Porsche’s Boxster is arguably the most successful new sports car to arrive on the scene in the past 25 years. It debuted in concept form at the 1993 North American International Auto Show to much fanfare, and was followed up in production trim for the 1997 model year. The rest, as they say, is history.
To mark its silver anniversary, Porsche is offering a 718 Boxster 25 Years edition for 2021 in (you guessed it) silver, but the classic colour wasn’t only chosen to represent its quarter century celebration. In fact, the original show car actually wore the same hue, as well as a similar red interior treatment. It should be noted that black and white exterior paint are also available, while gold trim complements the front fascia, side engine vents, and “25” year badge added to the rear bumper next to the usual “Boxster” script.
Such details are similar to the original prototype, with Porsche even painting the alloy wheels in the special gold tone. Sadly, the racing-style aluminum gas cap is hidden from view under a cover, instead of being fully exposed like on the original concept.
At least the new commemorative car’s power-retractable cloth roof is dyed in red like the original show model. Embosses on each front outside section is the “Boxster 25” script that also shows when the top is lowered, at which point its red interior adds to the classic look. The leather seats are red, of course, as are the door panels, with Porsche even going so far as to finish off the cabin with red carpets and floor mats that feature the “Boxster 25” insignia. Additionally, a “Boxster 25” plaque gets added to the instrument panel ahead of the front passenger, featuring 0000/1250 numbering.
Below the classic looking skin is Porsche’s ultra-advanced 718 Boxster GTS 4.0, which means that it’s powered by a 911 GT3-honed naturally-aspirated 4.0-litre six-cylinder capable of 394 horsepower and 309 lb-ft of torque when conjoined to its standard six-speed manual gearbox, or 317 lb-ft of twist when fitted to the optional seven-speed double-clutch PDK.
Sport Chrono Package enhanced, the paddle-shift prompted model can accelerate from zero to 100 km/h in just 4.0 seconds, whereas the manually geared car will need another half-second to complete the task. Similarly, the 718 Boxster manual blasts from zero to 160 km/h in 9.2 seconds, while the optional PDK variant can manage the feat in 8.7 seconds, all before topping out at 293 and 288 km/h respectively.
While the new 718 Boxster 25 Years edition might seem as if it’s too good to be true, there is one negative in that Porsche has limited production to just 1,250 examples. For this reason, you shouldn’t expect to get a discount, if you can find one at all. You may be able to qualify for zero-percent financing, however, which Porsche is currently offering on all models including the 718 Boxster and its 718 Spyder variant. Check out our 2021 Porsche 718 Boxster Canada Prices page for more info, and remember to download the free CarCostCanada app so you can access dealer invoice pricing and all of our other money saving info whenever you need it.
The new 2021 718 Boxster 25 Years is available from $106,500 plus freight and fees, while the base 718 Boxster starts at just $68,800.
Boxster 25 Years: Walkaround (6:29):
Boxster 25 Years: Forever Young (1:37):
The Boxster at 25: An Homage to its Inception (4:59):
If you’ve been reading my latest reviews here, you’ll know that I scour Canada’s retail auto network before putting fingers to the keyboard, as it wouldn’t make much sense to write about a new vehicle that’s no longer available. As it is, plenty of 2019 Ford Flex examples are still very much available despite being a discontinued model, so for those enamoured with its unusual good looks I recommend paying attention.
I’m guessing your local Ford dealer will be happy to give you a great deal on a Flex if he happens to have one still available, while CarCostCanada is claiming up to $5,500 in additional incentives for this final 2019 model.
The Flex has been in production for more than 10 years, and while it initially got off to a pretty good start in Canada with 6,047 units sold in calendar year 2009, 2010 quickly saw annual deliveries slide to 4,803 examples, followed by a plunge to 2,862 units in 2011, a climb up to 3,268 in 2012, and then another drop to 2,302 in 2013, 2,365 in 2014, a low of 1,789 in 2015, a boost to 2,587 in 2016, and 2,005 in 2017. Oddly, year-over-year sales grew by 13.4 percent to 2,273 units in 2018 to and by 9.6 percent to 2,492 deliveries in 2019, which means three-row crossover SUV buyers are still interested in this brilliantly unorthodox family mover, but it obviously wasn’t enough to make Dearborn commit to a redesign, and in hindsight this makes perfect sense because three-row blue-oval buyers have made their choice clear by gobbling up the big Explorer in to the point that it’s one of the best selling SUVs in its class.
The Flex and the outgoing 2011–2019 Explorer share a unibody structure that’s based on Ford’s D4 platform, and that architecture is a modified version of the original Volvo S80/XC90-sourced D3 platform. Going back further, the first D3 to wear a blue oval badge was Ford’s rather nondescript Five Hundred sedan, which was quickly redesigned into the sixth-generation 2010–2019 Taurus and only cancelled recently, thus you can save you up to $5,500 in additional incentives on a Taurus as well (see our 2019 Ford Taurus Canada Prices page to find out more). If you want to trace the Flex back to its roots, check out the 2005–2007 Freestyle that was renamed Taurus X for 2008–2009.
Those older Ford crossovers never got the respect they deserved, because they were comfortable, well proportioned, good performers for their time, and impressively innovative during that era too. The Freestyle was the first domestic SUV to use a continuously variable transmission (CVT), at least as far as I can remember, and it was one of the biggest vehicles to do so up that point (Nissan edged Ford out with its Murano by a couple of years). Interestingly, Ford soon stopped using CVTs in its large vehicles, instead choosing a six-speed automatic for the Flex and the fifth-generation Explorer, which is a good thing as it has been a very dependable gearbox.
Mechanicals in mind, the Flex continues to use the same two versions of Ford’s popular 3.5-litre V6 that were offered in the original model. To be clear, the base Duratec engine, which produced 262 horsepower and 248 lb-ft of torque before 2013, after which output increased to 287 horsepower and 254 lb-ft of torque. The base engine pushes the three-row seven-passenger crossover along at a reasonably good pace, but the turbocharged 3.5-litre Ecoboost V6 that became optional in 2010 turned it into a veritable flyer thanks to 355 horsepower and 350 lb-ft of torque, while an additional 10 horsepower to 365 has kept it far ahead of the mainstream volume branded pack right up to this day.
That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.
Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.
The transmission is probably best left to its own devices if you want to get the most out of a tank of fuel no matter which engine you choose, and to that end the Ecoboost V6 is the least efficient at 15.7 L/100km in the city, 11.2 on the highway and 13.7 combined, but this said it’s not that much thirstier than the base engine and its all-wheel drivetrain that uses a claimed 14.7 city, 10.7 highway or 12.9 combined, which itself is only slightly less efficient than the base FWD model that gets a rating of 14.7, 10.2 and 12.7 respectively.
The 2019 Flex comes in base SE, mid-range SEL and top-tier Limited trims, according to the 2019 Ford Flex Canada Prices page found right here on CarCostCanada. This is where you can see all the pricing and feature information available for the Flex and most other vehicles sold in Canada. The 2019 Flex is available from $32,649 plus freight and fees for the SE with FWD, $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trims come standard with the base engine, but the Limited can be upgraded with the more powerful turbocharged V6 for an extra $6,800 (it includes other upgrades too).
Before adding additional options the retail price of a 2019 Flex Limited Ecoboost AWD is $53,249, and along with its aforementioned performance enhancements it gets everything standard with the regular Limited model, such as 19-inch silver-painted alloy wheels wrapped with 235/55 all-season tires, HID headlamps, fog lights, LED tail lamps, a satin-aluminum grille, chrome door handles, bright stainless steel beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heated side mirrors with memory and security approach lights, rain-sensing wipers, reverse parking sonar, and I’ve only talked about the exterior.
Ford provides remote start to warm it up in winter or cool it down in summer, all ahead of even getting inside, while access comes via a keyless proximity system or the automaker’s exclusive SecuriCode keypad. Likewise, pushbutton start/stop keeps the engine purring, Ford MyKey maintains a level of security when a valet or one of your children is behind the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-clad steering wheel rim with real hardwood inlays, Yoho maple wood grain inlays, power-adjustable pedals with memory, perforated leather upholstery for the first- and second-row seat upholstery, a 10-way power driver’s seat with memory, a six-way power front passenger’s seat, heated front seats, an auto-dimming centre mirror, an overhead sunglasses holder, ambient interior lighting with seven colours that include (default) Ice Blue, as well as soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, excellent sounding 12-speaker Sony audio, satellite radio, two USB charging ports in the front console bin, two-zone auto climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, blind spot information with cross-traffic alert, and more.
For a ten year old design, the Flex looks fairly up to date as far as electronics go, thanks to its Cockpit Integrated Display that incorporates two high-resolution displays within the primary instrument cluster (it was far ahead of its time back in 2009), while the just-mentioned Sync 3 infotainment touchscreen is still impressive too, due to updates through the years. It incorporates a big, graphically attractive and well-equipped display with quick-reacting functionality plus good overall usability, its features including accurate available navigation as well as a very good standard backup camera with active guidelines, albeit no overhead camera even in its topmost trim. Apple CarPlay and Android Auto smartphone connectivity is standard, however, plus the ability to download more apps, etcetera.
On top of the Limited trim’s standard features a $3,200 301A package can be added with features such as a heated steering wheel, truly comfortable 10-way power-adjustable front seats with three-way cooling, dynamic cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but note that all of the 301A features come standard already when choosing the more powerful engine, as does a special set of 20-inch polished alloy wheels, a powered steering column, a one-touch 50/50-split power-folding third row with tailgate seating, and an engine block heater.
As you may already noticed, my tester’s wheels are gloss-black 20-inch alloys that come as part of a $900 Appearance package which also includes additional inky exterior treatments to the centre grille bar, side mirror housings, and rear liftgate appliqué, plus it adds Agate Black paint to the roof and pillars, while the cabin receives a special leather-clad steering wheel featuring Meteorite Black bezels, plus an unique graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, as well as floor mats with a unique logo.
My test model’s Vista panoramic multi-panel glass roof has always been an individual option, adding $1,750 to this 2019 model, but I found it a bit odd that voice-activated navigation (with SiriusXM Traffic and Travel Link) as a standalone add-on (navigation systems usually bundled as part of a high-level trim line), while the gloss-black roof rails can also be individually added for just $130, but the roof rails, which are also available in silver, come as part of a $600 Cargo Versatility package too, which combines the otherwise $500 Class III Trailer Tow package (capable of up to 4,500 lbs or 2,041 kg of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 option), resulting in more four-season practicality.
Over and above items included in my test model, it’s also possible to add a refrigerated centre console for $650, second-row captain’s chairs with a centre console for just $150 (but I prefer the regular bench seat as the smaller portion of its 60/40-split configuration can be auto-folded from the rear), inflatable second-row seatbelts for $250 (which enhance rear passenger safety), and two-screen (on the backs of the front headrests) rear entertainment for $2,100.
Of course, many of the Limited trim’s features get pulled up from base SE and mid-range SEL trims, both being well equipped for their price ranges too, I should also mention that the Flex’s interior isn’t quite as refined as what you’d find in a new 2020 Explorer with the same options, per say. Then again I remember how impressed I was with the Flex’s refinement when it arrived 10 or so year ago, which really goes to show how far Ford has come in a decade, not to mention all of the other mainstream brands. The latest Edge, for example, which I tested in its top-tier trim recently, is likely better than the old Lincoln MKX, now replaced by the much-improved Nautilus, whereas the Flex’s cabin is more like the old Edge inside.
Therefore you’ll have to be ok with good quality albeit somewhat dated details, such as its large, clunky, hollow plastic power lock switches instead of Ford’s newer models’ more upscale electronic buttons, while there’s a lower grade of hard plastic surfaces throughout the interior too. This said its dash-top receives a fairly plush composite covering, as does each door upper from front to back, whereas the door inserts have always been given a nifty graphic appliqué, just above big padded armrests.
As you might imagine, the Flex is roomy inside. In fact, its predecessor was designed to replace the Freestar minivan back in 2007, so it had to have minivan-like seating and cargo functionality. This said the Flex’s maximum cargo volume of 2,355 litres (83.1 cubic feet) when both all rear seats are tumbled down doesn’t come close to the brand’s once-popular minivan that managed a total of 3,885 litres (137.2 cu ft) of luggage volume in its day, but it’s generously proportioned for a mid-size crossover. In fact, the Flex can manage 42 additional litres (1.5 cu ft) of total storage space than the outgoing 2019 Explorer, which was one of the biggest SUVs in its three-row segment. That said the new 2020 Explorer offers up to 2,486 litres (87.8 cu ft) of maximum cargo capacity, which improves on both of Ford’s past SUVs (Flex included).
The rear liftgate powers upward to reveal 426 litres (15.0 cu ft) of dedicated luggage space aft of the rearmost seats, which is in fact 169 litres (6.0 cu ft) less than in the old Explorer, but if you lower the second row the Flex nearly matches the past Explorer’s cargo capacity with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A nifty feature noted before allows the final row to be powered in the opposite direction for tailgate parties, incidentally, but make sure to extend the headrests for optimal comfort.
Total Flex passenger volume is 4,412 litres (155.8 cu ft), which results in a lot of room in all seating positions, plus plenty of comfort. Truly, even third row legroom is pretty decent, while headroom is lofty everywhere inside thanks to a high roofline. Ford made sure there was enough space from side-to-side too, this due to a vehicle that’ quite wide. The aforementioned panoramic sunroof adds to the feeling of openness as well, and its three-pane construction is pretty intelligent as it allows for better structural rigidity than one large opening, which is particularly important for a vehicle with such a large, flat roof. Additional thoughtful features include large bottle holders within the rear door panels, these wholly helpful at drive-thrus.
I’m guessing you can tell I like this unusual box on wheels, and must admit to appreciating Ford for its initial courage when bringing the Flex to market and its willingness to keep it around so long. I know it’s outdated, particularly inside, plus it’s missing a few features that I’d like to see, such as outboard rear seat warmers and USB charging ports in the second row, but it’s difficult to criticize its value proposition after factoring in the potential savings Ford has on the table. I’m sure that opting for this somewhat antiquated crossover might be questionable after seeing it parked beside Ford’s latest 2020 Explorer, but keep in mind that a similarly equipped version of the latter utility will cost you another $10,000 or so before any discounts, while the domestic manufacturer is only providing up to $2,000 in additional incentives for this newer SUV. That’s a price difference of more than $13,000, so therefore a fully loaded Flex might make a lot of sense for someone looking for a budget-minded luxury utility.
A month or so ago, before we all became aware of the COVID-19 outbreak, I would’ve probably recommended for those interested in buying a new Flex to rush over to their local dealer and scoop one up before they all disappeared forever, and while they certainly will be gone at some point this year I recommend you find one online like I did, and contact the respective dealership directly via phone or email. Still, doing your homework before making the call or sending the message is a good idea, so make sure to visit our 2019 Ford Flex Canada Prices page first, where you can learn about every trim and price, plus find out if any new manufacturer discounts, rebates and/or financing/leasing packages have been created, while don’t forget that a membership to CarCostCanada provides otherwise difficult to access dealer invoice pricing (which is the price the retailer actually pays the manufacturer for the vehicle). This will provide you the opportunity to score the best-possible deal during negotiation. After that, your Ford dealer will ready your new Flex for delivery.
So therefore if this unorthodox crossover utility is as appealing to you as to me, I recommend you take advantage of the tempting model-ending deal mentioned earlier. The Flex might be an aging SUV amongst the plethora of more advanced offerings, but don’t forget that this aging crossover still comes across as fresh thanks to its moderate popularity (you won’t see a lot of them driving around your city), while its long well-proven tenure means that it should be more dependable than some of its newer competitors.
Subaru has long provided a nicely balanced lineup of performance-oriented yet practical cars and crossover SUVs, with the Outback not only typifying this ideal, but together with the smaller compact Crosstrek it actually bridges the gap between family wagon and sport utility.
The Outback’s best of both world’s design means that it’s always been a strong seller for Subaru, but I think it would do even better if more mid-size crossover SUV buyers knew just how roomy it is inside. Despite its lower overall height, the Outback’s 1,005 litres (35.5 cubic feet) of dedicated cargo capacity and 2,075 litres (73.3 cubic feet) of space when the rear row is flattened is much more capable of swallowing up gear than Nissan’s Murano and Chevy’s new Blazer, while it’s on par with Ford’s Edge, Hyundai’s Santa Fe, and even Jeep’s off-road dominating Grand Cherokee.
Subaru could make it even more accommodating if they’d offer a second-row centre pass-through, mind you, or better yet 40/20/40 split-folding rear seatbacks like some premium European brands, but the Outback does include a convenient set of cargo wall-mounted levers for laying its 60/40-split seats flat automatically, while a nice retractable cargo cover and rugged available cargo mat make it a perfect companion for the majority of family hauling duties such as carting four individuals plus their ski/snowboard gear up to the slopes.
That’s when you’ll be glad for the Outback’s standard all-wheel drive, and that it’s not just any AWD system. Subaru’s Symmetrical AWD is well respected for providing an even distribution of torque to each wheel and more even weight distribution overall, not to mention a lower centre of gravity due to its lineup of horizontally opposed “boxer” engines. I’ve been test driving Outbacks since I started covering the automotive industry two decades ago, and I even spent a week in a near identical (other than colour) 2018 Outback 3.6R Limited last year, so I’ve experienced how well its AWD system works in tandem with its standard electronic traction and stability control systems to deliver go-near-anywhere capability in almost any weather condition.
Of course, the Outback is capable of climbing out of much deeper snow than the mere wisp of white surrounding our test vehicle, with many of my weeklong tests including stints up the mountain trudging through thickly blanketed snow sport parking lots and a number of trips up country to visit family, where its family of flat four- and six-cylinder engines always provided strong highway performance and enough torque to dig the car out of deep snow banks.
Back to the here and now, Subaru gave the Outback a mid-cycle update for the 2018 model year, while the Japanese brand is smack dab in the middle of launching its fully redesigned 2020 model as this review gets published, so if you decide to drive on down to your local Subie retailer you’ll probably see the latest version parked in their showroom and a smattering of new 2019s outside on the lot, the latter cars no doubt reduced in price to find homes quickly.
CarCostCanada was reporting up to $3,000 in additional incentives for 2019 Outbacks at the time of writing, while you’ll also find trim, package and option prices there, as well as rebate information and even dealer invoice pricing that could save you thousands when you sit down to negotiate, therefore you really should consider a 2019 unless you really want the updated version.
Choosing the new replacement Outback or soon to be replaced model shouldn’t solely be up to finances, unless budget limitations demand, but I still don’t see most buyers of the 2020 version sold merely on styling. After all, while they’re obviously different when seen side-by-side, the updated model is no radical departure. In fact, I’d say it’s actually less rugged looking at a time when most car-based crossover SUVs are working overtime to pretend otherwise.
Inside, it gets the mainstream volume sector’s largest centre touchscreen at 11.6 inches, positioned vertically instead of horizontal, as with this 2019 model’s still amply sized 8.0-inch touchscreen. I won’t go into too much detail about the 2020 model, being that I haven’t tested one yet, but suffice to say the new centre display could very well make moving into the latest Outback worthwhile all on its own.
Then again, I could see someone choosing a 2019 Outback just to acquire my test model’s wonderful 3.6-litre six-cylinder engine, which is sadly on its way out of the entire Subaru lineup. It has recently only been available in upper-crust Outbacks and top-tier versions of the brand’s Legacy mid-size sedan, but the advent of Subaru’s new Ascent mid-size three-row crossover SUV last year, and its lack of H6 power, initially signified an uncertain end to six-cylinder performance within blue-oval, silver star products, and now the 2020 Legacy and Outback have confirmed such.
Looking back, Subaru’s flat-six came into being as an option for the 1988–1991 XT (Alcyone VX) sports coupe, and was based on the brand’s four-cylinder of the time. It was upgraded for that model’s successor, the 1991–1996 SVX (Alcyone), a car I tested and was thoroughly impressed by way back in ’94. Next came the EZ30, which was a complete engine redesign notably nearly as compact as the EJ25 four-cylinder of the era, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more formidable 3.6-litre EZ36 available optionally for respective 2009 and 2010 models. Both versions of the EZ were used for the new Ascent’s three-row crossover SUV predecessor, incidentally, the 2006-2007 Tribeca integrating the smaller version and 2008-2014 versions using the bigger engine.
As it is, 2019 Outback engines include a base 2.5-litre four-cylinder good for 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already talked about a length, except for output figures that measure up to 256 horsepower and 247 lb-ft of torque. For 2020, the entry-level 2.5i gets a total overhaul including 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which now equal 182 horsepower and 176 lb-ft of torque, while the aforementioned Ascent’s new 2.4-litre turbocharged four-cylinder engine is optional as is its impressive 260 horsepower and 277 lb-ft of torque, which equals a small increase of 4 horsepower yet a robust 30 lb-ft of added torque over the old six-cylinder engine.
As you might expect, the updated 2020 engines are more efficient than their predecessors too, with the current 2019 Outback 2.5i achieving an estimated 9.4 L/100km city, 7.3 highway and 8.5 combined compared to 9.0, 7.1 and 8.0 for the new 2020 base engine, which is an obvious gain, while the 2019 Outback 3.6R manages a claimed 12.0 L/100km city, 8.7 highway and 10.5 combined rating compared to a much thriftier 10.1, 7.9 and 9.0 respectively for the new turbo-four. While Subaru certainly deserves credit for delivering such major gains in both efficiency and performance, I’ll miss the six-cylinder’s smooth, refined operation and throatier growl at higher revs.
The brand’s High-Torque Lineartronic CVT (continuously variable transmission) is smooth too, and thanks to its ability to shift through its eight forward “gears” just like a conventional automatic, even via steering wheel paddle shifters, it’s relatively sporty as well. Then again, when revs climb higher it’s not quite as convincing as a sport model, which meant I didn’t end up using those paddles as much as I would normally have.
Either way the Outback 3.6R is no slouch off the line and fully capable of passing slower traffic on the freeway or better yet, a winding two-lane highway, and to that end it’s a pretty good handler too, even when pushed through tight curves at high speeds, but this said it’s no WRX STI. Of course, few vehicles can keep up to Subaru’s most famous performance model, let alone tall wagons primarily designed for comforting their occupants. Its comfort-oriented attitude is why I left the Outback’s super-smooth transmission is Drive and just enjoyed the ride more often than not. Its suspension is wonderfully compliant, making it perfect for managing rough backcountry roads and trips to the ski hill, plus of course overcoming some of the worst trails anywhere, those dreaded inner-city lanes.
If I were to claim Subaru’s standard full-time symmetrical all-wheel drive as the best AWD system in the mainstream industry I wouldn’t be alone, especially when factoring in “X-MODE” that controls the engine’s output, the transmission’s shift points, the AWD system’s torque-split, plus the braking and hill descent control systems so as to overachieve when off the beaten path. Obviously the Outback won’t walk away from a Jeep Wrangler on a level 8 or 9 trail (it wouldn’t even make it five feet on a level 8 or 9 trail), but its highly advanced AWD system and better than average 220 mm (8.7 inches) of ground clearance give it an advantage over most car-based crossover competitors when the going get tough.
I’m sure you can imagine that I’m intrigued by the new 2020 Outback and want to get behind the wheel, something I’ll be doing next week. Of course, its bigger centre touchscreen will be impressive, and I’m guessing Subaru will make improvements in refinement as well. Nevertheless it’ll need to be particularly good to beat the current model’s near premium details, such as fabric-wrapped A-pillars, soft synthetic dash-top and instrument panel that’s contrast-stitched and continues all the way down each side of the centre stack, padded door uppers, inserts and armrests front to back, and its leather upholstery with contrast stitching in my near top-line Limited tester.
The Outback Limited’s leather-clad steering wheel looks and feels great, the latter thanks to ideally shaped thumb spats. The comprehensive switchgear on the 9 and 3 o’clock spokes are high-quality too, while all of the interior’s buttons, knobs and switches are good, with the audio and two-zone auto HVAC dials on the centre stack especially so.
Some of Subaru’s biggest gains in recent years have been in the electronics department, with this 2019 Outback not as mind-blowing as the 2020 model, but still on par with rivals. Both 2019 and 2020 models utilize relatively conventional primary gauge clusters sporting a circular analogue tachometer and speedometer to the sides of a tall, vertical multi-information display (MID), but the 2020 car waves goodbye to the sportier dual-binnacle motorbike-like gauge design now in use, for a much more conventional look that I find a tad disappointing when focused on base trims, but this said the 2019 model’s 5.0-inch optional MID can now be upgraded to a full 12.3-inch digital instrument cluster in the 2020 car.
What this means for those interested in the outgoing 2019 Outback, particularly in Limited and Premier trims, is a gauge cluster that’s hardly more exciting than what you’ll find in more basic 2.5i, Convenience and Touring models, but the base 3.5-inch MID gets replaced by a significantly better colour 5.0-inch version when EyeSight gets added to the mix (I’ll talk about EyeSight shortly), but turn your eyes to the centre stack and it’s a completely different story.
The most basic 2020 Outbacks start off with a 7.0-inch touchscreen, which is an upgrade from the 2019 model’s 6.5-inch centre monitor, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as noted earlier. I can understand you may have seen something even more impressive if you’ve just stepped out of the updated Outback or something premium from Germany, but my tester’s infotainment interface was still well laid out and plenty attractive due to lots of gloss black surfacing around the touchscreen so that it all blends nicely together as if it’s one oversized display, while the background graphics offer up Subaru’s trademark starlit blue night sky and bright, colourful smartphone/tablet-style candy drop buttons for choosing functions.
The backup camera is very good, helped along by active guidelines, while features include Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration. Of course, the usual AM/FM/CD/MP3/WMA audio sources can be found too, plus satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming. It all gets funneled through four speakers in lower trims and six speakers in Touring trims and above, while the latter also includes the aforementioned 1.5-inch larger touchscreen and a second USB port.
Being that you won’t be able to factory order a 2019 Outback, I won’t delve into all the trim line details, but some as yet mentioned features found in my Limited trimmed test model include 18-inch alloy wheels, auto on/off LED headlights with steering-responsive capability, fog lights, welcome and approach lights, proximity keyless access, pushbutton ignition, brushed aluminum front doorsill protectors, authentic looking matte woodgrain and silver metallic interior accents, auto-dimming side and centre mirrors, a heated steering wheel rim, three-way heatable front seats, a navigation/route guidance system, dynamic cruise control, a 10-way powered driver’s seat with power lumbar and two-way memory, a four-way power front passenger’s seat, a universal garage door opener, a great sounding 12-speaker, 576-watt Harman/Kardon audio system, a power glass sunroof, two-way heated rear outboard seats, a power rear tailgate, plus more.
Those EyeSight advanced driver assistance systems mentioned earlier include pre-collision braking, pre-collision brake assistance, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and auto high beams.
My as-tested Limited 3.6R with the EyeSight tester can be had for $41,395 plus freight and fees, which is $1,500 more than the Limited 3.6R with no EyeSight, while that model is also $3,000 more than Limited trim with the four-cylinder powerplant. A base Outback 2.5i can be purchased for just $29,295, incidentally, while additional 2019 trims include the $32,795 Touring 2.5i and $39,295 Premier 2.5i, the latter trim coming standard with EyeSight. You can upgrade Touring trim with the Eyesight package and engine upgrade, but, no-cost colour choices aside, the flat-six is the only available option with Premier trim.
The 2019 Outback’s retail price ranges from $29,295 to $42,295, but take note that up to $3,000 in additional incentives were available at the time of writing, so be sure to check out our 2019 Subaru Outback page for all the details, plus pricing, rebate, and dealer invoice pricing that could save you thousands.
As I explained when starting this review, the Outback can manage mid-size SUV-levels of cargo, so as you might expect there’s also ample space for adult passengers in both rows of seats. It’s comfortable too, the front seats ideally shaped for optimal support, particularly at the lower lumbar region, while the side bolsters also support well laterally. The rear seating area is amply large as well, particularly with respect to headroom.
Also important, the rear compartment is just as refined as the front. Along with surface treatments and other details finished nicely, a large armrest flips down from the centre position filled with well designed cupholders that actually hold drinks in place when underway thanks to rubber grips (most are nowhere near as useful), while the backside of the front centre console features a covered compartment with two USB chargers plus an auxiliary plug, as well as a set of rocker switches for the previously noted rear seat heaters and the rear HVAC vents. Rear passengers needing overhead light will appreciate the reading lamps above, while each door panel includes a big bottle holder.
It seems just about perfect to finish this Subaru Outback review on such a practical subject matter, even after factoring in the premium-like cabin, luxuriously smooth powertrain and equally plush ride. It’s a crossover wagon/SUV that’s actually better than advertised, and that makes it a truly rare commodity. Believe me, you’ll be well served whether you opt for this impressive 2019 Outback or the new 2020 version.
If you’re a fan of Ford’s Explorer, particularly the outgoing version that’s currently being replaced by an entirely new 2020 model, it’s time to do something about it. The unashamedly Range Rover-esque fifth-generation model that launched in 2010 for the 2011 model year, is still a viable alternative to more modern machines, if not the hippest seven-seater on the block.
Yes, this 2019 Explorer is well beyond its due date. In fact, its Ford D4 platform actually harks back to the 2004 Five Hundred/Taurus family sedan and 2007 Freestyle/Taurus X crossover SUV, and that D4 architecture was pulled from underneath a 1999 Volvo S80, which arrived the year before. Other D4-based models included some US-exclusive Mercurys, Lincoln’s MKS and MKT, plus Ford’s own Flex.
Even though this 2019 Explorer is hardly a spring chicken, it remains particularly good looking and reasonably up-to-date inside. Ford has modified its styling over the past decade, the more recent examples utilizing a greater amount of Ford DNA than earlier versions, therefore eschewing its much maligned Range Rover copycat persona. I really like the look of my tester’s Limited trim, as it’s chrome-adorned outer design boasts big 20-inch alloy wheels and a number of other styling upgrades, leaving a clean and uncluttered appearance that isn’t at all overdone.
Thanks to the numerous styling updates, improved powertrains, and updated infotainment systems that have kept the Explorer fairly fresh and mostly modern, each week that I’ve spent with one reminds me why it’s so amazingly popular. Canadians consistently push this three-row Ford up to third or fourth place in its mid-size SUV category, and number one if we’re talking three-row rivals, yet in spite of looking fine, anteing up plenty of performance, and delivering the types of features those buying into this segment expect, it’s more than starting to show its age when it comes to rubberized soft-touch composites and harder plastics inside.
The 2019 Explorer I recently drove looks identical to the mildly refreshed 2018 model, which was actually a subtle styling upgrade of the more wholesale 2016 mid-cycle makeover. Ford redid the alloy wheels as well as upgraded some of its features since then, but it’s more or less the same SUV under the sheet metal.
A trio of powerplants is up for grabs, beginning with the Dearborn, Michigan-based brand’s standard, and this model’s as-tested 2.3-litre Ecoboost four-cylinder that puts out a generous 280 horsepower and 310 lb-ft of torque. This engine can be substituted with a 3.5-litre Ti-VCT V6 that makes 10 horsepower more at 290, yet only 255 lb-ft of torque for an extra $1,000, with the advantage of more towing capability, which improves from 2,000 pounds in standard trim or 3,000 lbs maximum (907 or 1,360 kg), depending on whether or not its Class II tow package has been added, to 2,000 or 5,000 lbs (907 or 2,268 kg), the latter number reflecting the Explorer V6 model’s Class III trailering upgrade. These are identical trailering ratings given to the top-tier turbocharged 3.5-litre Ecoboost V6 that transforms this friendly workhorse into a rip-snorting thoroughbred thanks to 365 horsepower and 350 lb-ft of torque.
My test model was outfitted in its second-rung Limited grade, which starts at $46,034 instead of the base XLT’s $39,448 window sticker. Yes, that means Ford has dropped its front-wheel drive base model for 2019, along with its more reachable $34,899 price point. The XLT and Limited use the first two engines noted a moment ago, whereas the $49,683 Sport and $55,379 Platinum models only offer the more potent turbo-V6 (make sure to check out all the 2019 Ford Explorer pricing details right here at CarCostCanada, including trims, packages and individual options, plus available rebates and dealer invoice pricing that could save you thousands).
I was glad that Ford provided its base powertrain in my tester, because this four-cylinder engine combines good performance with great economy, the latter rating being 13.1 L/100km city, 9.2 highway and 11.4 combined compared to 14.5 city, 10.6 highway and 12.7 combined for the mid-grade V6. At least the top-line V6 Ecoboost engine provides plenty of get-up-and-go in lieu of its near V8-like fuel-efficiency of 15.2 L/100km in the city, 10.9 on the highway and 13.2 combined, but I’m still glad I was refueling the Ecoboost turbo-four. Also, you’re required to top up both Ecoboost engines with 93-octane premium-grade gas in order to achieve those just-noted numbers, but not with the mid-range V6, therefore actual running costs between the base turbo-four and second-rung V6 engines are likely very similar.
Before you start comparing the Explorer’s base fuel economy with its challengers you’ll need to factor in that this SUV now comes standard with Ford’s Intelligent 4WD, not front-wheel drive like it used to in Canada and still does in the U.S., like most competitors continue to do.
Together with standard 4WD, all Explorers include Ford’s Range Rover-style Terrain System too, which is capable of managing all kinds of on- and off-road conditions. All that’s required is a twist of its console-mounted dial, and while it’s not a go-anywhere 4×4 like Ford’s own full-size Expedition or the upcoming Bronco, the Explorer is still very capable over light and even medium duty trails when using its Snow, Gravel, Grass Mode, Sand Mode, or Mud, Rut Mode selections, made even better via standard Hill Descent Control and the usual traction and stability control systems, while it’s best left in default Normal Mode the rest of the time.
Like a true off-road capable SUV, the Explorer sits taller than most crossover SUVs in its mid-size class, providing a more truck-like experience, but as noted before it is based on a conventional unibody platform. This means that its body structure stays tight and rigid, an easily noticeable trait that’s much appreciated when dealing with bumps, potholes and other annoyances. This has much to do with the amount of fine-tuning done by Ford’s engineering team over the past decade, because the Freestyle I first tested a dozen years ago never felt as composed. Both sit atop a well-sorted independent MacPherson strut front suspension and multi-link rear design, plus a 32-mm front stabilizer bar and 22-mm one in back, all of which provides an impressive ride quality and handling balance.
My as-tested Explorer Limited also had significant mass to contend with, its curb weight being a significant 2,066 kilograms (4,556 pounds) even with its lightest 2.3-litre turbo-four under-hood, but the aforementioned horsepower and torque numbers made sure it still delivered strong acceleration off the line, up to highway speeds and beyond, while its six-speed automatic gearbox (the only transmission offered) matches the engine well. The more remedial transmission should provide better reliability than all the competitive eight-, nine- and 10-speed autoboxes too, the latter count corresponding with the number of forward gears offered in the new 2020 Explorer, incidentally. I found the 2019 Explorer’s six-speed automatic swapped cogs with a steady smoothness and plenty of positive action when pushing hard, the latter enhanced with a thumb rocker switch on the shift knob when wanting to engage manual mode, so I would have zero issues with four less gears if it proved to be a more dependable transmission long-term.
Speed is one thing, but in the family-hauling SUV world comfort is king. Fortunately the Explorer provides comfort in spades, not to mention room to spare. It can manage up to seven occupants in standard trim or six when outfitted with second-row captain’s chairs. My tester’s standard configuration allowed for three-abreast seating across the second row without discomfort, the outboard positions benefiting from two-way heat for warming rear derrieres during the cold winter months. Two buttons on the backside of the front centre console turn them on or off, these placed beside a manual rear temperature control panel that also houses dual USB charging ports, plus a three-prong 110-volt household-style AC charger.
For accessing the third row, each 60/40-split side of the second row can be flipped forward and out of the way, allowing for a lot of access space, while those relegated to the very back should definitely be comfortable unless they’re taller than average. My five-foot-eight medium-build body fit in nicely, with more than enough room in each direction.
The 50/50 split-folding rearmost seats can be dropped down into a deep luggage well when not in use, by available power controls on the cargo wall no less. They stow away similarly to how they would in a high-end minivan, but you’ll need to walk around to the side doors in order to lay the second-row seats flat. When done you’ll end up with a lot of room to carry life’s belongings, the Explorer’s available cargo volume expanding from 595 litres (21.0 cubic feet) behind the third row, or 1,240 litres (43.9 cubic feet) aft of the second row, to a total of 2,313 litres (81.7 cubic feet) behind the first row. That’s an impressive load when compared to its three-row challengers.
Back in the driver’s seat, the Explorer Limited’s main chair is 10-way powered and should therefore be comfortable for most shapes and sizes, even including four-way powered lumbar support for locating the ideal position to add pressure on the small of the back. The power-adjustable steering column provides loads of reach too, which made it easy to set up a driving position that optimized both comfort and control, while all buttons, knobs and dials on the instrument panel were easy enough to reach.
That included the centre touchscreen, which includes Ford’s superb Sync 3 infotainment interface. Granted, it’s not as modern as more recently updated models in this class, the new Explorer included, but its white and black (and sometimes wine) on light blue graphics remain fresh and good looking, while the system continues to be relatively quick to respond to inputs, if not providing the best resolution currently available. Its matte display minimizes fingerprints, plus it is bright and easy to read, and therefore better than some competitive displays that wash out in sunlight. For example, a 2019 Toyota Highlander’s centre display nearly impossible to see in due to glare (a model not yet upgraded with Toyota’s newest and much improved Entune infotainment system), and it was worse when donning my polarized sunglasses. In the Explorer this is not an issue.
All of the Explorer’s switchgear is on par with others in its segment, some even better. The rotating audio knob, for instance, is edged in knurled metal that adds a premium feel and look. The cabin’s woodgrain inlays are really dense and authentic feeling too, these running across the instrument panel as well as each door, while I really like the way Ford surrounded the wood in satin-finish aluminum, the two metal trim sections meeting where the dash ends and door panel begins. It would’ve looked much better if they aligned more evenly, the doors obviously not hung properly during assembly (see photos 28 and 29 in the gallery for a clear view), but Ford should get bonus points for the quality of these trim pieces and the Explorer’s overall good interior design (I’m guessing you can ask your local dealer to rehang the doors if the Explorer you’re buying suffers from the same problem).
The just-noted wood and metal inlays come standard, while base XLT features not yet mentioned include LED signature lighting enhancing the otherwise auto LED low-beam headlights, plus LED fog lights, LED tail lamps, 18-inch alloys on 245/60 all-seasons, silver roof rails, Ford’s Easy Fuel capless fuel filler, remote start, proximity access with pushbutton start/stop, Ford’s SecuriCode keypad on the B-pillar, MyKey, forward and reverse parking sonar, a leather-wrapped multi-function steering wheel, a leather-wrapped shift knob, an eight-way power-adjustable driver’s seat, heatable front seats, an auto-dimming centre mirror, Ford’s Sync 3 infotainment touchscreen with a backup camera, a seven-speaker AM/FM/MP3 audio system with satellite radio, FordPass Connect with a Wi-Fi Hotspot, a media hub that includes a smart-charging USB and four 12-volt power points (two in the first row, one in the second row, and one in the cargo area), filtered two-zone auto HVAC, blindspot monitoring with rear cross-traffic alert, and plenty more.
The Explorer’s rigid body shell is standard too, plus enough safety gear to achieve an NHTSA 5-star crash rating, while Ford also makes a new (last year) $1,000 Safe and Smart Package available that adds rain-sensing windshield wipers, auto high beams, dynamic cruise control, forward collision warning with brake support, and lane-keeping assist.
That Safe and Smart Package was added to my Limited tester, which otherwise gets more standard chrome exterior trim, unique 20-inch alloys riding on 255/50 tires, power-folding outside mirrors with integrated LED turn indicators, ambient interior lights, a heated steering wheel, a power-adjustable tilt and telescopic steering column, a universal garage door opener, perforated leather upholstery with three-way cooling and memory (that also memorizes mirror and steering column settings), a 10-way power-adjustable front passenger seat, a 180-degree split-view front parking camera, a voice-activated navigation system that includes SiriusXM Traffic and Travel Link, a hands-free foot-activated power liftgate, an excellent sounding 12-speaker Sony audio system, the 110-volt AC power outlet, heatable second-row seats, and power-folding third row I noted earlier, plus Ford included a $1,750 two-pane powered panoramic sunroof above, all of which kept my Explorer tester under $50k, including destination fees.
Ford offers a number of additional options and packages too, such as a $1,500 XLT Desert Copper Package that includes unique 20-inch alloy wheels, chrome side mirrors, and black/copper leather upholstery to base XLT trim; and the $1,600 XLT Sport Appearance Package that features “EXPLORER” block letters on the hood, special Magnetic Metallic-painted (black) 20-inch alloys, exterior accents painted in Magnetic Metallic, black roof rails, “EXPLORER” enhanced front floor mats, upgraded door panels highlighted with Fire Orange contrast stitching, black leather upholstery with perforated Miko inserts, Foxfire scrim and the same Fire Orange contrast stitching, plus more.
Ford could have upgraded my Limited tester with a $2,900 301A package as well, which features the Safe and Smart Package as well as a set of Multicontour front seats with Active Motion massage, active park assist, and inflatable rear outboard safety belts.
As for the previously noted Sport trim line, other than the much more potent turbo-V6 it receives cool looking glossy black exterior trim most everywhere chrome was before, including the mirror housings and outer door handles, while also adding a special blackout treatment to the headlights and tail lamps, while also including its own set of blackened 20-inch rims, upgrades the cabin including perforated leather upholstery with red stitching, plus an improved Sony audio system with Clear Phase and Live Acoustics, while all of the Limited trim’s features are included too, plus the Safe and Smart Package.
Finally, top-line Platinum trim gets everything already noted except for the Sport model’s black exterior trim and special interior details. Instead it features satin-chrome on the outside, plus a sporty quad of chromed tailpipes, resulting in the most Range Rover-like Explorer from an exterior design perspective. Nevertheless it’s a very attractive family hauler, complete with power-adjustable pedals, a standard twin-panel moonroof, active park assist, and exclusive Ash Swirl wood inlays edged in real aluminum, plus Nirvana leather upholstery featuring micro-perforations and rich quilted side bolsters.
Platinum trim also includes the massaging Multicontour seats from the aforementioned 301A package, an upgraded gauge cluster, a leather-clad instrument panel and door uppers, additional leather covering the door and centre console armrests, a unique headliner, and active noise reduction.
The Platinum would have made for a more enjoyable week than my Limited test model for sure, but if I were purchasing the $6k difference would cause me some pause. Either way the Explorer still looks great, is really nice to drive, is good on fuel when outfitted with its turbo-four, comes loaded with luxury goodies, is ultra accommodating for passengers and cargo, and is nicely finished too (not including those misaligned trim pieces).
All said, the soon to be discontinued fifth-generation Explorer remains an excellent three-row crossover SUV that any price-sensitive buyer should consider now that dealers are ready to sharpen their pencils. Sure it’s going to look a bit old next to the all-new 2020 model, but it’s a tried and tested utility that should provide years of hassle-free service, and that’s a luxury that might make it an ideal choice.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
Ford’s latest Expedition is one great looking full-size SUV, but I’m certain that once you’ve fully read my comprehensive review you’ll be a lot more impressed at what lies beneath its handsome new face and boldly shaped body lines.
Just like generations past, this new fourth-generation Expedition rides on the same body-on-frame platform as the F-Series pickup truck, albeit this time around it’s based on the new T-Platform that underpins the highly advanced, lightweight aluminum-bodied blue-oval workhorse you’ve heard so much about for the last few years.
This full-size Ford SUV received a ground-up redesign for model year 2018, and like the just-noted F-Series it now benefits from its own mostly aluminum skin. The stylish design sits atop a high-strength lightweight boron steel and aluminium frame that further reduces its curb weight by 44 kilograms to 90 kg (depending on trim) when compared its predecessor, or 135 kg when stretched to long-wheelbase Expedition Max lengths, but despite its considerable weight loss the redesigned SUV is more than 100 mm longer than the outgoing version in regular wheelbase form, and 28 mm lengthier in its larger Max body style, while its wheelbase is stretched by almost 90 mm for the regular-length model and 15 mm with the Max, plus it gains more than 25 mm from side to side.
This new regular-wheelbase Expedition’s increased size, plus its lightweight aluminum design are good reasons to consider it over the full-size SUV segment’s best-selling Chevrolet Tahoe/GMC Yukon duo, while all of these truck-based SUVs are more often chosen over their unibody car-based crossover counterparts due to passenger carrying capability and their load hauling/trailering mastery, so additional size is a very good thing in this class.
This newest Expedition’s bigger dimensions allow for an even roomier interior than the previous generation’s sizeable proportions, while the cargo area grows to a maximum of 2,962 litres in regular length, or 3,439 litres with the Expedition Max, the latter providing 477 litres of additional luggage space than the regular Expedition. This means you can load in 4×8 sheets of building material with the tailgate shut.
Some of the Expedition’s additional cargo dimensions include 1,627 litres behind the second row of the regular wheelbase, and 2,077 litres behind that in the Max, or alternatively 1,800 and 2,254 litres respectively for the same area when the second row is slid all the way forward, while lastly it measures 546 litres and 972 litres behind the regular- and long-wheelbase models’ third row respectively, or 593 and 1,019 litres in their rearmost compartments when the third row is fully upright.
By the way, both second- and third-row seatbacks can be powered upwards and downwards individually from a set of rocker switches on the left-side cargo wall, which is a truly helpful feature in such a big SUV. I should mention here that the two powered rows are only standard with Limited and Platinum trims, whereas this PowerFold feature only benefits the third row in the base XLT model. All rows fold completely flat no matter the trim, however, so you’ll be able to fit all types of cargo inside, while having a better chance of keeping them upright en route.
Compared to the Tahoe/Yukon and Suburban/Yukon XL it’s easy to see the Expedition and Expedition Max are considerably more accommodating, with the GM utilities’ shorter wheelbase model’s 2,682 litres of maximum cargo space shy by a shocking 280 litres, its 1,464-litre capacity aft of its second row falling short by 163 litres, and its 433 litres of luggage space behind the third row off by 160 litres.
As for the Suburban, its 3,446 litres of total luggage volume is actually 7 litres larger than the Max’s maximum (which is more or less a wash), while the 2,172 litres behind its second row make it less accommodating by 82 litres, although the big GM climbs back with 94 litres of additional storage space behind the third row due to 1,113 litres of total cargo capacity.
If trailering is more important to your needs, you’ll be happy to learn that the regular wheelbase Expedition shown here can now tow up to 4,218 kilos (9,300 lbs) when outfitted with its $1,400 Heavy-Duty Trailer Tow Package (the base model is good for 4,173 kg or 9,200 lbs with the same upgrade), which is better than its predecessor by 45 kg (100 lbs), plus these numbers are best-in-class by a significant margin. Standard towing features include trailer sway control, which works together with AdvanceTrac traction control and Roll Stability Control (RSC) in order to maintain best-possible command of both SUV and trailer.
Again, putting the Expedition up against the current Tahoe/Yukon shows 3,900 kg (8,600 lbs) of towing capacity, but that’s with the two GM models’ strongest rear-wheel drive layout. The Expedition comes standard with four-wheel drive in Canada, requiring us to compare it to both Tahoe and Yukon 4×4 models that can still only manage 3,810 kg (8,400 lbs) apiece, a whopping 408 kg (900 lbs) less capable than the base Expedition. The Expedition Max tromps all over the Suburban/Yukon XL duo too, its towing maximum of 4,082 kg (9,000 lbs) much more convincing than the two GM utilities’ 3,765 litres (8,300 lbs) in two-wheel drive or 3,629 kg (8,000 lbs) in more directly competitive four-wheel drive. The obvious advantage goes to Ford and its Expedition.
A good reason for the Expedition’s trailering prowess comes down to its updated twin-turbocharged 3.5-litre Ecoboost V6, which is now good for a robust 375 horsepower and 470 lb-ft of torque in base XLT and mid-range Limited trims, the latter version shown here on this page, while an even more formidable version makes 400 horsepower and 480 lb-ft of torque when stuffed under the hood of the top-line Platinum model. These two different versions of this well-proven Ford powerplant come mated to a completely new 10-speed automatic transmission that, improved upon via standard idle start/stop technology capable of automatically turning off the engine when it would otherwise be idling, and then immediately restarting it when lifting your foot from the brake, delivers much greater fuel-efficiency than the previous Expedition.
Once again, comparing the Tahoe/Yukon twins shows a 20-horsepower and 87-lb-ft disadvantage for GM when its two utilities are outfitted with their base 5.3-litre V8 engines, both of which join up with a dependable yet less advanced six-speed automatic transmission, whereas the top-tier GM engine is a gargantuan 6.2-litre V8 that interestingly mates up to a version of the identical 10-speed automatic used for the Expedition (both Ford and GM intelligently developed this sophisticated transmission in unison so as to save costs), this combination allowing for 20 more horsepower than the top-level Ecoboost engine, but alas 20 lb-ft less torque.
Notably, the Expedition’s 10-speed gearbox truly reduces fuel economy, something I witnessed firsthand during my weeklong test. In fact, I had no problem nearing Transport Canada’s official rating of 14.1 L/100km in the city, 10.6 on the highway and 12.5 combined when I eased up on the gas pedal, which compares favourably against the heavier steel-bodied 2017 Expedition that labored along with a comparatively archaic six-speed automatic (just like the current base GM utes) and therefore could only manage 15.9 L/100km in the city, 12.0 on the highway and 14.2 combined in regular length guise. This new lightweight Expedition is much more fuel-friendly than the 2019 Tahoe 4×4’s best rating too, that model only good for 15.8 L/100km in the city, 11.1 on the highway and 13.7 combined, despite the Expedition’s much greater power advantage.
Similarly, the long-wheelbase 2019 Expedition Max enjoys a rating of just 14.7 L/100km in the city, 11.2 on the highway and 13.1 combined, beating its steel-bodied predecessor that could only manage a 16.1, 12.2 and 14.3 rating respectively, whereas the best rating a new Suburban/Yukon XL 4×4 can do is just 16.8 L/100km in the city, 11.3 on the highway and 14.3 combined, which is worse than the previous Expedition Max when driven around town. Also interesting, there’s no noted difference in fuel efficiency when comparing the base 375-hp Ecoboost engine to the more potent 400-hp version, but not so for the larger optional 6.2-litre V8 in the GM utilities that experience a slight increase in consumption to 16.4 L/100km city, 10.7 highway and 13.8 combined, or 17.1, 11.3 and 14.5 respectively.
Together with standard four-wheel drive, the latest Expedition also comes with a version of the Explorer’s terrain management system, which allows a choice of driving styles, plus the capability of maximizing traction on all types of road and trail surfaces, and the ability to set this SUV up to either tow a trailer, or have the Expedition towed behind an even larger vehicle like an RV, all from a rotating dial on the console.
I spent most of my time with the Expedition on pavement, and while doing so found its standard V6 enjoyably smooth, but interestingly a nice V8-like soundtrack complemented the experience. Stomp on the gas pedal and it feels even better than most V8s thanks to all the horsepower and torque noted earlier, so I must admit this would be my personal choice in this segment, unless Ford chose to offer a Powerstroke diesel in the Expedition at some point in the future—fingers crossed.
I think the new 10-speed automatic might be even smoother than the V6. In fact, if it weren’t for all the upward and downward shifts I’d be questioning whether Ford had stuffed a continuously variable gearless box into its transmission housing, but then again it responds much better than a CVT would digging deep into the throttle, at which point it provides nice quick downshifts, albeit never deviating from its silky-smooth demeanor. Also, I never once tried to defeat the auto idle start/stop system mentioned earlier, as it always shut down quickly at stoplights and restarted without hesitation, so why not benefit from the fuel savings?
You might be starting to notice a rather smooth theme as this review moves along, and to that end the Expedition’s suspension is no different. It soaks up dips, bumps and other types of road irregularities no matter the surface below or surrounding weather conditions, and was therefore wonderfully through town, on the highway and most everywhere else, even when testing on a few gravel roads and unkempt trails. I personally think the Expedition is at its best on the freeway, where it’s ability to cruise comfortably all day long is hard to beat, this skill made all the more enjoyable thanks to a capable dynamic cruise control system. This is where I also appreciated the Expedition’s very low road and wind noise.
Another positive is the Expedition’s performance around edgier curves, this partially due to a fully independent multi-link rear suspension setup that especially adds confidence over rough pavement mid-corner. Unlike the Expedition, all directly competitive GM utilities use a comparatively old-school non-independent solid rear axle design.
Despite its size, the Expedition was fairly agile through busy city traffic, this aided by the superb visibility granted by a tall ride-height. Parallel parking downtown, or for that matter trying to find a large enough space in a parking garage, can be a bit challenging, yet most people I know that own one of these full-size SUVs also have a smaller car for zipping around town. If you’re reading this from a rural area, just ignore my inner-city ramblings, as you’ll rarely need to worry about this problem.
Together with the Expedition’s impressive performance and luxurious ride comes an interior that’s improved so significantly since its previous generation that I was truly questioning whether Ford still needed its Lincoln Navigator, at least before spending a week with the latter. Yes, the new Navigator has come a long way too, thanks to real hardwood and plenty of premium materials all around, which more than make up for the $12k or so price premium required to step up to a similarly equipped model. I wouldn’t need all the highfalutin trim in my family hauler, but rather found my Expedition Limited test model wonderfully comfortable.
In fact, its driver’s seat that was about as supportive as this full-size segment gets, only including two-way lumbar support, but to Ford’s credit it powered in and out precisely where it was needed to fill the small of my back, so you won’t hear any complaints from me. I also found the seat’s lower cushion cupped nicely under my knees, but it made me wonder whether those with shorter legs might find this uncomfortable.
Looking back to Expedition Limited materials quality in the cabin, Ford finished off most of the dash top in an attractive, soft-touch stitched and padded leatherette, and continued with this premium material around the sides of the primary gauge cluster, on a separate horizontal strip ahead of the front passenger, and across the tops of the door uppers front and back, while each armrest was well padded too.
My Limited model’s woodgrain was treated to an authentic looking matte finish, but I have to say Ford didn’t even attempt to make it feel like the real deal. I suppose this is how Ford has detailed out the Expedition since inception, so I doubt anyone will complain, and besides if you want a more luxurious version you can always move up to the new Navigator as I noted before. One item I appreciate more in the Expedition than in the Navigator is its knurled metal rotating gear selector, which is much more intuitive than the newest Lincoln’s row of pushbuttons.
Next to the rotating gear selector is a smaller knurled metal dial for choosing drive modes, filled with Normal, Eco, Sport, Tow/Haul, Mud and Ruts, Sand, and Grass/Gravel/Snow settings. I slotted it into Normal mode most of the time, but found Eco mode just as good for driving through town amid congested traffic, while I’m guessing it helped at the pump too.
Eco mode slows the 10-speed automatic’s shift increments and doesn’t let it hold gears as long, amongst other functions, while when sprinting quickly off the line it still provided plenty of punch. Sport mode, on the other hand, doesn’t allow the auto start-stop function to work and therefore won’t save as much fuel, but the engine was always ready to get up and go from standstill, while the transmission’s shift points were higher within the engine’s rev range, resulting in stronger straight-line acceleration. Also notable, with Sport mode set yet while driving more relaxed, the transmission didn’t merely hold a given gear for no apparent reason, and thus keep engine revs too high. This proved the new 10-speed is a lot smarter than many other multi-speed transmissions I’ve driven.
Also good, the gauge cluster’s tachometer dial includes a well-conceived vertical readout showing all 10 gears moving up and down in a cool digital graphic as they slot into place. The two analogue dials bookend a large 8.0-inch standard multi-information display that’s ultra-high in resolution, filled with a stunning array of stylish graphics that wow eyeballs with beautiful contrast and depths of colour. Its functions include an off-road status panel featuring an inclinometer and more, plus a real-time fuel-economy average gauge that displayed a scary 18.3 L/100km while I was taking these notes (which was fortunately not my average throughout the test week), a comprehensive trip mileage panel, some engine information including driving hours and idle hours (my test model showed 209 total hours, of which 63 were idling, so it’s easy to see the need for an idle start-stop system in a vehicle like this), a turbo boost gauge, plus more.
If you haven’t familiarized yourself with Ford’s Sync 3 infotainment touchscreen system then I’m guessing you haven’t read many of my other Ford reviews, because I’ve been an advocate of this system since it debuted a number of years ago. I won’t say it’s still the best in the mainstream volume sector, but I believe it once was and now remains one of the best infotainment systems around, continuing into this latest Expedition with its great looking sky-blue, grey and white minimalist graphics plus easy to understand commands, as well as its bucket-load of useful features that include superbly accurate navigation and, in the case of my test model, a wonderfully helpful parking camera with a regular reverse screen and a separate overhead view.
Impressively, each and every Expedition trim comes standard with sensational 12-speaker Bang & Olufsen audio, while this system’s controls are once again comprised of knurled metal dials and tight-fitting buttons. The HVAC system’s controls are equally well designed, featuring temperature readouts within the middle of each dial. Almost all of the Expedition’s switchgear is well made, tightly fitted with minimal spacing, and damped well for a premium experience, with only its steering wheel buttons feeling a bit on the low-rent side.
I wouldn’t go searching for premium-level composite materials below the interior’s beltline either, because Ford didn’t even finish the glove box lid in a padded plastic, but chose a shiny hard shell covering instead. I can imagine some owners might be happier with such hard and more durable plastics, especially along the lower door panels, these feeling rugged enough to withstand kicks aplenty. You won’t need to worry about getting the A-pillar dirty from sooty gloves or unwashed hands either, as Ford didn’t wrap it, or any of the Expedition’s pillars, in fabric. Those wanting a more premium experience should once again be looking up to the Lincoln Navigator.
This said the Expedition’s passenger compartment is every bit as spacious as the Navigator’s, or for that matter any other SUV in the full-size class. My test model featured second-row bucket seats instead of the usual three-position bench, with the former providing a wide thoroughfare in between so that children can climb into the rearmost row. Alternatively, you can tilt either bucket forward to access the third row, which might be handier if used by larger teens or adults. The Expedition is actually first in the full-size SUV segment to include this type of a tip-and-slide second-row feature, incidentally—impressive. Also good is a third row that’s at least as comfortable and accommodating as any minivan.
Second-row comfort is even better, plus the fortunate two or three enjoying the Expedition’s mid-section have control of a comprehensive rear automatic HVAC and audio system panel attached to the back of the front console. It includes two USB ports, a three-prong 110-volt household-type plug for a laptop, entertainment/gaming device or whatever else you may want to keep charged up, as well as switchgear for the heatable seats, etcetera. Meanwhile, those third-row passengers noted a moment ago have the ability to use the sidewall-mounted power-folding seat controls to recline their backrests, while they can also plug in devices via optional USB charge points, will benefit from excellent air vents overhead, and enjoy clear views out each large side window, while a gigantic panoramic sunroof provides natural light from above.
Some Expedition technology worth noting includes an available wireless device charger (if you have a smartphone new enough to make use of it), Wi-Fi hotspot capability, and rear-seat entertainment, my tester boasting a monitor on the backside of each front headrest. All in all the Expedition offers up six USB ports, four 12-volt power outlets, and the 110-volt socket just mentioned, while Ford also provides a whopping 17 cupholders throughout.
The base XLT model, starting at $53,978 and set up for eight occupants, gets a lot of standard equipment including a set of 18-inch machine-finished alloys, fog lights, black running boards, black roof rails with black crossbars, Ford’s unique SecuriCode entry keypad, MyKey, an illuminated entry system with approach lamps, pushbutton ignition, rear parking sonar, a leather-clad steering wheel, a windshield wiper de-icer, an eight-way power-adjustable driver’s seat, an auto-dimming centre mirror, a sunglasses holder and conversation mirror within the overhead console, a universal garage door opener, tri-zone auto climate control, the aforementioned Sync 3 infotainment system with Apple CarPlay and Android Auto, a reverse camera system, navigation with detailed mapping, voice control, the 12-speaker Bang & Olufsen audio system mentioned before, satellite radio, power rear quarter windows, flip-up tailgate glass, a cargo management system, power-folding third-row seatbacks, a capless Easy Fuel filler, a Class IV trailer hitch receiver with wiring, tire pressure monitoring, the SOS Post-Crash Alert system, all the normal active and passive safety systems, plus a great deal more.
As-tested Limited trim begins at $65,288 and features 20-inch alloy wheels, a few more chrome exterior trim highlights such as the fog lamp bezels and door handles, bright stainless steel roof rails, LED tail lamps, a remote engine starter, proximity-sensing keyless access, power-deployable running boards in body-colour with polished stainless steel trim, power-folding exterior mirrors with auto-dimming on the driver’s side, ambient interior lighting, the previously noted woodgrain inlays, a power-adjustable steering column, powered foot pedals, driver’s memory, a heated steering wheel, 10-way power-adjustable front seats with heated and ventilated cushions, perforated leather upholstery, the heated second-row outboard seats with Tip-and-Slide and PowerFold capability noted earlier (albeit laid out in a 40/20/40-split bench design), the powered panoramic sunroof, a Connectivity package including the aforementioned wireless smartphone charging, plus a FordPass Connect 4G WiFi modem, and the two smart-charging USB ports in the third row, plus Limited trim also includes yet more first- and second-row (plus cargo area) power points, a foot-activated motion-sensing powered liftgate, front parking sonar, blindspot monitoring with cross-traffic assist, trailer-tow monitoring, etcetera.
My test model was upgraded with a $5,000 302A package too, enhancing the wheels to 22 inches, adding LED headlights, plus LED fog lamps, and a comprehensive Driver’s Assistance Package that would otherwise cost an additional $1,200 yet adds auto high beams, rain-sensing wipers, dynamic cruise control with stop-and-go, forward collision warning, pre-collision assist autonomous braking and pedestrian detection, lane keeping warning and mitigation, driver alert, the dual-screen surround parking camera noted before, and an enhanced self-parking system.
As mentioned earlier, Platinum trim is top-of-the-line and at $72,552 it includes everything from the 302A package as well as another set of 22-inch alloys, a special satin-finish mesh grille insert, more satin-aluminum exterior detailing such as the mirror housings and door handle accents, upscale brushed aluminum scuff plates on the doorsills, multi-contour front seats like those used for the Navigator (even featuring Active Motion massage), second-row safety seatbelts that self-inflate during an accident, plus more.
Take note that all pricing was sourced right here on CarCostCanada, where you’ll find full detailed information about trims, packages and standalone options, as well as otherwise hard to find rebate information and dealer invoice pricing that could save you thousands.
While there was once a time when $54k to $72k might have seemed like a lot to pay for nothing more than a truck-based SUV, Ford has changed all that with an Expedition that reaches far above its predecessors and most anything else this side of the luxury class, and I must say makes all of its aforementioned GM competitors look like they’re lacking by comparison. When realizing the Tahoe, Yukon, Suburban and Yukon XL all start higher in price than the Expedition, and then factoring in Ford’s more potent and efficient powertrains, more advanced (Land/Range Rover-derived) Terrain Management 4×4 system, more sophisticated fully-independent suspension, lightweight aluminum body, easier third-row access, greater cargo capacity, etcetera, etcetera, there’s no way that combined 2018 calendar year sales of the four GM utilities should be more than four times higher (11,629 Tahoes, Yukons, Suburbans and Yukon XLs to 2,798 Expeditions). It seems that Ford has made up a little ground over the first five months of 2019, with 2,007 deliveries compared to 4,617 unit sales of the GM utes, but the Expedition should still be doing better.
Of course, Ford shouldn’t feel too badly. Its Expedition isn’t suffering from the Nissan Armada’s hardly noticeable 321 unit January through May sales total, or the Toyota Sequoia’s even weaker 248 deliveries over the same five months, while the Explorer is now so good that word is bound to get out to Tahoe, Suburban and Yukon owners that won’t want to feel shortchanged when it comes time to trade in their current rides. We’ll just have to wait to see how GM answers back when it comes time to update the fourth-generation of these four utilities in 2020. Until then, the Ford Expedition is the best this full-size mainstream volume-branded segment has to offer.
During the introduction of the FT-1 concept at the 2014 Detroit auto show, Toyota president Akio Toyoda issued a companywide decree for “no more boring cars,” and this C-HR is a direct result of this type of thinking, at least with respect to styling. Do you think it embodies Toyoda’s hopes for a level of “style that stirs peoples’ emotions and makes them say ‘I want to drive this’?”
Toyoda obviously does, as he would’ve approved the initial design and given the go-ahead for this production model. Being just 63, he’s still very much in charge of his grandfather’s car company, and I must say the namesake Japanese brand’s newest SUV is just one of many dynamic designs to arrive on the scene in recent years.
I won’t comment on CH-R styling in detail, first because my taste isn’t your taste, and secondly because I’m a fan of unorthodox designs like Nissan’s Juke and Cube, as long as the proportions are right and there’s some sort of balance to the overall look. The CH-R fits nicely into that category, pushing the limits in some respects, but probably acceptable enough to the masses to maintain reasonable resale values.
It’s more important that Toyota finally has something to compete in this subcompact SUV class, and I give them high marks for courage, being that the majority of rivals already enjoying success here did so by focusing more on things practical than eye-catching design. It was as surprise that Toyota showed up with this sportier looking, slightly smaller than average alternative that seems to put style ahead of pragmatism.
A rundown of class sales leaders shows that passenger and cargo spaciousness and flexibility rules the roost, with long-term top-sellers include the innovative Honda HR-V, funky yet practical Kia Soul, and larger than average Subaru Crosstrek, while a couple of newcomers doing well include the cheap and sizeable Nissan Qashqai, as well as the all-round impressive Hyundai Kona. It’s like this new C-HR said hello to the same type of buyers that were lamenting the loss of the recently cancelled Juke (replaced by the new Kicks), although missing the AWD Juke’s stellar performance. Go-fast goodness may also help propel Canadian sales of the Mazda CX-3, not to mention its arguably stylish design.
This is model-year two for the new C-HR, and all things considered it’s a commendable subcompact crossover SUV. My test model was tarted up in new Limited trim, which reaches higher up the desirability scale than last year’s XLE, which I tested and reviewed last year. Altogether I’ve tested three C-HR’s, and each provided impressive comfort with the same level of features as comparatively priced competitors, plus amply capable performance, and superb fuel efficiency.
One of the C-HR’s strengths is interior refinement, although I wouldn’t say it’s the segment’s best when compared to the previously noted CX-3 in its top-tier GT trim, which gets very close to the luxury subcompact SUV class, and that’s even when comparing Mazda’s best to this top-level Limited model. I did like the C-HR Limited’s nicely detailed padded, stitched leatherette dash-top, plus the large padded bolster just underneath that stretches from the right side of the instrument panel to the front passenger’s door, while a smaller padded section adorns the left side of the primary gauge package. Each door upper receives the same premium-level soft touch synthetic surface treatment, while all armrests get an even softer, more comfortable covering.
Those who thrill at the sight of plentiful piano black lacquered plastic will be overjoyed with all of the dark shiny trim strewn around Toyota’s smallest crossover. I’d personally like it if there were less, and not due to its addition to interior design, but instead because it attracts dust something awful and scratches way too easily. I like the diamond-textured hard plastic on door inserts and lower panels, however, which are truly unique, look great and feel durable enough to last the test of time. It certainly doesn’t feel as cheap as the usual hard plastic found in these areas in this segment, plus the diamond pattern complements the unusual assortment of diamond-shaped reliefs stamped into the overhead roofliner.
Before I take a deep dive into the C-HR’s interior design and quality, I should mention this 2019 model received a few upgrades that should allow it to find more buyers while improving it overall compared to last year’s version, starting with a new base LE trim that eliminates more than $1,000 from the 2018 C-HR’s base window sticker. This said $23,675 isn’t as approachable as some competitors noted earlier in this review, the Qashqai now available from $20,198 (just $200 more than last year’s version despite plenty of new equipment), and the new Nissan Kicks starting at a mere $17,998, thus making it the most affordable SUV in Canada. Nevertheless, the C-HR’s list of standard goodies is hard to beat, so stay tuned in if you’d like to learn more.
Something else going against this new C-HR’s success is the significantly larger and much more accommodating Nissan Rogue that only costs $3k or so more, while the completely redesigned 2019 RAV4 begins at just $27,790 (check out all the latest pricing details for all makes and models including this C-HR, the Rogue and RAV4 right here at CarCostCanada, with additional info on trims, packages and available options, plus otherwise difficult to get rebate info and dealer invoice pricing that could save you thousands).
A positive for this 2019 C-HR LE is Toyota’s new Entune 3.0 infotainment system that now comes standard across the line. It features a much larger 8.0-inch touchscreen and supports Apple CarPlay smartphone integration, plus Toyota’s superb in-house smartphone integration app. I like this infotainment system a lot, and I like Toyota’s Entune smartphone app even more than Android Auto, no matter whether I’m setting my drive route up in my house via my Samsung S9, or controlling it via the C-HR’s touchscreen. The new display also features a standard backup camera, which might not sound like much of big deal unless you had previously been forced to live with last year’s ultra-small rearview mirror-mounted monitor. Now it’s much easier to use and of course safer thanks to the larger display.
The route guidance mentioned a moment ago comes via a Scout GPS app downloadable from your smartphone’s online store. Like I said, you can set it up before going out via your phone, and then when hooked up to your C-HR it displays your route on the touchscreen just like a regular navigation system. I found it easy to use and extremely accurate, while Toyota also supplies the Entune App Suite Connect with a bundle of applications for traffic, weather, Slacker, Yelp, sports, stocks, fuel and NPR One (a U.S.-sourced public radio station).
The base C-HR LE also receives standard automatic high beam headlamps, adaptive cruise control, remote entry, an acoustic glass windshield, auto up/down power windows all-round, a leather-clad shift knob, a 4.2-inch TFT multi-information display within the primary gauge package, an auto-dimming interior mirror, illuminated vanity mirrors, two-zone automatic climate control, a six-speaker audio system, the aforementioned piano black lacquered trim, fabric seat upholstery, front sport seats, 60/40-split rear seatbacks, a cargo cover, autonomous emergency braking with pedestrian detection, lane departure alert with steering assist, all the expected active and passive safety features plus a few unexpected ones like a driver’s knee airbag and rear side thorax airbags, etcetera, which is downright generous for the base trim level of a subcompact crossover SUV, and therefore should relieve those concerned about its base price being too high.
Last year the C-HR was only available in XLE trim, so it’s good that Toyota kept this model as a mid-range entry while it expanded the lineup with two more trims. The XLE now starts at $25,725 thanks to the new Entune 3.0 Audio Plus system, plus it also includes automatic collision notification, a stolen vehicle locator, an emergency assistance SOS button, and enhanced roadside assistance to enhance its safety equipment, plus 17-inch alloys, a leather-wrapped steering wheel, nicer cloth upholstery, heated front seats (which should really be standard in Canada), and two-way power lumbar support for the driver’s seat.
On top of this you can add on an XLE Premium package that increases the price to $27,325 yet includes larger 18-inch rims, proximity keyless entry with pushbutton start/stop, heated power-retractable outside mirrors with puddle lamps, blindspot monitoring, rear cross traffic alert, and lane change assist.
Lastly, new top-tier Limited trim starts at $28,775 and adds rain-sensing wipers, a very helpful windshield wiper de-icer (especially considering the frigid winter and spring most of us endured this year and last), ambient interior lighting, and attractive textured leather upholstery in either black or brown.
Look under the hood and you’ll something that hasn’t changed for 2019, a 2.0-litre four-cylinder engine that might cause some potential buyers to feel as if the C-HR’s performance doesn’t quite reach up to meet its sporty styling. The engine puts out a reasonable 144 horsepower and 139 lb-ft of torque, which isn’t bad on its own, but the only gearbox it comes mated to is the belt-and-pulley-inspired continuously variable type, a.k.a. CVT, which makes a difference at the pump, but isn’t exactly designed to thrill off the line. What’s more, the C-HR is a front-wheel-drive-only offering, making it the type of SUV you’ll be forced to chain up when hitting the slopes if your local mountain(s) have a policy that requires chains on all vehicles without AWD.
Still, as noted it’s a thrifty little ute, capable of just 8.7 L/100km in the city, 7.5 on the highway and 8.2 combined according to the powers that be at Transport Canada, which thanks to new carbon taxes and other interprovincial and geopolitical issues is critical these days.
Also important, the C-HR’s wide footprint and low roofline make it reasonably well balanced, which results in handling that nearly adheres to Mr. Toyoda’s “no more boring cars” credo. Nearly is the deciding word, however, as the C-HR is no CX-3 or Kona, but its fully independent MacPherson strut front and double-wishbone/trailing arm rear suspension is plenty of fun when quickly slaloming through a twisting backcountry two-laner or hightailing through town, plus I found its ride quality amongst the segment’s best.
While we’re on the subject of comfort, the C-HR’s front seats are excellent, and its driving position is a considerable improvement over some other Toyota models. To be clear, I have longer legs than torso, which means that I’m required to shove my driver’s seat more towards the rear than most others measuring five-foot-eight, and then adjust the steering column as far rearward as possible. A number of Toyota models simply don’t provide enough steering wheel reach to comfortably allow me a good, safe grip of the wheel with my arms appropriately bent, so I was thrilled the C-HR does.
How about rear roominess and comfort. Even after pushing my driver’s seat as far rearward as necessary for my gangly legs, there was approximately four inches left over ahead of my knees when seated directly behind, plus about three inches over my head, which should be good enough for the majority of tallish passengers. I also had ample side-to-side space, although three abreast might feel a bit crowded.
Oddly there isn’t flip-down armrest between the two outboard rear positions, and while not quite as comfortable I’m glad Toyota remembered to include a cupholder just ahead of the armrest on each rear door panel. Also good, the rear outboard seats are comfortable and supportive, especially against the lower back. On the negative, rear seat visibility out the side windows is horrible due to the C-HR’s strangely shaped doors that cause rear occupants to look directly into a big black panel when trying to see out. I’m guessing that kids big and small won’t appreciate this, so make sure you bring the young’uns along for the test drive before you buy.
Cargo capacity might also be a deal-breaker for those who regularly haul a lot of life’s gear, because the C-HR’s sporty rear roofline slices into its vertical volume. The result is a mere 538 litres (19.0 cubic feet) of maximum luggage space aft of the rear seatbacks, which is a bit tight when put up against the class leaders. Folding the C-HR’s 60/40-split rear seats flat improves on available cargo space with 1,031 litres (36.4 cu ft), although once again this doesn’t come close to the largest in this segment.
Rather than leave this review on a negative note, I’ll make a point of highlighting the C-HR’s impressive five-star NHTSA safety rating, and should also bring attention to Toyota’s excellent reliability record on the whole. I’m sure such talk isn’t what Toyoda-san would want me relating when wrapping up a review of such a non-boring design exercise, but in truth the C-HR is more about comfort, convenience, economy and dependability than go-fast performance, and while this might seem a bit dull and wholly Toyota-like, it’s also why so many Canadian consumers go back to the world’s most successful Japanese automaker time and time again. For this reason I’d difficult for me to argue against the new C-HR, so if this new subcompact SUV’s styling, size and drivability work for you, by all means take one home.