, the very Countryman S E ALL4 hybrid on this page uses a six-speed Steptronic automatic driving the front wheels via a 136-horsepower 1.5-litre three-cylinder Twin Power Turbo engine. The ALL4 in the name designation denotes all-wheel drive, but unlike the other ALL4s in the Countryman lineup, this model’s rear wheels are solely powered by an 88-horsepower (65kW) synchronous e-motor via electricity stored in a 7.6 kWh Li-Ion battery.

Like with most all-wheel drive systems, power can be apportioned front or back, with the wheels in the rear employed fully in EV mode, or partially when the Countryman detects front slippage and needs more traction. That means it feels as if you’re driving a regular hybrid, with each axle using its motive power sources seamlessly as needed, all working together harmoniously via Mini’s drivetrain management system. The S E ALL4’s electric-only range is a mere 19 km after a complete charge, but who’s counting.

2019 Mini Cooper Countryman S E ALL4
Mini interiors combine fun retro character traits with high-quality premium materials and finishing.

Not even 20 km? Ok, that is pretty minuscule, and many of my colleagues are reporting real world results of 12 and 13 km. Thank goodness Mini made another change to the Countryman line for 2020, a larger batter for a 30-percent gain in EV range for 29 km in total. While this will hardly cause BMW i3 fans to shift allegiances, the added range allows the Countryman S E ALL4 to be used as a regular commuter without the need to recharge until you get to work, as long as your daily commute falls within most peoples’ average. If you really want to go green you can stop along the way for more energy, and it won’t take too much time for the new 10-kWh battery to recharge.

It’s probably not a good idea to use EV mode all the way to work if you need to take the highway, unless it’s bumper to bumper all the way. While the Countryman S E ALL4 can achieve speeds of up to 125 km/h with just its e-motor, you’ll drain the battery in minutes if you try. Instead, you can use its hybrid mode on the highway (up to 220 km/h if you’re feeling frisky) and switch back to EV mode when traveling slower, which maximizes a given charge. The regenerative brakes help to charge up the battery when coming to stops or going downhill, doing their part to maximize zero emissions driving.

2019 Mini Cooper Countryman S E ALL4
The Countryman’s cockpit is ideally set up for both comfort and performance driving.

I made the point of recharging the battery whenever possible during my weeklong test. I’d grab a coffee at McDonalds and give it a quick charge outside, drop by the local mall and do likewise, and one time stayed a little longer at Ikea’s restaurant in order to fully top it up, plus of course I charged it overnight. Being that it takes quite a bit of effort to find somewhere in public to charge it that’s not being used, the novelty quickly wears off when the battery runs out of juice in a matter of 20 or 30 minutes. Still, its fuel economy is good even when not charging it up all the time, with an 8.4 L/100km rating in the city, 8.8 on the highway and 8.6 combined. Plugging it in more often can give you an equivalent rating of 3.6 L/100km combined city/highway, however, so it’s obviously worth going through the hassle.

At least as important for any Mini, the Countryman S E ALL4 is fun to drive. I can’t think of many hybrid SUVs that include a manual mode shifter, let alone a Sport mode (that actually does something), but all you need to do is slide the switch at the base of the gearbox to the left and this PHEV shoots away from a stoplight with plenty of energy, taking about seven seconds to reach 100 km/h thanks to a total of 221 net horsepower and 284 pound-feet of torque (the electric motor puts out an immediate 122 lb-ft of twist by itself), and while it can’t quite achieve the 301-hp John Cooper Work’s Countryman’s ability to get off the line, the JCW managing just over 6 seconds to 100 km/h, this 1,791-kilo cute ute still feels quick enough.

2019 Mini Cooper Countryman S E ALL4
The Countryman’s centre display is high-resolution, graphically stimulating and packed full of features.

The S E ALL4 is even more sporting around fast-paced curves, with the kind of high-speed handling expected from a Mini. It’s not as firmly sprung as a JCW, but then again it provides a more comfortable ride. Likewise, the Countryman S E ALL4 is a complete pleasure on the freeway, tracking well at high-speed and excellent at overcoming unexpected crosswinds, my test model’s meaty 225/50R18 all-season tires providing a sizeable contact patch with the tarmac below.

A fabulously comfortable driver’s seat made longer stints behind the wheel easy on the back, my test model’s boasting superb inherent support for the lower back and thighs, with the former benefiting from four-way lumbar support and the latter from a manually extendable lower cushion to cup under the knees (love that). It’s spacious too, both up front and in the rear, with the back seats roomy enough for big adults as long as the centre position stays unoccupied. A wide armrest folds down from middle, housing the expected twin cupholders, while two vents on the backside of the front console keep fresh air flowing. A 12-volt charger has me wondering when Mini plans to modernize with USB charging ports, while no rear seat heaters were included in this trim. At least there was a wonderfully large power panoramic glass sunroof up above, making the Countryman’s smallish dimensions feel bigger and more open.

2019 Mini Cooper Countryman S E ALL4
The centre stack controls are very well done, particularly the row of toggles at the bottom.

I’ve read/heard a number of critics complain about the Countryman not offering enough cargo space, however, but this little Mini’s cargo compartment design has me sold. Of course it’s relatively small compared to a larger compact or mid-size luxury utility, which is par for the course when choosing a Mini, its dimensions measuring 487 litres behind the rear seatback and 1,342 litres when lowered, but it’s the folding centre section I appreciate most. This allows longer items like skis to be laid down the middle while rear passengers enjoy the more comfortable window seats. The Countryman’s 40/20/40 rear seat split is the most convenient in the industry, while the seats’ folding mechanism feels very well made with everything clicking together solidly. The rear compartment is finished well too, with high quality carpets most everywhere. It all helps Mini make its argument for premium status.

Some buyers don’t consider Mini a premium brand, while those in the know place it alongside (or slightly below) BMW, at least when it comes to the Bavarian automaker’s entry-level models, like the X1. Of course, the X1 xDrive28i starts at a lofty $42,100 when compared to the $31,090 Countryman, but this fully loaded S E ALL4 plug-in hybrid, featuring upgrades like the previously noted sunroof, plus LED cornering headlights and fog lamps, a head-up display, navigation, real-time traffic info, superb Harman/Kardon audio, a wireless device charger, and more, will set you back more than $50k (the S E ALL4’s base price is $44,390), so Mini is in the same league. This pricing spread makes it clear that Mini sits well above most other mainstream volume branded subcompact SUVs, which range in price from $18,000 for the most basic to $35,000 for something fancier in full dress. 

2019 Mini Cooper Countryman S E ALL4
This is one of the best driver’s seats in the subcompact luxury SUV class.

By the way, you can find out all about 2019 and 2020 Mini Countryman pricing right here on CarCostCanada, with details about trims, packages and individual options included, plus you can also access money saving manufacturer rebate info, the latest deals on financing, and best of all dealer invoice pricing that could help you save you thousands when it comes time to negotiate. CarCostCanada provides all this and more for every volume mainstream and luxury model available in Canada, so make sure to go there first before stepping into a dealership.

2019 Mini Cooper Countryman S E ALL4
The Countryman’s rear seating area is spacious and comfortable.

The base S E ALL4 is well equipped too, by the way, including 18-inch alloy wheels on run-flat tires, puddle lamps, a keyless toggle start/stop switch, a sporty leather-wrapped steering wheel rim, well bolstered sport seats with leatherette upholstery, adaptive cruise control, park distance control, two-zone automatic climate control, a large high-definition centre touchscreen with excellent graphics, and more.

Additionally, all of the high-end features just mentioned are housed in an interior that’s finished to premium levels, or at least it’s premium for this compact luxury SUV category. This means it includes fabric-wrapped roof pillars and plenty of pliable composite surfaces, while the switchgear is nicely made too, not to mention brilliantly retrospective with respect to the chromed toggles on the centre stack and overhead console.

2019 Mini Cooper Countryman S E ALL4
A flexible cargo configuration makes the Countryman especially useful.

All in all, the Countryman S E ALL4 might be a fuel-efficient hybrid, but it’s also a Mini, which means it lives up to the performance expectations the British brand’s loyal followers want, while also providing a high level of style, luxury, features, roominess, and more. That it’s possible to drive emissions-free over short distances is a bonus, as is access to your city’s high occupancy vehicle (HOV) lanes, plug-in parking spots closer to the entrance of shopping malls, stores, etcetera, and better than average fuel economy whether using EV mode or just its hybrid setup. It’s a bit pricey, but the Countryman S E ALL4 delivers a lot for the money asked.

Story and photo credits: Trevor Hofmann

CarCostCanada

2019 Toyota Prius C Technology Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story and photo credits: Trevor Hofmann

CarCostCanada

Subaru plans a 100-percent electric lineup within 15 years

2020 Subaru Crosstrek
The Crosstrek will likely to be first to adopt Subaru’s upcoming hybrid drivetrain, as it already has a built-in ownership base ready to trade up.

With the current U.S. administration loosening new vehicle emissions restrictions, it might not seem prudent to announce an all-electric vehicle strategy, but the European Union, China and many other markets are tightening emissions regulations, with respect to vehicles at least. Europe will soon be warming its homes and powering businesses with new fossil fuel pipelines from Russia, while China seems to be building coal-fired electric power plants (to no doubt fuel such electric cars) faster than anyone can keep count.

This said it only makes sense that Subaru would want to continue selling into these markets once internal combustion engines (ICE) are no longer allowed, thus it’s planning to soon offer battery power to its lineup, with the eventual result being 100-percent electric.

2020 Subaru Crosstrek
A Forester hybrid would be ideal to go up against Toyota’s popular RAV4 Hybrid.

The electrification process will start off with a new hybrid-electric drivetrain with motive electric components sourced from Toyota, which holds 16.5-percent of Fuji Heavy Industries (FHI) stock (Subaru’s parent company). The 2014-2016 Subaru Crosstrek Hybrid was the first hybrid-electric project the two automakers undertook, but with few buyers it was cancelled after just three years.

A move to hybrids and then electric powertrains is a risky move for any automaker, with the risk even greater for small, niche brands like Subaru. The quirky brand has made a name for practical yet fun-to-drive cars and crossover SUVs powered by its unorthodox horizontally opposed “boxer” engine. While other brands like Volkswagen, with its Type 1 Beetle, Type 2 van, Type 3 and 4 sedan/coupe/wagon, and Type 14/Type 34 Karmann Ghia, or Porsche with its 911/912, 914 and 718 models, and even Ferrari with its 1973-1976 Berlinetta Boxer, 1976-1984 BB 512, 1984-1991 Testarossa, 1991-1994 512 TR and 1994-1996 F512 M), have offered this unique engine type as well, the Italian supercar maker and VW no longer do, while Porsche only provides it in its sports car range which makes up much fewer sales than its sedan and SUV lineup.

2020 Subaru Ascent
The Ascent could use a boost of electrified power.

Speaking of model lineups, the best-selling Subaru in Canada last year was the Crosstrek subcompact crossover SUV at 15,184 units, followed by the Forester compact SUV with 13,059 deliveries, the Outback mid-size five-passenger crossover with 10,972 new sales, the Impreza compact sedan and hatchback with 9,065 new buyers, the Ascent mid-size seven-passenger crossover SUV with 4,139 new sales, the WRX/STI performance sedan with 2,707 new customers, the Legacy mid-size sedan at 1,752 clients, and the BRZ compact sports coupe with 647 new sales last year. To find out more about these cars and crossover SUVs, including their trim, package and individual option pricing, plus available rebate information, financing/leasing promotions, and dealer invoice pricing that could save you thousands, click directly on their names.

2020 Subaru Impreza
Would an Impreza Hybrid b a good competitor for Honda’s Insight or Toyota’s new Corolla Hybrid?

All of the unique models just mentioned makes it clear that retaining as much of its distinctive brand character as possible while moving into the brave new world of automotive electrification is important for Subaru, yet the horizontally opposed engine configuration will eventually have to go if it’s plans for full electrification materialize. Fortunately all-wheel drive (AWD being standard with most of its models) can stay for both its future hybrid and electric cars and SUVs.

The short-lived Crosstrek Hybrid came standard with AWD, while incorporating Toyota’s hybrid technologies and Subaru’s 2.0-litre boxer engine. This allowed it to perform and sound like other Subaru models, keeping its brand identity intact. Subaru doesn’t want badge-engineered cars in its lineup, such as the Toyota/Subaru co-developed Subaru BRZ/Scion FR-S/Toyota 86, or for that matter the Yaris Sedan that was merely a Mazda2 with a Toyota front fascia and Toyota badging. Doing something similar with such a niche automaker would run the risk of diluting its hard-won brand image.

2020 Subaru Outback
An electrified Outback sounds perfect for its market base, especially if it can be plugged in.

“Although we’re using Toyota technology, we want to make hybrids that are distinctly Subaru,” commented the brand’s chief technology officer, Tetsuo Onuki, to Reuters news agency. “It’s not only about reducing CO2 emissions. We need to further improve vehicle safety and the performance of our all-wheel drive.”

While Onuki-san was clear to point out that all-wheel drive would continue as a key Subaru character trait while it adapted to hybrid and electric technologies, AWD is becoming more common with its main rivals. Nissan and Mazda recently introduced redesigned passenger cars with optional AWD (the Mazda3 now providing an AWD alternative to Subaru’s Impreza, while Nissan’s Altima now makes AWD standard in Canada and therefore becomes a key rival to Subaru’s mid-size Legacy), and even though Subaru’s trademarked “Symmetrical AWD” is believed to be more capable in inclement conditions than challengers’ AWD systems, it’s not known if its even power delivery can be achieved effectively with an electric powertrain. What’s more, AWD often comes standard with electric vehicles, so it’s quite likely the AWD traction advantage Subaru cars currently enjoy won’t be unique in 15 years, making the Japanese automaker no more unique than any other brand.

2020 Subaru WRX
How would a hybridized WRX perform? Or how about a purely electric WRX STI?

On the subject of electric vehicles, Subaru and Toyota are in the process of co-developing an electric powertrain that will result in an electric vehicle per brand sometime this decade, with additional models to follow. Subaru is saying that hybrid and fully electric models will make up 40 percent or more of its annual worldwide production by 2030, with the hybrids no longer available five or so years after that.

In today’s fast-paced world, particularly in the automotive sector, 2030 is a long way off, and of course a lot can happen with respect to battery development, advancements in other alternative fuels, progress with car/ride sharing, etcetera, as well as geopolitical concerns that are completely out of an automaker’s influence (much of which can be negative), so changes to Subaru’s plans will be more than likely.

2020 Subaru BRZ
Will there still be a BRZ around in 10 to 15 years? We hope so, or something even more exciting.

This said, the positive for Subaru is its ability to garner green accolades right now without having to take much initial action, which can make its customers feel as if their chosen brand is well on its way toward electrification, yet the ultimate target is so far off into the future that its long-term plans can be changed anytime along the way. Of course, some new hybrid models are likely within the next few years, plus at least one EV, so there is forward progress being made. 

It should be noted that Subaru isn’t alone in making such long-term electrification plans, with GM having pitched a U.S. national environmental program in 2018 designed to motivate all carmakers to make at least 25 percent of their lineups into zero-emissions vehicles; Ford introducing $11.5 billion worth of new spending toward a dozen new hybrid and EV models by 2022; Toyota, as part of its Environmental Challenge 2050 program, pledging to lower vehicle life-cycle emissions by 25 percent plus by 2030, while targeting 2050 for eliminating 100-percent of their carbon emissions; Mercedes-Benz vowing to make at least half of its passenger car lineup electric by 2030, plus achieve full carbon neutrality within the next two decades.

2020 Subaru Outback
Subaru may want to change up its Outback media photos if it’s planning an electrified version, as high-voltage and water don’t mix well.

Volvo may be vying to become the world’s greenest automaker, however, due to its commitment for half of its passenger cars to become electric by 2025, plus also make sure each cars’ life-cycle carbon footprint is reduced by 40 percent in five years time as well. It also wants the carbon output of its entire global operations (including suppliers) to be lowered by 25 percent by 2025, and finally has a plan to use a minimum of 25-percent recycled materials in its vehicle production by this very same year.

While Subaru’s plans aren’t quite as ambitious as Volvo’s, the Japanese automaker’s announcement marks a major step for such a niche automaker, and could be seen as a significant risk if electric vehicle take rates don’t improve enough to overcome investment costs.

Story credits: Trevor Hofmann 

Photo credits: Subaru

CarCostCanada

2019 Volvo XC90 T6 AWD Inscription Road Test

2019 Volvo XC90 T6 AWD Inscription Road Test
The XC90 is one of the very best luxury SUVs on the road, especially in top-tier Inscription trim.

Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.

This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.

2019 Volvo XC90 T6 AWD Inscription Road Test
Stylish from all angles, it’s no wonder the XC90 sells so well.

Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.

Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.

The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.

2019 Volvo XC90 T6 AWD Inscription Road Test
All XC90s feature standard LED headlamps.

Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.

While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.

2019 Volvo XC90 T6 AWD Inscription Road Test
The XC90 Inscription’s interior is stunning, particularly its high-quality materials and fine attention to fit and finish.

The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.

If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.

2019 Volvo XC90 T6 AWD Inscription Road Test
A fully digital instrument cluster comes standard.

As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.

As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.

2019 Volvo XC90 T6 AWD Inscription Road Test
Volvo’s tablet-style Sensus infotainment touchscreen is award-winning.

As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.

Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.

2019 Volvo XC90 T6 AWD Inscription Road Test
This Inscription model’s woodwork is second to none.

Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.

Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.

2019 Volvo XC90 T6 AWD Inscription Road Test
Automotive jewelry? Volvo supplies some dazzling details.

Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.

I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.

2019 Volvo XC90 T6 AWD Inscription Road Test
The XC90’s front seats are superb.

The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.

Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).

2019 Volvo XC90 T6 AWD Inscription Road Test
Even adults can fit into the very back.

In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.

2019 Volvo XC90 T6 AWD Inscription Road Test
The 30/30/30-split second row makes the XC90 highly flexible for passengers and cargo.

That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.

Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

CarCostCanada

2019 Lexus ES 300h Road Test

2019 Lexus ES 300h
Lexus totally redesigned its popular ES luxury sedan for 2019, and it looks fabulous. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
Lexus has made major strides when it comes to styling, and the new ES 300h is no exception. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
The new ES design is all about visual drama. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
A tall wing-like rear deck lid and beautifully detailed taillights make the rear end design stand out. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
An entirely new level of pampering awaits 2019 ES owners, especially in top-line Ultra Luxury trim. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
Lexus is now a design leader, while the ES feature set is also impressive. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
This fully digital gauge package comes standard. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
The optional 12.3-inch infotainment display is superb. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
The driver’s seat is excellent. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
Rear seat roominess and comfort is top notch. (Photo: Karen Tuggay)

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. 

2019 Lexus ES 300h
The new ES 300h hybrid’s trunk is now just as large as the conventionally powered ES 350’s. (Photo: Karen Tuggay)

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. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

CarCostCanada

2019 Lexus LC 500h Road Test

2019 Lexus LC 500h
Stunning from every angle, the gorgeous Lexus LC 500h stands out from the crowd. (Photo: Karen Tuggay)

Luxury automakers have some models that sell in high volumes, thus providing much needed income and profits, others they’d like to do better, and one or two image vehicles that increase brand visibility and hopefully cause prospective buyers to choose something more affordable and/or practical in the lineup. Once in a while a vehicle achieves both objectives, but such isn’t the case with the stunning new Lexus LC 500 and LC 500h. 

Lexus leans on its NX and RX compact and mid-size crossover SUVs for mass volume, and hopes its new UX will soon add to its popularity. To lesser extent its sedans add volume too, especially the compact IS and mid-size ES, but its GS mid-size performance sedan and beautiful LS full-size luxury sedan don’t do well at all, while its RC sports coupe struggles too. Lexus also offers a GX mid-size sport utility that hardly gets noticed, but its LX full-size SUV pulls respectable numbers from a market segment that’s smaller by nature, albeit profitable, actually managing to pull itself up to sixth place within the Lexus lineup, right behind the just-noted EX. 

2019 Lexus LC 500h
Dramatic rear styling appears like some sort of automotive cyborg, but a very beautiful one. (Photo: Karen Tuggay)

By comparison, the LC could be seen as a runaway success next to the LFA, Lexus’ previous image car. That near-exotic sport model was purposely limited to a mere 500 examples globally over two model years between 2010 and 2012, of which 10 came to Canada. The LC, on the other hand, after launching in 2017 for the 2018 model year, is closer to a sales homerun thanks to seven units driven out of Lexus Canada dealerships last month alone, not to mention nine the month before that. Altogether, Lexus sold 55 LC 500 and 500h models through the first seven months of this year, making it second-to-last for popularity in Japanese premium brand’s arsenal, right next to the last-place LS and its lacklustre 51-unit total. On the positive, the LC was hardly the slowest selling sport/luxury car in the country. 

Poorest of the poor goes to the rather rich Maserati GranTurismo, which found just 14 takes this year so far, while this LC also improved on the Acura NSX’ 17-unit tally, plus the Nissan GT-R’s total of 36, and the 54 Audi R8 examples sold. Nevertheless, Mercedes-Benz found 99 SL-Class customers so far this year, while BMW pulled in 160 buyers for its all-new 8 Series, Jaguar attracted 181 newcomers to its latest F-Type, Mercedes wowed everyone with 258 AMG GT deliveries (superb sales for a $170k car), and Porsche won over 587 new clients for its outgoing 2019 911. Interestingly, that last number (587, not 2019 or 911) represented a 31.74-percent downgrade in popularity for the quintessential Porsche sports car when compared to the first seven months of 2018, due to most customers waiting for the completely redesigned 2020 911 that’s now in the midst of arriving. 

2019 Lexus LC 500h
There’s nothing at all like the Lexus LC on the road. (Photo: Karen Tuggay)

Incidentally, the iconic Porsche wasn’t the only sports car to lose sales, with the R8 plummeting some 70.97 percent, the GranTurismo plunging 48.15 percent, this LC deep diving 48.11 percent, the F-Type caving 29.30 percent, the GT-R pulling back 21.74 percent, and the SL dipping 16.10 percent. The AMG GT was the only car in its glass to gained year-over-year sales, up 55.42 percent over the same seven months, while the new 8 Series will need to wait a year for comparison. I also got a kick out of learning that Lexus’ parent brand, Toyota, found 66 new $65k-plus Supra buyers during the same period. 

Of course, other cars compete in this class, but some, such as the BMW i8 and Mercedes-Benz S-Class Coupe, have their sales numbers combined with other models in their respective lines (the i8 paired up with the i3, and the S-Class Coupe with the S-Class Sedan), while the Aston Martin DB11, Bentley Continental GT, and Rolls-Royce Wraith are much pricier models. Blue-oval fans will appreciate hearing that Ford found three customers for its Markham, Ontario-assembled mid-engine GT supercar, while Dodge even pulled in one lucky buyer for its now two-year deceased Viper, and speaking of American supercars, the Corvette pulled in 840 new clients so far this year, and I’m willing to bet the slightly more expensive mid-engine C8 will shortly be flying out of Chevy showrooms, making it even harder for great cars like the LC to gain any sales traction. 

2019 Lexus LC 500h
The fabulous carbon-fibre roof is optional with the LC 500 and standard with the 500h. (Photo: Karen Tuggay)

When a car doesn’t gain much popularity, like this LC, I find it a good idea to point out that not doing well on the sales chart doesn’t necessarily reflect its good qualities or bad issues. The way I see it, the very fact it’s a Lexus should bring it respect, and other than the aforementioned fourth-generation LS luxury sedan, which incidentally is only the second model to ride on Toyota’s New Global Architecture or TNGA (specifically TNGA-L or GA-L), the LC is by far the most impressive Lexus ever created. 

Its greatest asset has to be its styling. The LC takes the Lexus’ trademark spindle grille to new depths and widths, but the look becomes even more abstract to each corner, with headlights that seem as if they’re alien-implanted mechanical growths, albeit the actual lighted areas are small and filled with threesomes of neatly stacked LED bulbs. All the unusual appendages are just glossy black trim, other than the “arrowhead” daytime running lights just underneath. 

More Lexus trademark styling cues can be found toward the rear, with the LC’s C-pillars getting a similar blacked-out “floating roof” design to that found on other models such as the previously noted RX SUV. It’s further adorned with premium polished nickel brightwork, while sharply edged tail lamp prongs closely resemble the so-called “L-shaped” headlights, albeit infused with 80 separate LEDs per corner instead of just three. Lexus shares some of the LC’s taillight design with the previously noted LS sedan, not to mention the iconic Toyota Prius and category topping Camry in its XSE trim line. While each element appears a bit strange on its own, the package on the whole melds together in one wonderfully elegant and intensely attractive whole. 

2019 Lexus LC 500h
Each taillight comes filled with 80 individual LED lighting elements. (Photo: Karen Tuggay)

You know something? I almost never comment on styling, unless the design team managed to get something especially right or horribly wrong. Fortunately the Newport Beach, California-based Calty Design Research centre’s team got the LC very right. We can thank studio boss Ian Cartabiano, as well as Edward Lee who was responsible for the sensational exterior design, plus William Chergosky and Ben Chang where were in charge of the interior, albeit not specifically of the LC, but rather the LF-LC Concept that inspired it. The LC was near perfectly transformed from jaw-dropping prototype to equally gorgeous LC 500 and LC 500h production models with hardly a change made to the exterior design, the final result quite possibly the nearest any road-going model has ever resembled its conceptual beginnings. 

The production LC’s cabin underwent a total redesign, mind you, although it maintained some of the concept’s general styling cues including its LFA-like pod-shaped digital gauge cluster, its horizontally penned instrument panel incorporating a recessed widescreen centre infotainment display, its driver-centric cockpit that’s partially enclosed by a buttress-type centre console extension that doubles as a front-passenger grab-handle in the production car, the downward-flowing alcantara suede door panels, the deeply bolstered set of front sport seats, the similarly styled sport buckets in back, plus more. 

2019 Lexus LC 500h
The LC interior is richly appointed and beautifully crafted. (Photo: Karen Tuggay)

Lexus’ effort was quickly rewarded by the LC’s placement on the WardsAuto 10 Best Interiors list after it arrived in 2017, and I certainly can’t argue against that. It’s a fresh, contemporary design that deliveries big on refinement, luxury and high-tech wizardry, all of which should be expected at its $102,750 starting point in 2019 LC 500 trim, or $103,050 in upcoming 2020 form, or alternatively $118,850 as the 2019 LC 500h hybrid shown on this page, or $118,950 in 2020 LC 500h trim (learn about Lexus LC 500 and 500h pricing right here on CarCostCanada for both the 2019 and 2020 model years, plus find out about available rebates as well as dealer invoice pricing that could save you thousands). 

There are no major changes from the 2019 model year to 2020, except for cancelation of the $14,800 Inspiration Series package with Flare Yellow semi-aniline leather upholstery and more for the LC 500, plus a new Bespoke White interior theme that’s also added to the conventionally powered model. All six exterior colours remain the same no matter the powertrain, with Infrared being the sole paint option at $650, whereas all three remaining interior colour themes continue forward as well. 

In case you were wondering, Lexus priced my 3.5-litre V6-powered hybrid LC 500h test model higher than the 5.0-litre V8-powered LC 500 version, despite adding 113 horsepower to the eight-cylinder engine, and no doubt providing a more dramatic exhaust note, plus fitting it with a faster shifting, more engaging gearbox than the hybrid’s electronic continuously variable transmission (E-CVT), because of all the extra features that come standard, starting with the regular LC 500’s $13,500 Performance package. 

2019 Lexus LC 500h
The primary gauge cluster is purely electronic. (Photo: Karen Tuggay)

This means that four-wheel active variable gear ratio steering is standard, as is a Torsen limited slip differential, a set o f 21-inch forged alloy wheels on Michelin performance tires (that replace standard 20s), a carbon-fibre roof panel instead of a standard glass roof, an active rear spoiler, carbon-fibre reinforced polymer kick plates, an alcantara suede headliner, more heavily bolstered sport seats, and an eight-way powered driver’s seat in place of the LC 500’s base 10-way design, and lane change assist, which gets added to a comprehensive menu of standard driver assistive technology on both trims including a pre-collision system with autonomous emergency braking, lane departure alert with steering assist, blind spot monitoring with rear cross traffic alert, auto high beams, and adaptive cruise control. 

This is a good time to run over a shortlist of standard convenience and luxury highlights, including LED cornering lamps within the triple-LED headlight clusters mentioned before, a tidy little credit card-sized intelligent key for cabin access via proximity sensing, a head-up display unit to go along with the full digital gauge package noted earlier, power-folding outside mirrors, a heated steering wheel that even allows for temperature adjustment, a power-adjustable steering column that connects through to the front seat memory, ventilated front seats (plus, of course, heatable front seats), partially-automated self-parking, etcetera, etcetera. 

2019 Lexus LC 500h
The centre stack is filled with most everything someone buying into this class expects. (Photo: Karen Tuggay)

Additionally, a 10.3-inch high-resolution centre display comes standard too, complete with a dynamic guideline-infused backup camera, a navigation system with very accurate route guidance, Apple CarPlay smartphone integration (yes, Android Auto users are out of luck), a brilliant 13-speaker Mark Levinson high resolution surround-sound audio system, satellite radio, two USB ports, traffic and weather information, the Lexus Enform App Suite 2.0 featuring Slacker, Yelp, Sports, Stocks, plus Fuel apps, the Enform Destination Assist app with a single-year subscription, and Enform Safety Connect with Automatic Collision Notification, a Stolen Vehicle Locator, an Emergency Assistance / SOS button, and Enhanced Roadside Assistance with a four-year subscription. 

You’d need to stretch a long way in order to touch the centre display, so Lexus doesn’t bother with a touchscreen at all. Instead, the brand’s Remote Touch Interface touchpad gets added to the lower console, and while it works well enough once acclimatized, thanks to some quick-access buttons and audio controls around the touchpad, I can’t say it’s my favourite infotainment system. On the positive, there were many other reasons to appreciate this LC. 

For one, it’s pretty large and fairly roomy, at least up front. As noted earlier, it’s based Toyota’s TNGA-L platform architecture, which is the same as the full-size LS luxury sedan, but take note the LC is quite a bit smaller unless measuring width. It spans across an additional 20 mm (0.8 in) at 1,920 mm (75.6 in), and you’ll immediately notice how spacious it is from side-to-side, especially if someone’s sitting next to you. The LC’s wheelbase is abbreviated by 255 mm (10.0 in) to 2,870 mm (113.0 in), however, whereas its nose-to-tail length is a significant 475 mm (18.7 in) shorter, plus it’s nowhere near as tall, the LC lower by 116 mm (4.5 in). 

2019 Lexus LC 500h
The infotainment graphics are quite nice, and the system mostly up to snuff. (Photo: Karen Tuggay)

As for how it measures up to its competition, it’s not only a lot smaller than Mercedes’ S-Class Coupe, the LC is actually smaller than the German brand’s mid-size E-Class Coupe too, except for its width. The Lexus comes closer to the BMW i8 and Aston Martin DB11 in overall dimensions, with slightly greater wheelbase, length and height than the shapely German and more exotically branded Brit, but a bit less width this time around. 

The LC’s longer length and wheelbase results in a car that can house four adults, but I’d make sure you don’t try to stuff someone too tall into the rear seats. I’m only five-foot-eight with longer legs than torso, but I was forced to kink my neck over to the side in order to fit in, with my head still pushing up against the back glass. The seats are comfortable enough, and I had enough space for my legs and feet, plus my shoulders and hips, which made it a shame that medium-sized adults won’t be able to ride in the rear. 

How about trunk space? The LC 500h is smaller than the non-hybrid LC 500, providing just 132 litres (4.7 cu ft) instead of 153 (5.4 cu ft), so therefore you’ll need to stow a second set of clubs in the rear seating area when taking a friend along to the golf course. 

2019 Lexus LC 500h
The big square on the right is the touchpad needed for controlling the infotainment system. (Photo: Karen Tuggay)

Just in case you don’t fully understand the personal luxury coupe market segment, being able to take more than one set of golf bags to the course that is a critically important make-or-break factor, so it’s quite possible that, together with its lack of rear seat room, LC sales are being hurt by its lacklustre practicality. This Lexus isn’t a pureblooded performance car anyway, particularly in as-tested hybrid form, but instead is a luxurious personal coupe that just happens to ramp up speed quickly and manage corners with deft prowess. This makes the LC more like BMW’s i8 than anything else in the class. It takes off well enough and handles like a well-mannered sports car, but it’s built more for luxury than slaying the cones on weekend autocross course. When it comes to comfort, its suede-like alcantara-clad driver’s seat provides wrap-around comfort and good support all over, while was fully adjustable and complete with ample side bolstering for keeping me in place during aggressive manoeuvres. 

Initially I was scheduled for a week in both the LC 500 and 500h, but someone did something naughty to the V8-powered version just ahead of receiving it, so instead of enjoying its 467 horsepower and 398 lb-ft of torque firsthand, not to mention its reportedly quick-shifting 10-speed automatic, I was moved into something else for that week, never to experience the LC 500 at all. Sad as that may be, soon I got into this LC 500h, which is a bit more docile with just 354 horsepower at the rear wheels, but it still felt plenty potent under full throttle. 

2019 Lexus LC 500h
The 500h hybrid gets upgraded sport seats. (Photo: Karen Tuggay)

The V6 portion of its hybrid power unit makes just 295 horsepower and 257 lb-ft of torque, which is in fact less than the same engine produces in the Toyota Camry XSE, but before I criticize Lexus for utilizing such a seemingly plebian engine in its most alluring model, consider that a more tautly strung version of this mill makes 430 reliable horsepower in the mid-engine Lotus Evora, so at least it’s in well respected company. 

Of course, the lithium-ion battery and electric motor fulfill their torque-rich purpose too, the latter capable of a near immediate 177 horsepower and 221 lb-ft of torque, for a net 472 horsepower and, er, well let’s not even try to calculate its combined internal combustion and electric output, because net horsepower and net torque don’t exactly compute that way. Lexus officially estimates 354 horsepower while other testers are claiming approximately 370 lb-ft of torque. I believe they’re being ultra-conservative, being that the regular V8 shoots from zero to 100km/h in 5.1 seconds and this hybrid takes just 0.5 seconds longer resulting in a sprint time of 5.6, and this is despite the 500h adding 77 kilos (170 lbs) to its 2,012-kg (4,436-lb) curb weight over the 1,935-kg (4,266-lb) 500. 

No matter which model you’re driving, make sure to choose the standard Drive Mode Select system’s most entertaining Sport S+ setting, which may not be as edgy as the sportiest mode in one of BMW’s M cars, or Lexus’ own RC F for that matter, but it nevertheless provides higher engine revs between shifts ahead of swapping cogs faster than it otherwise would. Lexus includes a set of large metal steering wheel-mounted paddle-shifters for the latter, which worked ideally in Sport mode as well, but unlike most cars I test I actually kept it in Sport S+ mode more often than not. Along with its increased performance and better feel, the rorty noises emanating from the engine bay and exhaust pipes were downright addictive, particularly when revs rise, and the transmission’s “gear changes” felt considerably more direct. 

2019 Lexus LC 500h
The rear seating area is only meant for very short adults or kids. (Photo: Karen Tuggay)

This was one of the most engaging continuously variable transmissions I’ve ever tested, although even factoring in its sophisticated 10-speed Simulated Shift Control technology, which includes a conventional-type multi-gear box within, it can’t completely eradicate all CVT tendencies. Yes, even in its sportiest drive mode its shifts come on so fast between intervals, albeit without the expected positive engagement otherwise experienced in most sport-tuned automatics and dual-clutch automated gearboxes, that it’s almost like nothing has happened at all, plus the V6 makes a habit of whining up and down with the same rubber band effect in between. In a nutshell, if you’re a serious performance fan you’ll want to opt for the V8-powered LC 500, which leaves folks who want to make their environmental mark choosing this hybrid, because let’s face it, anyone paying $100,000-plus for a personal luxury coupe isn’t going to care about saving fuel for the sake of saving dollars. 

On that note, the LC 500h’s claimed fuel economy rating is very good for the class, coming in at 9.0 L/100km city, 7.1 highway and 8.1 combined, compared to 15.1 in the city, on the 9.5 highway and 12.6 combined for the regular LC 500. 

No doubt the lighter LC 500 aids agility through fast curves when compared to the LC 500h, but either way the long, wide, low and fairly large coupe is a great handler, taking up plenty of real estate yet able to manage corners with precise skill. This is its strength, the LC delivering the same type of relaxed high-speed confidence-inspiring stability found in a big Mercedes-Benz coupe, yet with its own Japanese luxury flair. Its wonderfully balanced chassis is nice and easy on one’s backside too, with ride quality that’s much more comfortable than its large wheels, performance tires, and sporty low-slung design suggests, while its also serenely quiet when the aforementioned driving mode selector is switched from Sport+ or Sport to Comfort or Eco. 

2019 Lexus LC 500h
The LC’s trunk is pretty small, and the hybrid’s smaller. (Photo: Karen Tuggay)

There’s no question whether the Lexus LC is worthy of a premium luxury coupe buyer’s attention or not, but no matter what I think its sales numbers don’t lie. As impressive as this car is, the people have spoken and the result is less than ideal. Even in the U.S., where Lexus is amongst the strongest selling luxury brands, the LC only attracted 764 sales since the January 1, 2019, which slightly better per capita than here in Canada, but nothing to get excited about either. Talk about a new stronger performing LC F model arriving later this year or early next could help pull more eyeballs toward this somewhat forgotten nameplate, as will an stylish new convertible version that’s beginning to be teased online, but who knows? The beautiful LC might just end up as another image-building car that never enjoys much sales traction, good for making Lexus’ well-respected brand name even more desirable, but incapable of making profits on its own. 

All said, the LC makes for an especially exclusive example of rolling artwork, which i must say caused more attention from passersby than plenty of pricier cars with more prestigious branding that I’ve driven this year, pulling more long stares, causing more pointing fingers, and resulting in more gaping mouths from astonished onlookers than I was able to count, not to mention an unabashedly overcome German tourist that just had to have me take a photo of him next to it. 

Unlike the types of exotic machinery that normally cause such an emotional outpouring, mind you, the LC provides impressively dependable performance as well, which just might be the type of priceless feature that makes owning one worthwhile. If you’d like something undeniably beautiful, that’s also totally unique in the premium marketplace, look no farther than this Lexus LC. Whether suited up in V8-powered 500 or 500h hybrid trim, it’s one thoroughly impressive personal luxury coupe. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

CarCostCanada

2019 Toyota Highlander Hybrid Limited Road Test

2020 Toyota Highlander
So what do you think of the new 2020 Toyota Highlander? We certainly like it. (Photo: Toyota)

What do you think of the new 2020 Highlander? It was introduced a few months ago at the New York auto show and will go on sale in December this year, just in time for Christmas (or Hanukkah, Kwanzaa, Saturnalia, and Omisoka, take your pick). It pulls plenty of styling cues from what I think is the better looking 2014 through 2016 version of the third-generation Highlander currently available, the newer 2017 through (as-tested) 2019 variation a bit too over-the-top when it comes to its chrome-laden mega-grille for my tastes, but to each his, her or hir own. I find the 2020 much more attractive, and believe it will serve both Toyota and the Highlander’s faithful well for years to come. 

That 2014 Highlander I just referenced was a major milestone in Toyota design and refinement, its interior wholly impressive. The Matt Sperling-designed model, which saw its maximum seat count grow from seven to eight in base trim, found greater success due to its more rugged Toyota truck-inspired grille and lower fascia combo, while this fancier Lexus look hasn’t fared quite as well, hence (I’m guessing) the move back to simpler, cleaner, more classic lines. 

2019 Toyota Highlander Hybrid Limited
There’s no shortage of chrome on the front of this year’s Highlander Hybrid Limited. (Photo: Karen Tuggay)

Probably due more because of the auto market’s general move from cars to crossover SUVs, Highlander sales grew by 17.70 percent from 2016 to 2017 in Canada, but then deliveries eased 4.06 percent through 2018 before plunging by a whopping 17.70 percent (strangely the exact number the model gained two years ago) over the first six months of 2019. In a market that’s constantly being touted as SUV crazy, why has Toyota seen such a downturn in Highlander popularity? Could it be styling? 

Before jumping to conclusions, a deeper look at the entire mid-size crossover SUV segment’s sales chart shows the Highlander as far from alone in this downward slide. In fact, this entire class experienced a 7.66 percent decline from 2017 to 2018. Specifically, of the 24 crossovers/SUVs now selling into the mid-size volume segment (including tall wagons such as the Subaru Outback, two-row crossovers like the Hyundai Santa Fe, three-row models like this Highlander, and traditional body-on-frame SUVs like the Toyota 4Runner), just 8 saw upward growth while 10 swung to the negative, while another five only grew because they were totally new and had no 2018 sales to be compared to. 

2019 Toyota Highlander Hybrid Limited
There’s certainly nothing controversial about the Highlander’s rear styling. (Photo: Karen Tuggay)

As to how the Highlander fits within the general mid-size positive and negative crossover SUV pecking order, check out this breakdown ranking all 24 rivals as to popularity from January through June 2019, with each model’s sales followed by its growth or shrinkage rate in parentheses: Ford Edge at 8,709 units (+9.05); Hyundai Santa Fe at 8,225 (-11.51); Jeep Grand Cherokee 8,033 (+26.94); Kia Sorento at 6,965 (+0.32); Chevrolet Blazer 6,812 (sales began January 2019); Nissan Murano 5,062 (-8.00); Toyota Highlander 4,985 (-17.70); Dodge Durango 4,900 (+54.14); Subaru Outback 4,212 (-4.77); Ford Explorer at 4,100 (-45.14 because of its 2020 model changeover); Volkswagen Atlas 3,679 (+14.01%); Honda Pilot 3,477 (+22.43); Toyota 4Runner 3,398 (+10.18%); Nissan Pathfinder 2,597 (-10.63); Chevrolet Traverse 2,443 (-16.36); GMC Acadia 1,956 (-3.88%); Ford Flex 1,812 (+115.71, bizarre, right?); Subaru Ascent 1,721 (sales started in January 2019); Mazda CX-9 1,573 (-7.58); Dodge Journey 1,488 (-39.19); Kia Telluride 1,072 (sales began in March 2019); Honda Passport 921 (sales initiated in February 2019); Hyundai Palisade 180 (sales started in June 2019); Volkswagen Touareg 17 (-96.91 du to being discontinued). 

I wouldn’t expect to see all of these models slotting into the same order by year’s end, due to redesigns (the new Explorer should regain much of its lost ground, as it was third last year, while the 2020 Highlander should receive a nice bump too, albeit during the following calendar year) and totally new models should help swell the ranks (Chevy’s new Blazer sales are very strong), but the leading brands will probably maintain their leadership for reasons we all know too well, one of these top sellers being this very Toyota Highlander. 

2019 Toyota Highlander Hybrid Limited
Difficult to see from a distance, but those fog lamps are now LEDs. (Photo: Karen Tuggay)

For the remainder of the year Toyota’s mid-size crossover success hinges on the current Highlander, which should be able to hold its own well enough. The well-proven model didn’t get a lot of help from its product planning team, however, with just one itty-bitty upgrade to wow prospective buyers. That’s right, a lone set of LED fog lights replacing previous halogens is the sole excitement for 2019, and Toyota didn’t even change their shape from circular to anything else (stars would’ve been fun). 

I had a 2019 Highlander Hybrid Limited on loan for my weeklong test, incidentally, oddly coated in identical Celestial Silver Metallic paint and outfitted in the same perforated Black leather as a 2018 model tested late last year and reviewed at length along with an even richer looking Ooh La La Rouge Mica coloured Limited model with the regular old non-hybrid V6 behind its grandiose grille (minus this year’s fancy LED fog lamps). 

Improvements aside, I continue to be amazed that Toyota remains the sole mainstream volume automotive brand to provide a hybridized mid-size crossover SUV, being that the majority of key challengers have offered hybrid powertrains in other models for years (I should really lend a nod to Chrysler for its impressively advanced Pacifica Hybrid plug-in right about now, as it’s roomy enough to be added to the list despite not being an SUV). Kudos to Toyota, this Highlander Hybrid being by far the most fuel-efficient vehicle in its class in an unprecedented era of government taxation resulting in the highest fuel prices Canada has ever experienced.  

2019 Toyota Highlander Hybrid Limited
The Highlander gets closer to premium interior quality than most of its peers. (Photo: Karen Tuggay)

Transport Canada rates the 2019 Highlander Hybrid at 8.1 L/100km city, 8.5 highway and 8.3 combined, which compares well to 12.0 city, 8.9 highway and 10.6 combined for mid-range XLE and top-line Limited variations on the conventionally-powered Highlander theme, which also include AWD plus an upgrade to fuel-saving auto start/stop technology. 

Both regular Highlander and Highlander Hybrid models provide considerably more standard power in their base trims than the majority of peers that get four-cylinder engines at their points of entry. For starters, regular Highlanders feature a 3.5-litre V6 capable of 295 horsepower and 263 lb-ft of torque, which drives the front wheels in base LX trim or all four wheels in LX AWD, XLE or Limited trims. An efficient eight-speed automatic transmission has the option of idle start/stop, this fuel-saving technology having originally been standard equipment with Toyota’s first hybrid models. 

Of course, auto start/stop comes standard in the new Highlander Hybrid as well, this model utilizing the same 3.5-litre V6, albeit running on a more efficient Atkinson-cycle, while its electric motor/battery combination makes for more get-up-and go, 306 net horsepower to be exact, plus an undisclosed (but certainly more potent) increase in torque. 

2019 Toyota Highlander Hybrid Limited
The Highlander’s cabin is filled with premium-level soft-touch synthetics. (Photo: Karen Tuggay)

From the list of mid-size Highlander challengers noted earlier, the most fuel-efficient three-row, AWD competitor is the Kia Sorento with a rating of 11.2 L/100km in the city, 9.0 on the highway and 10.2 combined, but the Sorento is substantially smaller than the Highlander and, like the Hyundai Santa Fe that’s no longer available with three rows in order to make way for the new Palisade, Kia buyers wanting more passenger and cargo space will probably move up to the new 2020 Telluride. 

This said, following the Sorento (in order of thriftiest to most guzzling) this three-row mid-size SUV segment’s offerings include the GMC Acadia at 11.3 L/100km city, 9.4 highway and 10.5 combined; the Mazda CX-9 at 11.6, 9.1 and 10.5 respectively; the Highlander V6 at 12.0, 8.9 and 10.6 (you’ll see here that it does pretty well even in none-hybrid form); the Nissan Pathfinder at 12.1, 8.9 and 10.7; Honda’s Pilot at 12.4, 9.3 and 11.0; Hyundai’s Palisade at 12.3, 9.6 and 11.1; Kia’s Telluride at 12.5, 9.6 and 11.2; the Dodge Durango at 12.7, 9.6 and 11.3; the Ford Explorer at 13.1, 9.2 and 11.4; Chevy’s Traverse at 13.7, 9.5 and 11.8; VW’s Atlas at 13.8, 10.2 and 12.2; the (how is it possible it’s still alive?) Dodge Journey at 14.5, 10.0 and 12.4; the (ditto) Ford Flex at 14.7, 10.7 and 12.9; and finally the fabulous (I’m so glad it’s still alive) Toyota 4Runner at 14.3, 11.9 and 13.2 respectively. 

2019 Toyota Highlander Hybrid Limited
Colourful enough for you? The Hybrid’s primary instruments include special HEV gauges to help you save fuel. (Photo: Karen Tuggay)

For those that don’t need a third row yet are thinking of buying the Highlander anyway (I almost always leave the third row down in SUVs like this as it’s easier for moving quick loads of whatever), a quick comparo against two-row competitors (again from the list above) shows the four-cylinder Subaru Outback as the best of the rest from a fuel economy perspective (it’s nowhere near as roomy for cargo of course) at 9.4 L/100km in the city, 7.3 on the highway and 8.5 combined (yet that’s still not as thrifty as the Highlander Hybrid), while more similar in size albeit still not as capable for toting gear and only four-cylinder-powered are the base Ford Edge at 11.4 city, 8.3 highway and 10.0 combined; the Hyundai Santa Fe at 11.2, 8.7 and 10.1 respectively; and the Nissan Murano at 11.7, 8.5 and 10.3. 

Only because my OCD tendencies would cause me distress if not included I’ll finish off the list of potential rivals with the new two-row Honda Passport (that doesn’t measure up to the conventionally-powered Highlander’s fuel economy) with a rating of 12.5 city, 9.8 highway and 11.3 combined; the new Chevrolet Blazer at 12.7, 9.5 and 11.3 respectively, and lastly the Jeep Grand Cherokee at 12.7, 9.6 and 11.3. 

2019 Toyota Highlander Hybrid Limited
This dual-screen parking camera featured a helpful overhead bird’s eye view. (Photo: Karen Tuggay)

The electrified portion of the Highlander Hybrid’s powertrain is made up of two permanent magnet synchronous motors, the first powering the front wheels and the second for those in back (making AWD), while a sealed nickel-metal hydride (Ni-MH) traction battery takes care of power storage. Toyota has eschewed newer, more common lithium-ion battery technology for this version of its Hybrid Synergy Drive system (it uses lighter Li-Ion tech for other battery applications), and it’s hard to argue against their long-term dependability as Toyota has used Ni-MH batteries in its Prius since that car hit the streets in 1997. Prius taxicabs have become legendary for reliability and durability, many eclipsing a million-plus kilometres without exchanging or rebuilding their batteries, while the latter is possible due to current NiMH modules being identical in size to those introduced with the 2001 Prius. 

If I can point to something negative, and then only negligibly, the regular model’s eight-speed automatic is more enjoyable to drive than the Hybrid’s electronically controlled continuously variable transmission (ECVT). Still, I’m kind of splitting hairs because I only noticed this when pushing harder than I would normally do in a family SUV like this. Under normal conditions, such as driving around the city or cruising down an open freeway the ECVT is brilliantly smooth and even quite nice to flick through the “gears” thanks to sequential shifting capability via stepped ratios that copy the feel of a conventional automatic transmission. 

2019 Toyota Highlander Hybrid Limited
The leather is high grade and comfort is a Highlander strong point. (Photo: Karen Tuggay)

The Highlander Hybrid’s electric all-wheel drive system works well too, both on rainy streets and also in a snow packed parking lot I managed to find up on a local ski hill. Its prowess through slippery situations makes sense, as Toyota’s been perfecting this drivetrain since the first 2006 Highlander Hybrid arrived on the scene, and after spending week’s at a time with all of its variations through its entire tenure I’ve certainly never experienced any problem that it couldn’t pull me and my family out of. 

With a price of $50,950 (plus destination and fees) in base XLE trim the 2019 Highlander Hybrid isn’t inexpensive, while this top-line Limited is even pricier at $57,260, but it’s certainly not the loftiest price in this class. For instance, a similarly equipped 2019 Chevrolet Traverse High Country starts at a whopping $60,100, while the only slightly more premium-like 2019 Buick Enclave Avenir hits the road at $62,100, neither of which provides any type of hybrid electrification at all. I don’t know about you, but the Highlander Hybrid Limited’s price is starting to look quite reasonable. 

2019 Toyota Highlander Hybrid Limited
The second-row is roomy and very flexible. (Photo: Karen Tuggay)

Incidentally, pricing for all crossover SUVs mentioned in this review can be found right here at CarCostCanada, including their various trims, packages and standalone options, while you can also find money saving rebate information and really useful dealer invoice pricing that could save you thousands (for your convenience I’ve turned the name of each model mentioned in this review into a link to its pricing page). 

Right about now I’d normally go on and on about all the features in those trims, packages and options when it comes to this Highlander Hybrid Limited, but I recently covered it all in a two-model road test review of a 2018 Highlander V6 AWD Limited and a 2018 Highlander Hybrid Limited, and being that nothing has changed since then, other than the upgrade to LED fog lights, go ahead and check out all the details here. 

In essence, despite the current Highlander’s age you could do a lot worse in this segment. It provides plenty of power, a comfortable ride, good road manners, near premium interior quality that even includes fabric-wrapped roof pillars from front to back, as well as soft-touch surface treatments galore, an attractive colour-filled primary instrument cluster (that includes loads of unique hybrid controls), a decent centre-stack infotainment interface that only looks dated because of Toyota’s superb new Entune touchscreen, a spacious, comfortable three-row passenger compartment, tons of cargo capacity, excellent expected reliability, and awesome fuel economy. 

2019 Toyota Highlander Hybrid Limited
Hauling cargo is not a problem. (Photo: Karen Tuggay)

I suppose the only reason I can give you not to choose a 2019 Highlander Hybrid over one of its competitors is the upcoming 2020 Highlander Hybrid, although now that the new one is on the way you’ll probably be able to get a much better deal on this outgoing 2019. You’ll need to look at your own budget and then decide how you want to proceed, but either way don’t forget to use CarCostCanada for rebate info and dealer invoice pricing, so you can get the best possible deal. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay