With the release of these swoopy artist’s renderings Volkswagen has announced the virtual world première of its updated 2021 Arteon four-door coupe will occur on June 24th, and along with scant information about the new car is the revelation of a new body style.
The blue car on the left is indeed a sport wagon, although despite having four doors plus a rear liftgate, and therefore being similar in concept to the Porsche Panamera Sport Turismo, Volkswagen has dubbed it a Shooting Brake, which is normally a term given to a two-door wagon with a rear hatch like Ferrari’s 2011–2016 FF or the classic 1972–1973 Volvo P1800ES (although Mercedes-Benz called its four-door CLS sport wagon a Shooting Brake when it debuted for 2012, which was followed up with a 2015 CLA Shooting Brake).
Just like those elongated Mercs, however, the five-door VW won’t be coming to Canada or the U.S., leaving we North American with only getting the four-door fastback variant, but selling such a niche vehicle in our markets is already a risky business proposition as clearly shown in the car’s sales figures.
Despite the Arteon’s stylish sheet metal and nicely sorted interior, the slick VeeDub only found 456 buyers throughout all of calendar year 2019 (albeit deliveries only started in March), which put it in last place within the mainstream mid-size sedan class. VW’s Passat, the Arteon’s more upright, practical and affordable four-door counterpart managed to stay one position ahead with 672 deliveries last year, but bringing up the rear was nothing for Volkswagen’s Canadian division to be excited about.
Yes, it was the ninth year of the outgoing eighth-generation model, and therefore as long in the tooth as anything in this segment has ever been, but that not updating this important model was Volkswagen’s fault to begin with, so being last amongst conventional mid-size sedans was inevitable. Also notable, VW’s poor Passat and Arteon sales occurred well before we were facing all of the current health, social and economic problems.
It’s difficult to say whether a slowdown in Q1 2020 Arteon sales had much to do with the just-mentioned issues or was instead a self-imposed reduction of inventory ahead of the refreshed 2021 model, but either way VW only managed to sell 81 units in Canada for the first three months of this year, but the automaker’s Ajax, Ontario office would have been happy to see deliveries of the all-new Passat increase during the same quarter, the model’s 523 unit-sales nearly as strong as the entire year before.
While it might at first appear like the Passat’s stronger Q1 sales results could be a good sign for the new Arteon, at least when not factoring in the aforementioned health, social and especially economic problems, nobody’s complaining about the 2019-2020 Arteon’s styling. In fact, it already shares many of the design cues of the new Passat. Of course, the artist’s rendering looks longer, lower, wider and leaner than today’s car, which is normal for these types of cartoon-like creations, so before getting all excited it’s probably best to visually squish the eye-popping drawing back into more reasonable proportions, and while you’re at it reduce the size of the gargantuan wheels. Once this is done the 2021 model will probably appear a lot like today’s version, other than its updated front grille and reshaped front fascia, not to mention similarly minor changes provided at the back.
The current Arteon cabin is the nicest available in the 2020 Volkswagen fleet, or at least the one offered here, and although we shouldn’t expect any radical changes VW does promise its newest modular infotainment matrix 3 (MIB3) system for quicker app processing, enhanced connectivity, better functionality, and improved entertainment overall.
VW will also make its “highly assisted” Travel Assist system available, which is similar to the hands-on-the-steering-wheel, self-corrective, semi-autonomous driver assist technologies already on offer by other brands. Likewise, Travel Assist was designed for highway use, and to that effect so-equipped 2021 Arteon models will be able to apply steering, accelerating and braking inputs autonomously at speeds up to 210 km/h (130 mph), as long as the driver remains in control.
Of course, such advanced technologies could very likely add considerable sums to the price of this already expensive sport sedan, which at $49,960 isn’t exactly entry-level. This said, the Arteon’s key four-door coupe rival, the Kia Stinger, comes close to $45k in base trim and nearly $50k when loaded up, but Canadian buyers obviously believe it delivers better value as they purchased 1,569 examples last year. It’s approximate $5k discount and stronger base and optional engines, not to mention fuller load of features in all trims, would’ve likely been important differentiators, plus the South Korean model handles well, includes near-premium interior quality, and isn’t hard on the eyes.
In case the current Arteon has caught your eye, you can get your hands on a 2019 example for quite a bit less than the manufacturer suggested retail price right now. In fact, a quick glance at our 2019 Volkswagen Arteon Canada Prices page shows up to $5,000 in additional incentives available, while the 2020 Arteon is being offered with zero-percent factory leasing and financing rates. Then again, a quick check of our 2019 Kia Stinger Canada Prices page will inform of additional incentives up to $5,000, while four-door coupe buyers interested in the latest 2020 Stinger can get up to $4,000 in incentives. To learn more about these savings and gain access to manufacturer rebate info and even dealer invoice pricing, read this short article about how a CarCostCanada membership can save you thousands on your next purchase of any vehicle. And while you’re at it, make sure to check out our mobile app at Google’s Play Store and Apple’s iTunes store, which is ideal for accessing all the info above while shopping.
As for more on the 2021 Arteon, check this spot later this month and we’ll have all the most important details.
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.
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.
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.
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.
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.
Speaking of staying safe, 2018 and 2019Prius 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.
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.
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.
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.
Canada’s compact car class is amazingly competitive, but due to regularly enhancing its exterior design, massive improvements in cabin refinement, major gains made to its infotainment systems, and never-ending faith in its unique horizontally-opposed powertrain that connects through to standard all-wheel drive, Subaru has kept its Impreza wholly relevant at a time when competitors are cancelling their small cars.
News of discontinued models never goes over well with auto enthusiasts, even if the car in question is a rather mundane econobox. After all, the same marketplace sentiment that caused General Motors to axe the Chevrolet Cruze and its Volt EV counterpart is also responsible for the elimination of the Ford Focus along with its two sportiest trim lines, not to mention the once fun-to-drive Alfa Romeo-based Dodge Dart a few of years back. And these four are merely in the compact class; with many others falling by the wayside in the subcompact and full-size passenger car segments as well, all making way for new crossover SUVs and electric vehicles.
Subaru produces a full sleight of crossovers, its best-selling model being the Crosstrek that’s based on the Impreza 5-Door in this review. I happen to like that innovative little CUV very much, but I’m also a fan of compact wagons, which is pretty well what the Impreza 5-Door is.
We can call it a hatchback or maybe a liftback to make it seem sportier, but in reality the Impreza 5-Door is a compact wagon. Without doubt someone in Subaru Canada’s marketing division would rather I didn’t call it that, but they should also be aware enough to know this Japanese brand has a faithful following of wagon lovers. The Outback is little more than a lifted Legacy Wagon after all, the five-door Legacy unfortunately no longer available in our market.
The Impreza’s styling was improved with its most recent redesign in 2016, and it truly looks more upscale, even in its less expensive trim lines. This Sport model get fog lights and LED-enhanced headlamps even though it’s merely a mid-range trim, not to mention extended side sills, a discreet rear rooftop spoiler, and stylish LED tail lamps, while machine-finish double-Y-spoke 17-inch alloy wheels with black-painted pockets underpin the sophisticated look.
Subaru produces the Impreza in two body styles, the second being a 4-Door sedan, but this 5-Door is the more popular option in the Canadian market. Both look good and serve their purpose well, and by that I don’t just mean the satisfaction of personal tastes, as the four-door provides the security of being able to lock valuables away in a trunk, and the five-door has more room for loading cargo. The sedan’s trunk can only carry 348 litres of gear, which while not all that bad for a compact sedan is nowhere near as accommodating as a hatchback. Case in point, the Impreza 5-Door’s 588 litres of cargo carrying capacity behind the second row of seats makes it much more useful, and that usefulness only gets better when dropping its 60/40-split rear seatbacks down to open up 1,565 litres of available space.
The model tested for this review was a 2019, and yes I’m quite aware that the 2020 Impreza is already available, and therefore this review won’t be helpful for very long. Still, consumers willing to opt for a 2019 Impreza can save up to $2,500 in additional incentives (at the time of writing), as seen right here on our 2019 Subaru Impreza Canada Prices page, while folks wanting the updated 2020 Impreza can only access up to $750 in additional incentives, unless of course they become CarCostCanada members and take advantage of dealer invoice pricing that can save them thousands.
For 2020, Subaru is making its EyeSight suite of advanced driver assistance systems standard with Imprezas featuring automatic transmissions, but take note that EyeSight is only available with this Sport trim and the top-line Sport-tech model for 2019. The car tested didn’t include the advanced features, which means that it was missing pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, and adaptive cruise control. Subaru is making its Starlink connected services package available for 2020 too, and it’s included with most Impreza trims, while the new model’s styling has been updated on 4- and 5-Door body styles.
Nothing changes with respect to trim lines from 2019 to 2020, with the Impreza’s four trims remaining Convenience, Touring, Sport and Sport-tech. Model year 2019 4-Door pricing ranges from $19,995 to $30,195, whereas the 5-Door can be had from $20,895 to $31,095. The Impreza’s base price stays the same for 2020, but some pricing in between increases, with the new 5-Door adding $100 to its new $20,995 base price, and the top-line Sport-tech trim costing $30,795 for the 4-Door and $31,695 for the 5-Door.
The 2019 Impreza Sport 5-Door being reviewed here has a retail price of $25,395, but take note the new 2020 version will increase its price to $26,195. Like its two lesser siblings the Sport can be had with a five-speed manual transmission or an available Lineartronic CVT (continuously variable transmission) with standard steering wheel shift paddles, the latter how Subaru upgraded my test car. As usual, the brand’s Symmetrical AWD is standard equipment, which not only makes the Impreza the only car to feature standard AWD in the compact segment, but also one of the only vehicles in this class with available AWD period.
To clarify, Mazda recently showed up with AWD for its compact 3, while the latest Toyota Prius now can be had with an electrified e-AWD setup. VW will offer its Golf Alltrack crossover wagon until it sells out (sadly it’s been discontinued), but to be fair it’s more of a Crosstrek challenger as it is, while the brand’s Golf R competes directly with the Subaru WRX STI.
Volkswagen in mind, am I the only one to find it odd that this relatively small Japanese automaker has managed to keep the German brand’s horizontally opposed engine design relevant for all of these decades? Subaru has long made the boxer configuration its own, now sharing it only with Porsche and, occasionally, Ferrari, with its newest 2.0-litre, DOHC, 16-valve four producing a dependable 152 horsepower and 145 lb-ft of torque by means of direct injection, dual active valve control, and electronic throttle control. This is considerably more engine output than most rivals’ base engines, with in fact just three competitors make more power, and then not much more, plus just four putting out greater torque.
On the road, the Impreza performs strongly in a straight line, from a standing start all the way up to highway speeds. Its torquey engine works really well with the CVT that provides particularly smooth, linear power, while the paddle shifters are helpful when downshifting mid-corner. Still, the engine and transmission combination worked best when left on its own. Also smooth, Impreza’s ride is excellent, while its capability through the curves is typical of its fully independent front strut and rear double wishbone suspension layout, improved with stabilizer bars at each end.
The Impreza therefore offers up a more sophisticated suspension setup than a number of its peers that incorporate less expensive torsion bar designs in back, and this is truly noticeable when driving it hard through fast-paced corners on less than ideal stretches of pavement. Instead of experiencing the rear end hopping over the uneven tarmac, my tester’s 205/50R17 all-seasons remained planted on course, the little wagon making its rally race-bred heritage apparent through each and every turn.
This was when I looked down at my tester’s centre console and longed for the standard five-speed manual gearbox, as it would have been more fun to drive and likely quicker as well, but as it was the paddle shifters worked well when more revs were required, even though they come hooked up to a CVT. It worked well enough, actually, that I’d even consider choosing the CVT if this one was staying in my personal collection, not only because it’d make city driving easier, but also because the automatic is better on fuel, with an estimated rating of just 8.3 L/100km in the city, 6.4 on the highway and 7.5 combined, compared to 10.1 city, 7.5 highway and 8.9 combined for the manual.
While a great car to drive, the Impreza is wonderfully comfortable too, and not only because of its smooth ride. The front seats provide very good adjustability, but oddly the driver’s seat doesn’t have any lumbar adjustment in Sport trim. The seat is inherently supportive, thankfully, and due to plenty of reach from the tilt and telescoping steering column it was easy for me to get myself into an ideal driving position for good control of the leather-clad steering wheel and metal sport pedals. The steering wheel’s rim is shaped perfectly for a comfortable feel, while all the switchgear needed to control its audio, phone, cruise, and trip/multi-information display systems are on its spokes.
Unlike the majority of challengers, the Impreza’s mostly analogue instrument cluster simply divides its primary dials with a coloured TFT display for speed, gear selection, real-time fuel economy, the fuel level, plus the odometer and trip mileage readouts. Alternatively, Subaru houses the full multi-information display in a hooded 4.2-inch colour monitor on top of the centre dash. It incorporates a lot of information, with its top half-inch portion showing a digital clock, interior temperature reading, climate control settings, and the outside temperature, while the larger lower section can be organized as per a driver’s preference, with the options being audio system info, real-time fuel economy and projected range, all-wheel drive power distribution, a row of three digital gauges including water temperature, oil temperature and average speed, plus more.
The multi-information display’s quality of graphics and display resolution has made big gains this generation, but Subaru’s most impressive upgrades in recent years have been made to over in-car infotainment, specifically the main touchscreen on the centre stack, plus and host of functions. Choosing Sport trim means the centre display increases in size from 6.3 to 8.0 inches, while it’s also an ultra high-quality touchscreen with clear definition, beautifully vibrant colours, and wonderfully rich contrasts. Subaru’s tile design is attractive, with big colourful “buttons” overtop a starry blue background that-style graphic layout looks good and is really easy to operate, with its main features being radio, media, phone, apps, settings, and the automaker’s Starlink suite of apps. Navigation isn’t part of Sport trim, but Android Auto and Apple CarPlay is, and by integrating your smartphone can provide route guidance. The apps panel features Aha and iHeartRadio, plus two USB ports and an auxiliary plug provide smartphone connectivity. The reverse camera is good too, benefiting from active guidelines.
All heating, ventilation and air conditioning controls are located on a dedicated interface just under the centre display, while single-zone automatic climate control comes standard with Sport. It operates via three dials and two buttons, but don’t look there for the two-way seat heaters that get controlled via a pair of rocker switches on the lower console. This said, even in their hottest settings they don’t feel anywhere near therapeutic.
Subaru doesn’t provide a heatable steering wheel rim in Sport trim, which was a disappointment, but not as disappointing as not being able to get rear seat heaters in any trim at all. This is unusual for a car that would make an excellent family ski conveyance during the coldest season, but just the same the Impreza Sport 5-Door’s rear quarters were nicely furnished, although strangely without secondary air vents.
It’s plenty spacious in the rear passenger compartment, however, with about eight inches of room ahead of my knees when I sat behind the driver’s position that was set up for my five-foot-eight, short-torso, long-legged body type. I also had plenty of space to stretch my legs out with my feet below the front seat, while there was ample side-to-side either room along with a nice wide folding centre armrest with the usual two cupholders integrated within. Finally, I had approximately three inches of air space over my head, making the back seat a viable option for six-footers. The rear window seats also provide good lower back support, which I suppose makes it easier to look past the rear quarter’s lack of amenities.
Speaking of the seats, my Sport trim tester’s cloth upholstery is mighty attractive, made up of a sharp looking patterned insert flanked by grey bolsters featuring contrast stitching. I have to say, every Impreza generation makes major strides in cabin refinement, with this most recent fifth-gen model a much more inviting place for driver and passengers with respect to materials quality and overall styling. One look at the contrast-stitched, leather-like pliable composite dash top and you’ll be impressed, this easily as good as this compact segment gets. The high-end surface treatment even flows down the right side of the centre stack and gets duplicated on the left section as well. It’s stunning.
The door uppers get a similarly soft synthetic covering whereas the armrests felt like real stitched leather. Subaru spruces things up further by adding carbon-fibre-like inlays, satin-silver/grey accents, chrome embellishment and more, while the interior buttons, knobs and switches are fitted tightly throughout the interior.
I’ve already spoken about the cargo compartment’s impressive capacity, with its average amount of space behind the rear seats and better-the-average volume when they’re flattened, but I wish Subaru had included a 40/20/40-split instead of the 60/40 divide, or at least a centre pass-through. I know owners in this class are used to squishing their rear passengers into the 60-percent portion when loading longer items like skis in back, but there’s a much more elegant way that Subaru should adopt in order to further differentiate itself from most compact rivals. The Impreza does include a retractable cargo cover for hiding valuables, and it’s housed within a well-made, good looking aluminum cross-member that’s easy to remove.
All in all, I could see myself owning an Impreza 5-Door at some point, if I ever choose to give up this career and am forced to purchase a new car. It’s an ideal size for me, provides enjoyable performance and agreeable comfort combined with good fuel economy, is rated highly from a reliability standpoint, and is much more refined than many in this class. I like that its infotainment system is now in the top 10-percent of this segment, and even though I would have appreciated some additional features in my Sport test model, I drove a top-tier Sport-tech version couple of years ago and found it even more appealing than this model. All things said, the Impreza is a car you should consider seriously.
Hyundai’s Veloster could easily be seen as an automotive anomaly, a sports coupe cum four-door hatchback that doesn’t quite fit in to either category, but I see it as a best-of-both-worlds alternative, a sporty two-door coupe when seen from the driver’s side and a low-slung four-door liftback from the passenger’s side.
There’s good reason that such a small number of volume-branded compact sport coupes remain in today’s car market after all. Owners eventually tired of stuffing family and friends into their abbreviated back seats, so they purchased sporty four- and five-door alternatives instead. These days, even the legendary VW Golf GTI is only available with four doors and a hatch, but instead of ultimately conforming to such wagon-like levels of pragmatism, Hyundai adapted General Motors’ 1999 Saturn SC’s terribly executed yet brilliantly idea, which included a single door on the passenger’s side and a second rear-hinged half-door on the driver’s side for easier rear seat access, by adding a conventionally-hinged rear door to the more appropriate passenger’s side for easier entry from the curb.
During its first full calendar year of 2012, Canadian Veloster sales were fairly strong at 5,741 units, but they’ve steadily tapered off since resulting in a low of 1,077 units in 2018, but thanks to a total redesign for this 2019 model year the second-generation Veloster has found 36.6 percent more buyers than it did during the first 10 months of 2018, resulting in 1,295 deliveries as of October 2019. Still, that’s nothing to get excited about in a market that saw Hyundai sell 25,894 Tucson compact SUVs during the same time period, let alone 33,670 Elantras, while a recent downturn of just 279 Velosters sold during Q3 of 2019, representing a plunge of 55.1 percent compared to the same three months of 2018, isn’t the kind of response the brand wants to see for a completely redesigned model, so we’ll need to watch closely to find out how it fares during Q4.
Before Hyundai decides to transform the Veloster into a mainstream version of Mercedes’ new GLC Coupe in order to keep its sporty dreams alive while the entire globe realigns its interests away from cars towards crossovers and SUVs (kind of like how Mitsubishi did with its Eclipse Cross), those who still appreciate the lower centres of gravity and inherently better cornering prowess allowed by cars should be made aware of the new Veloster’s transformation from a torsion beam rear suspension to an independent multi-link design, the revision completely improving its at-the-limit handling and ride quality.
The updated Veloster’s undercarriage is much more compliant, resulting in a more comfortable city cruiser with less commotion over rough, uneven tarmac, yet the compact coupe still feels firm enough to come off like a sports car. Nevertheless, despite its more comforting suspension tuning the new Veloster Turbo is a lot more capable through fast-paced corners, particularly noticeable over mid-apex bumps and potholes that would’ve unsettled the previous car. Now you slice through the turn with less worry about the shape of the pavement below, its rear suspension now capable of absorbing such irregularities without losing grip.
Base Velosters come standard with a 2.0-litre four-cylinder engine making 147 horsepower and 132 lb-ft of torque, driving the front wheels through a standard six-speed manual or optional six-speed automatic transmission, while the Veloster Turbo tested here utilizes a 1.6-litre turbo-four capable of 201 horsepower and 195 lb-ft of torque. A six-speed manual gearbox remains standard, as witnessed here in the photos, but buyers wanting less daily hassle can opt for a new seven-speed dual-clutch EcoShift DCT automatic with steering wheel paddles. I’ve driven the previous six-speed DCT (in 2014, 2015 and 2016) and found it shifted quickly enough while offering smooth operation during day-to-day commutes, so it make sense the new seven-speed version provides the same level of drivability with the addition of a taller final gear to improve fuel economy, but I’d personally save $1,500 by opting for the manual and enjoy the benefits of rowing through the gears myself.
It really is a nicely sorted six-speed manual, with an easy, progressive clutch that’s well matched to the torquey turbo-four. Max twist arrives at just 1,500 rpm and maintains boost all the way to 4,500, while maximum thrust arrives at 6,000 rpm before the engine spins to its 7,000 rpm redline (or just above). Activating the optional “SPORT” button just next to the shift lever immediately transforms the Veloster Turbo from an enjoyably tame economy coupe to a seriously fun performance machine, so a move up to the Tech package is well worth it.
Before itemizing standard and optional features, we should talk fuel economy. I know the Veloster is a performance model, but even those looking to save at the pump might want to consider this sporty little car, especially the Turbo. Yes, despite its stronger performance the Turbo is better on fuel (as long as you don’t lay into the throttle too often), with a manual transmission comparo showing 9.4 L/100km in the city, 7.0 on the highway and 8.3 combined for the Turbo, next to 9.4 city, 7.1 highway and 8.4 combined for the base model. The Turbo looks even better when comparing automatic transmissions, at 8.5 city, 6.9 highway and 7.8 combined for the quicker car against a respective 9.1, 7.1 and 8.2.
Now that we’re being so practical, the rear tailgate opens up nice and high, plus it’s wide enough to fit in large items. The cargo area isn’t as sizeable as most of its compact hatchback rivals, but compared to challenging sport coupes it’s very accommodating. In fact, it measures 565 litres (20 cubic feet) behind the rear seatbacks, or approximately the size of a large sedan’s trunk, while it’s also 125 litres (4.4 cu ft) larger than its 440-litre (15.5 cu-ft) cargo compartment. If you need more storage you can drop the back seats down, their uniquely configured 66/33-split design making more sense for a car only capable of seating two rear passengers. With both seats lowered the Veloster can manage up to 1,260 litres (44.5 cu ft) of what-have-you, which once again is a major improvement when compared to the 982 litres (34.7 cubic feet) offered by the outgoing generation.
The lengthy driver’s door and proximity keyless access make entering to the driver’s seat easy, while the two passenger-side doors means that no one coming along for the ride needs to compromise. Certainly, the first rear passenger to sit down must slide along the seat to find the other side, making me wish Hyundai hadn’t added a fixed centre console with cupholders in the middle, and while a folding centre armrest would’ve worked better, it wasn’t all that difficult to get over and does provide some helpful convenience when seated.
After positioning the driver’s seat for my five-foot-eight, long-legged, short-torso body, I was left with approximately four to five inches in front of my knees, as well as plenty of space for my feet, but it was a bit tight for my toes below the driver’s seat. Still, I had ample room to move around from side to side, plus about three inches over my head, making me confident that those under six feet should find it spacious enough in back.
The rear seats are carved out like buckets too, providing decent lateral support and good lower back comfort. Other than rear window switches there aren’t any rear amenities, while the side armrests will be the only padded surfaces you’ll be able to find (seats and carpets aside).
Such is true for those up front as well, this shortcoming my only serious complaint with the new Veloster. I understand that we should expect too much in this category, but Hyundai normally punches above its weight in the compact class, so I expected them to do more with this redesigned model. As it is, the new Veloster offers no soft-touch composite surfaces, but the mostly attractive matte textured plastics provided a nice upgrade over the otherwise glossy hard plastic cabin.
Most peoples’ eyes will naturally gravitate to the red on black front sport seats anyway, and I must say the one for the driver was as comfortable and supportive as it looks. While not included full powered actuation, its optional two-way powered lumbar support was a useful addition that nearly met the small of my back perfectly. Ergonomics are also good, with the long reaching tilt and telescopic steering column a good match to the six-way adjustable driver’s seat, plus the seat heaters and warming steering wheel came on fast and stayed hot.
Quickly pressing the start/stop button on the instrument panel ignites the engine while prompting a head-up display to power upwards from within the cowl covering the primary gauges. I initially found it slightly distracting, because it’s right in the line of sight, but when choosing sport mode it placed a cool tachometer graphic on the screen that was useful when pushing the engine to redline, while I eventually learned to look past it the rest of the time. The mostly analogue gauge cluster noted a moment ago is easy to see in any light and features a colour multi-information display at centre, while the switchgear on the steering wheel, plus all the buttons and knobs to the left and right of the steering column were good quality, nicely damped, and within easy reach.
Ditto for the infotainment display, but the only button next to the screen turned on the hazard lights. Instead, the touchscreen’s analogue controls are lower down the centre stack, in between the audio system’s power/volume and tuning/scrolling dials, although I found myself using the steering wheel switches and touchscreen for the majority of features.
Due to Hyundai adding the $3,000 Turbo Tech package, which includes the aforementioned head-up display unit, the leather upholstery, the driver’s seat lumbar support, and the Sport mode, plus rain-sensing windshield wipers, rear parking sonar, and the automatic HVAC system, which incidentally comes with automatic defog, my tester had a larger 8.0-inch display featuring embedded navigation plus excellent (for the class) sounding eight-speaker Infinity audio with an external amplifier.
Before getting ahead of myself, you can get into the 2019 Veloster for just $20,999 plus freight and fees before discount, with the Turbo starting at $25,899. The Turbo Tech package ups the price to $28,899, while a $500 Performance package was added to my tester, including sportier 18-inch rims encircled by 225/40 Michelin Pilot summer-performance rubber.
This said, even base Velosters get 18-inch alloy wheels, as well as auto on/off headlamps, LED daytime running lights, power-adjustable and heated side mirrors, remote access, a heated and leather-wrapped multifunction steering wheel, tilt and telescopic steering, cruise control, powered windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Android Auto and Apple CarPlay, a backup camera with active guidelines, six-speaker audio, Bluetooth hands-free phone and audio streaming, a leather-clad shift knob, heatable front seats, a manual six-way driver’s seat, a four-way front passenger seat, blind spot detection with rear cross-traffic alert, all the usual active and passive safety features, etcetera.
The Veloster Turbo upgrade adds LED headlamps, LED side mirror turn signals, LED tail lamps, a special grille plus extended side sills, proximity entry with pushbutton star/stop, a 4.2-inch TFT multi-information display instead of a more conventional 3.5-inch trip computer, a big power moonroof, silver vent bezels, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, plus more.
I could go into colour options and more, but considering this 2019 model is being replaced by the 2020 version while this review is being published, you’ll have to get what you can if wanting to avail model year-end discounts as well as 0-percent financing (the 2020 model was available with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more right here at CarCostCanada, where all trim, package and individual option prices are itemized, as well as manufacturer rebate info and otherwise hard to get dealer invoice pricing that could save you thousands.
If you like the idea of the new Veloster but were hoping for more performance, you may also want to consider new N trim. It includes a new 2.0-litre turbo-four with 275 horsepower and 260 lb-ft of torque, and comes exclusively with a six-speed manual featuring downshift rev matching. An electronically controlled limited slip differential helps put the power down to the pavement, while an electronically controlled suspension support a big set of 19-inch alloys on 235/35 Pirelli summer-performance tires. Also included are Normal, Sport, N and Custom drive mode selections, while a driver-adjustable active exhaust system makes this ultimate Veloster even more exciting to drive. Even its fuel economy is decent at 10.6 L/100km city, 8.3 highway and 9.5 combined, while it starts at just $34,999.
Notable when comparing 2019 to 2020 Velosters, the new base model won’t be available with a manual transmission anymore, which will only cause performance purists and custom tuners to feel a bit miffed. This change causes the 2020 Veloster’s base price to go up by $1,400 to $22,399, with the cheapest manual now the $27,499 Turbo.
Also important to note, Hyundai has modified its trim naming scheme for 2020, eliminating the GL and Tech designations from the 2019 model while adding Preferred and Luxury to the 2020. The 2020 Veloster N remains a single-trim car for the same price, although those searching for it on CarCostCanada will need to choose it as a separate model from the regular Veloster line.
Whether opting for a 2019 or 2020 model, an old GL, Tech or N, or the new Preferred, Luxury or N trim, the new second-generation Veloster is a much more advanced car than its predecessor. It still combines an extremely sporty look with a very practical layout, but now mixes in stronger performance, newer electronics, and new features, resulting in one of the smartest urban runabouts currently available.
There have been a lot of cancelled domestic sedans as of late, but rest assured this Buick Regal isn’t going anywhere soon.
FCA initiated the process by chopping its Dodge Dart and Chrysler 200 a couple of years ago, which was quickly followed by near simultaneous announcements from both Ford Motor and General Motors that their car lineups would soon be cut back, with the blue-oval and its Lincoln luxury division eliminating every car but Mustang, and GM more modestly cancelling its Chevrolet Cruze, Volt, Impala, Buick LaCrosse, Cadillac CT6 and XTS. With the Chevy Malibu Hybrid slated for cancellation after this 2019 model year, there’s some talk about whether the conventionally powered version will last much longer, but so far this is just gossip.
The Malibu is a very good mid-size sedan that I’d be sorry to see leave, truly competing well against its mainstream volume peers, and that car’s relevance is probably why we still have the Regal. The two share core underpinnings, and while there’s no performance-tuned Malibu SS to match the Regal GS’ vigor off the line or through the curves, it’s a car I could happily live with.
GS trim is top of the line for Regal, so along with plenty of luxury features, its 310-horsepower V6 and other go-fast goodies easily make it one of the sportiest mid-size family sedans available. It’s also not technically a sedan, but rather a five-door hatchback or liftback, Buick choosing to name it Sportback. It’s hard to tell it’s a hatch instead of the usual trunk, but given a little time with one you’ll quickly appreciate how versatile its load-hauling capabilities are.
Speaking of practicality, Buick makes a raised five-door sport wagon/crossover variant (similar in purpose to the Subaru Outback and Volvo V90 Cross Country) for the U.S. market (plus Europe, under the Opel and Vauxhall brands, as well as Australia and New Zealand where the two body styles are sold as the Holden Commodore). In the U.S. it’s called the Regal TourX, and I have to say it’s a smart looking car that I wish we had here, but no doubt it’s not available due to low potential sales. GM’s Chinese division has no problems selling cars, Regals in particular, but nevertheless they chose not to offer the TourX either, choosing to only go with this four-door coupe-like sedan instead.
Its styling should be attractive to most, as should its impressive performance, but nevertheless this Regal remains one of the least popular cars in its mainstream volume segment. Alternatively we could classify it amongst premium brands and then it might be considered more of a success. After all, with a base price of $32,045 plus freight and fees it starts $3,000 to $7,000 pricier than most rivals, pushing it closer to entry-level luxury alternatives. It should also be noted that similarly priced volume-branded mid-size sedans do about the same or worse when it comes to sales. This said, the Regal doesn’t measure up to premium status or refinement levels (the General’s Cadillac division fulfills that need), so the unique model’s low sales are understandable (see all 2019 Buick Regal pricing right here on CarCostCanada, where you can also find out about available rebates and dealer invoice pricing that could save you thousands).
The as-tested Regal GS being reviewed here starts at a very premium-level $44,045, and jumps up to $51,700 with all available features (plus a couple of useful accessories), which while very reasonable when compared to similarly sized and equipped premium-branded cars, it’s a big jump upmarket from a loaded up Toyota Camry, Honda Accord or Ford Fusion, these being the top-three sellers in the mid-size sedan segment. Its fully loaded price is only $205 more than a totally optioned out Kia Stinger, mind you, and in fact $1,880 less than VW’s loaded up Arteon.
To Kia’s credit the top-line Stinger is a 365-horsepower twin-turbo V6-powered AWD “hot-hatch” capable of sprinting from zero to 100 km/h in a mere 4.9 seconds, but the GS provides respectable acceleration of 5.6 seconds from standstill to 100km/h, which is actually better than the now-legendary Regal Grand National GNX, and about the same as the lighter weight 265-horsepower Arteon (the VeeDub weighs about 300 kilos or 660 lbs less than this Buick). These sprint times are of course estimates, with some manufacturers more conservative in their claims than others, but the GS’ 3.6-litre V6 engine’s torque rating of 282 lb-ft is likely spot on.
There are plenty of other reasons to place each of these impressive cars high on your shopping list, and many attributes that set them apart from their more conventional family sedan challengers. I won’t be tempted to make this review a full-blown comparison test, despite recently driving all of the above for a week apiece, but instead will solely concentrate on the Regal GS, while occasionally pointing out strengths and weaknesses against key competitors.
I find each of these three cars attractive from a design perspective, so styling will come down to personal preferences. The Regal looks fabulous in my books, its classic lines and overall elegance working well for me, albeit my 50-something age might have something to do with this. I particularly like this GS model’s design details.
The visual enhancements start with bold red italicized “GS” lettering on the gloss-black mesh grille insert that’s framed by a glossy black surround, which is all underscored by even more piano black trim on lower fascia. The same shiny, inky treatment highlights the lower side window trim and rear valance, this sporty appearance package complemented by aluminum-look accents on the grille, corner grillettes, upper window surrounds, and exhaust finishers. A subtle body-colour rear deck lid spoiler, and a reworked rear bumper design finish off the sporty upgrade.
Open the door and you’d be forgiven for thinking that Buick is channeling the ghost of Pontiac, as you’ll be looking at two of the most aggressive sport seats in the mid-size sedan class, not to mention a contrast-stitched, leather-clad sport steering wheel to match, complete with a flattened bottom for extra spunk. I won’t go so far say the GS’ wheel is as perfectly shaped as the Arteon’s impeccably crafted spokes and rim, or for that matter the Stinger’s shift paddle-enhanced design, but they’re all considerably better than average in this family-focused class. Like the others, Buick provides yet more piano black lacquer trim inside, plus some carbon weave-like inlays here and there, as well as aluminum-look and chrome accents elsewhere, giving the Regal true sport sedan interior design.
A partially digital primary gauge cluster features a red GS insignia on the 4.2-inch speedometer/multi-information display at centre, reminding all this is Buick’s fastest model. The graphic can be swapped for a number of useful functions via steering wheel controls.
On top of the centre stack is Buick’s latest IntelliLink infotainment system, housed in a very impressive high-resolution 8.0-inch touchscreen. Its multiple aqua-green circles on a high-contrast black background look good, and a bit more premium-like than the bright, colourful Apple-style interface in the aforementioned Malibu, which is probably fitting for Buick’s older and slightly wealthier average buyer. The system is easy to use and once again filled up with useful functions, from a big, clear reverse camera including dynamic guidelines, to a user-friendly navigation system with accurate route guidance with detailed mapping, plus all the expected audio features such as satellite/HD radio and Bluetooth streaming, phone and text message info/readouts, another panel for OnStar, a large interface for the two-zone auto HVAC system, etcetera.
A separate analogue HVAC panel provides quicker-access just below, plus switches for the three-way heated and ventilated front seats, while other items not yet mentioned that came with my Regal GS tester included a heated steering wheel, a head-up display, adaptive cruise control, auto-dimming rearview and driver’s side mirrors, two-way driver’s memory, leather upholstery, an eight-speaker Bose audio system, wireless device charging, a 4G LTE Wi-Fi hotspot, a power moonroof, passive keyless entry, pushbutton start/stop, remote start, auto-leveling LED headlamps with cornering capability, 19-inch alloys with grey-painted pockets, front and rear parking sonar, and the list goes on.
Buick also added a bevy of advanced driver assistance and safety features including autonomous forward braking with collision alert and pedestrian detection, blind spot monitoring and rear cross-traffic alert, lane departure warning with lane keeping assist, and the brand’s first-ever active hood pedestrian safety system that raises the rear section of the hood by 100 mm (3.9 inches) in order to lessen impact and help reduce injury.
That sporty Regal GS driver’s seat is also wonderfully comfortable, much thanks to four-way lumbar support, an upscale feature that doesn’t even come with some premium-branded luxury sedans. The lower cushions are extendable too, and therefore ideally cup under the knees for added comfort and support, while the sizeable side bolsters provide good lateral support and powered adjustability, making them perfect for just about any body type. Due to plenty of reach from the tilt and telescopic steering column, the Regal also provided an excellent driving position, which isn’t always the case for my long-legged, short-torso frame.
The GS’ V6 idles smoothly when it’s not turning off automatically to save fuel and reduce emissions, a very good thing, while this model’s upgraded nine-speed automatic provided quick, smooth shifts. The entire drivetrain was smooth and effortless to operate around town, on the highway, or when pushed through tighter, windy sections, but I was disappointed to learn that this sporty sedan didn’t include paddle shifters, which would have made this well sorted transmission and fully capable powerplant all the more entertaining. Instead, I pressed the Sport mode button, slotted the gear lever over to the left for manual mode, and shifted away to my heart’s content.
It’s not a Wildcat 445, but the Regal GS isn’t short of enthusiasm off the line, while the gearbox is an ideal match, shifting quick but never harshly, although I found the need of more sport from the model’s Sport mode, so I quickly changed to the GS setting, which adds a bit more weight to the steering and helps the car to feel more engaging overall. I honestly missed having steering wheel paddles, but I nevertheless adapted as required and got the most out of this well balanced four-door when some of my favourite two-lane serpentine stretches goaded me on. The GS suspension is as smooth and comfortable as anyone should want, yet it manages curves well due to active dampers that make adjustments every two milliseconds. The car’s active twin-clutch all-wheel drive system aids fast cornering further, particularly in inclement weather, while its high-performance Brembo brakes perform as boldly as they look. The GS’ fuel economy is ok considering its performance and all-wheel drivetrain, with a claimed Transport Canada rating of 12.4 L/100km in the city, 8.7 on the highway and 10.7 combined.
Of course, the GS isn’t perfect. Its turn signal stalks are some of the cheapest feeling I’ve ever experienced, due to substandard hollow plastics and loose, sloppy fitment, while Buick spent less on premium composite surfaces. There’s simply too much low rent hard plastic on the lower dash, glove box lid, and mid to lower door panels, especially for a car that passes $50k in top trim. The previously noted VW Arteon isn’t all that much better when it comes to the latter, mind you, but the Stinger does a better job posing as a luxury model. Most GS upper surface treatments are finished in appropriately soft-touch synthetics, however, while front and rear seat roominess is more than adequate, with the rear outboard seats almost as comfortable as those up front, but the moulded black plastic panel covering the rear portion of the front console was bulbous and therefore ugly looking, like it was pulled from a much lower rent vehicle, while this issue was made worse due to the car’s rather spartan rear seat features, back passengers only provided two air vents and twinned USB ports.
True, this top-tier Regal GS is a bit lacklustre when it comes to features in back. For instance, it’s devoid of heatable rear seats that are included by most others in the $40k-plus category, and these would’ve been great additions for warming up after winter ski trips, the GS being an otherwise ideal snow shuttle thanks to grippy AWD and all-round good performance on twisty mountainside roads, its roomy liftback design, and its versatile 40/20/40 split-folding rear seatbacks that would allow rear passengers to enjoy the more comfortable window seats with skis tucked down the middle. The Regal’s cargo cover is nice and weighty, feeling very well made, while rear seat releases conveniently expand the 892-litre (31.5 cubic-foot) cargo compartment into a sizeable 1,719 litres (60.7 cu ft).
Although the Regal GS could use a few more features and doesn’t quite measure up to its peers when it comes to fit and finish inside, it’s an especially good looking and highly unique offering that’s worthy of your full attention. I’m guessing you’ll enjoy its performance, and appreciate its roomy, comfortable cabin, plus its general practicality, so if you can look past its few shortcomings, it just might provide an ideal compromise between your desire of style and performance and your more pragmatic requirements.