2019 Toyota Avalon XSE Road Test

2019 Toyota Avalon XSE
The all-new 2019 Toyota Avalon gets a massive new grille and sportier styling all around. (Photo: Trevor Hofmann)

If you’ve ever wondered how large the front grille of a car could get, you’re looking at it. It certainly doesn’t appear as if the new 2019 Avalon’s grille could get any larger, as it nearly covers the entire front fascia, but no doubt some will like this a lot more than the already gaping maw offered with the outgoing model.

The grille looks bigger in my tester’s entry-level XSE trim due to a glossy black surround in place of top-tier Limited trim’s chrome, while gloss-black mesh grille inserts appear darker and therefore more aggressive than the pricier trim’s matte-black horizontal strips. Following the XSE’s sporty theme rearward, Toyota adds glossy black door mirror caps plus a black lip spoiler on the trailing edge of the trunk, which is discreet in size albeit quite obvious when the car is painted in a lighter coating than my tester’s elegant Brownstone metallic.

Even my XSE tester’s base LED headlights look meaner than the Limited model’s enhanced triple-beam LEDs, while its previously classy tail lamps have been swapped out for a body-wide combination of angular lenses filled with LEDs, which rest overtop a sporty matte-black diffuser-style lower apron highlighted by four circular chromed exhaust pipes with the XSE, or two larger rectangular tailpipes for Limited trim. Additionally, the XSE rolls on machine-finish 10-spoke 19-inch alloy wheels with black-painted pockets for a more assertive look than the more premium looking Limited model’s silver multi-spoke 18-inch alloys.

2019 Toyota Avalon XSE
The new Av replaces the previous car’s elegance for an edgier new look. (Photo: Trevor Hofmann)

One thing we can surmise from the Avalon’s 2019 redesign is their unwillingness to quietly watch their flagship luxury sedan get eaten alive by SUV sales, even if those utilities were RAV4s and Highlanders. A brand’s flagship needs to garner a certain amount of respect, and after decades of somewhat forgettable designs the Av’s dramatic new styling should allow it to do just that.

In my opinion, the 2005–2012 fourth-generation Avalon was the most attractive ever. It was an elegant sedan that delivered surprisingly good performance than previous iterations as well. It wouldn’t be right to call it a sport sedan, but the big Av has continued to get better as the generations and refreshes passed, and now this fifth-generation, especially in base XSE form, is the most capable off the line and around curves yet.

Before filling you in on its driving dynamics, some background info: My tester’s base XSE trim line is not the least expensive version in North America. OK, let me be more specific. If you take the U.S. base price of $35,800 USD and then convert it into Canadian dollars you’ll in fact need to pay $47,128 CAD, or $4,338 more than our base price that’s actually a much better equipped model. South of the 49th the Avalon is available in XLE, XLE Hybrid, XSE, Touring, Limited and Limited Hybrid trims, which is three times as many trims as offered here in Canada. Of course, the hybrids aren’t available here, Toyota choosing to leave electrification to Lexus and its ES 300h (basically the same car as the Avalon Hybrid under the skin).

2019 Toyota Avalon XSE
Standard LED headlights and 19-inch alloys give the Avalon XSE an aggressive new look. (Photo: Trevor Hofmann)

Interestingly, the pricier ES 350 and ES 300h combine for about five times as many buyers than the Avalon, but possibly even more interesting is the fact that both Lexus models are 35 times more popular in the US than in Canada, while Americans purchase the Avalon 100 times more often than Canadians, at least based on sales figures since the beginning of this year. So far, year-to-date Avalon deliveries are a paltry 212 in Canada compared to 22,453 in the US, whereas Lexus Canada’s ES sales reached 1,081 units compared to 37,896 across the line. When factoring in that the US is less than 10 times the population of Canada, it’s easy to see how much more popular these two cars are Stateside.

So either you’re American, enjoying a Canadian journalist’s point of view about your favourite car, or you’re a very, very, very rare Canadian considering a very good car that doesn’t get enough attention (you could also be an anything-car-related-junkie getting your fix on the new Av, but that’s just weird). Either way, the Avalon has exclusivity in its corner, which has an appeal of its own. Unless you’re the kind of person who likes to nod at all the folks driving Camrys as if you’ve got something special in common, you might just appreciate having Camry drivers (and everyone else) looking over at this very interesting luxury car they may have never seen. You’re unlikely to see one pulling up to the stop sign across the street, or find one parked beside you after the game, and that’s a shame as Camry XSE and XLE owners (the most obvious candidates) won’t know what they’re missing (not to mention that they can get into an Avalon for little more than they paid for their Camry).

2019 Toyota Avalon XSE
A single body-wide LED tail lamp replaces its predecessor’s more conventional smaller lights. (Photo: Trevor Hofmann)

This new generation is more likely to get noticed than any previous iteration, but everything said the current trajectory for large sedan sales is down. Even the dominant Dodge Charger and Chrysler 300 twosome that achieved 4,704 combined sales over the same three quarters endured a fairly steep 14.15 and 39.31 percent slide respectively, while General Motors’ Chevy Impala and Buick LaCrosse, which pulled in 2,075 collective sales over the same time period saw their numbers fall 16.96 and 15.13 percent apiece, which without doubt made those within GM’s inner circle feel better about their cancellation. Nissan’s 710 year-over-year Maxima sales were off by 7.07 percent, which isn’t all that bad compared to every other car in this category; Toyota’s previously noted 212 Avalon deliveries resulting in a 17.19-percent downturn. And then there’s Kia that only managed to find 19 new Cadenza owners since January 1st, resulting in the category’s harshest 54.76-percent deep-dive to near oblivion. One has to wonder why Kia hasn’t discontinued the Cadenza for the Canadian market (it recently did so with the K900), and wonder more why they’re audaciously introducing an entirely new 2020 model as I write. Brave or foolish? You be the judge.

All of the cars in this class are worthy of attention, with most having served as their various brands’ flagships. This means they’re usually well stocked with all of the features offered in lesser models, and for the most part this is true for the $42,790 base Avalon XSE. Its standard features menu includes plenty, such as the previous mentioned LED headlamps and LED taillights, as well as 235/40R19 all-season tires, proximity keyless access, pushbutton start/stop, a power tilt and telescopic steering column, a leather-clad multifunction steering wheel, a 7.0-inch multi-information display, a 9.0-inch centre touchscreen with Toyota’s own Entune along with Apple CarPlay smartphone integration (but no Android Auto), SMS/text- and email-to-speech functions, advanced voice recognition, decent sounding eight-speaker audio with satellite radio, Bluetooth audio streaming, a handy wireless smartphone charger, four USB charge ports, a power glass sunroof, an eight-way power-adjustable driver’s seat, a six-way power front passenger seat, breathable Softex leatherette upholstery, heated front seats, an auto-dimming centre mirror, a remote garage door opener, two-zone automatic climate control, plus more.

2019 Toyota Avalon XSE
Like the exterior, the new Av’s cabin is all-new and completely modernized. (Photo: Trevor Hofmann)

Entune Safety Connect is standard as well, including automatic collision notification, a stolen vehicle locator, an emergency assistance (SOS) button, and enhanced roadside assistance, while standard advanced driver assistance and safety systems include auto high beams, adaptive cruise control, automatic emergency braking with pedestrian detection, lane departure alert with steering assist, blindspot monitoring and rear cross-traffic warning, plus all the expected active and passive safety features including two airbags for the front occupants’ knees, etcetera.

The Avalon’s multi-information display mentioned a moment ago sits within an otherwise analogue gauge cluster, hardly anything unusual about that, but rather than just a glorified trip computer it also provides in-depth infotainment functions such as route guidance instructions exactly where needed. Atop the centre stack, the large touchscreen also shows navigation mapping in a high-resolution display, the only truly colourful application, and while Toyota’s new Entune interface is a bit drab its proprietary smartphone integration is excellent, even better than Android Auto in my opinion. You can connect to numerous functions, plus music and additional info such as traffic conditions, fuel stations, weather forecasts, stocks, etcetera via plenty of apps including Scout GPS, Yelp, Slacker, NPR One and more.

2019 Toyota Avalon XSE
Mostly analogue, the Avalon’s gauge cluster gets a large colour multi-info display at centre. (Photo: Trevor Hofmann)

Those still needing more will want to go for the $47,790 Limited model, which includes smaller more comfort-oriented 235/45R18 all-season tires, the previously mentioned triple-beam LED headlights, more sophisticated LED tail lamps, ambient interior lighting, a 10-inch colour head-up display unit with customizable settings, a heated steering wheel, four-way power lumbar support for the driver’s seat, driver-side memory, semi-aniline leather upholstery, cooled front seats, heatable rear seats, a surround-view bird’s-eye parking camera system, navigation/route guidance, 1,200-watt 14-speaker JBL Clari-Fi surround-sound audio, Toyota Premium Audio Connected Services, a three-year subscription to Scout GPS Link, front parking sensors, autonomous rear cross-traffic braking, plus more.

The list of premium-level features above is impressive, but truly some should be standard in the base XSE I was driving. After all, the base model is getting close to $43k, so charging Canadians $5k more for a heatable steering wheel doesn’t seem right. Of course, you’ll receive a bevy of additional features with that warming wheel, but it’s hard to designate any car a “luxury” offering without this feature when so many lesser models (including Toyota’s new Corolla) offer one optionally, while some brands are even doing so as standard equipment (Kia’s $16k Forte).

2019 Toyota Avalon XSE
Fabulous centre stack is highly functional. (Photo: Trevor Hofmann)

As for interior refinement, the Av provides plenty soft, pliable surfaces above the waist, including the entire dash top plus both front and rear door uppers, and the middle portion of instrument panel that features an even softer padded and stitched surface treatment, while just below is a lovely textured metallic inlay and wonderfully stylish three-dimensional metallic and black horizontal section that extends into the corner vents. The lower portion of the dash, glove box lid included, gets the segment’s usual hard plastic treatment, this spreading over to the lower door panels as well, although each door’s middle section, just under the aforementioned soft composite upper, gets a soft-touch synthetic treatment of its own, plus ultrasuede and stitched leatherette.

Outdoing the previous model’s centre stack was a tall order, and I can’t say they made the new version more appealing than the old car’s metal-finished surfacing and hollowed-out hockey stick-shaped switchgear that was totally unique and quite fabulous, but the new model’s gloss-black, glass-like design is certainly more modern and up-to-date, the upper portion standing upright like a fixed tablet while melding seamlessly into the centre infotainment touchscreen, and appearing to be held up by side buttresses that allow access to a big wireless device charging pad resting under a retractable bin lid, whereas the lower section provides digital HVAC controls including a neat row of narrow aluminized buttons, plus more. This satin-silver highlighting actually frames most of the centre stack, as well as the shift lever and cupholder surrounds plus elsewhere in the cabin, while comforting stitched and padded leatherette wraps the edge of the lower console. While shared such niceties, that should also include fabric-wrapped A-pillars, with a few premium-grade shortcomings, most should be impressed with the Avalon’s refinement.

2019 Toyota Avalon XSE
These inherently comfortable seats only provide two-way powered lumbar. (Photo: Trevor Hofmann)

Just in case you were wondering whether or not to move up to an Avalon from the barely smaller Camry, which incidentally shares Toyota’s TNGA-K (GA-K) platform architecture with the Avalon, as well as Lexus’ previously noted ES, the namesake brand’s flagship sedan is 100 mm (4.0 in) longer from front to back, with a 50-mm (2.0-in) longer wheelbase, plus it’s 10 mm (0.4 in) wider and only slightly lower by 10 mm (0.4 in) as well. The new Av takes up more real estate than its outgoing generation too, with its length increased by 20 mm (0.8 in) to 4,980 mm (196.0 in), its wheelbase longer by 50 mm (2.0 in) to 2,870 mm (113.0 in), its width having grown by 15 mm (0.6 inches) to 1,850 mm (72.8 in), and its overall height down by 20 mm (0.8 in) to 1,440 mm (56.5 in), the end product therefore looking longer, wider and lower for a more athletic stance.

Along with its dramatic new look, the updated Avalon provides more output under its hood, its sole engine being an upgraded 3.5-litre V6 that now puts out 10 additional horsepower and an increase of 17 lb-ft of torque resulting in a new maximum of 278 horsepower and 265 lb-ft of torque, while the XSE model I tested also includes an “Engine Sound Generator” that enhances the engine’s aural sensation by pumping a more entertaining (albeit artificial) exhaust note through the audio system when Sport mode gets selected. Incidentally, BMW does the same with its highly revered M models and Ford does likewise its Mustang and Ecoboost-powered F-150 pickup trucks (as no doubt do a number of others), with the end result being a more entertaining performance experience.

2019 Toyota Avalon XSE
There’s no shortage of rear seat room. (Photo: Trevor Hofmann)

Better yet, Toyota has conjoined this modified V6 to a completely new eight-speed automatic gearbox (not a continually variable transmission, or CVT, like the Av’s supposed sportier Nissan Maxima), which means that its aging six-speed automatic is now history. Added to this are shift paddles on the steering wheel to make the extra gears and additional power a more hands-on affair.

Quietly hidden below the Av’s new avant-garde sheet metal is an elongated version of the more rigid, nimbler chassis that also enhanced the latest Camry, and as noted makes the new Lexus ES a lot more enjoyable to drive than any previous generation, while on top of this this XSE model’s front MacPherson struts and rear multi-link design gets some extra sport tuning and bigger 19-inch alloys to improve its handling further. All of the above makes it much more fun through fast-paced corners than its already capable predecessor, and while hardly a sport sedan, it would be a worthy opponent against any of its full-size, front-drive semi-luxury competitors.

In spite of all the just-noted go-fast goodies, the Av’s ride quality once again places comfort above performance, its smooth, compliant ride ideally suited to its primary luxury sedan role, and even that new multi-speed automatic engineered to shift slower than a performance fan would want in order to maintain a sense of decorum to the benefit of each and every occupant.

2019 Toyota Avalon XSE
The Avalon’s spacious trunk can be expanded with a 60/40-split rear seatback. (Photo: Trevor Hofmann)

By all occupants I’m also referring to the driver, who is especially cared for by a particularly good seating position. This hasn’t always been the case for Toyota, which didn’t provide enough reach from their steering wheel columns more often than not, but the automaker is improving across its wide model range in this regard. Therefore, I was able push the Avalon’s primary seat amply rearward for ideal legroom thanks to a steering column that extends far enough in the same direction to bend the elbows while hands rested at the optimal 9 and 3 o’clock positions.

All said I was disappointed with driver seat’s two-way powered lumbar support, especially when factoring in that most competitive brands provide much better four-way power lumbar support in this price range, which does a much better job meeting up to the small of my back. This forced me to not use the powered lumbar at all, but fortunately the seats offered good support without any lower back adjustment, while the back seats are equally comfortable and surrounding area ultra-accommodating. Along the same theme, the Av’s trunk is sizeable at 456 litres (16.1 cu ft) and provides 60/40 split-folding extendibility for stowing long cargo, but a pass-through down the middle would’ve improved the car’s usability even more.

All in all, most premium sedan shoppers choosing to spend a bit of time with the new Avalon should like it. It’s a well built car, as all of us should expect from Toyota, offers expected be dependability, comes stuffed full of most features anyone could expect in a $40k-plus four-door, and delivers good comfort with unexpectedly strong performance.

Additionally, now that this 2019 model year is ending and the unchanged 2020 Avalon is about to arrive, Toyota should be quite motivated to rid themselves of all remaining stock, which is likely why you can to now save up to $2,500 in additional incentives (at the time of writing). You can learn about all the details right here at CarCostCanada, and while you’re at it learn about 2019 and 2020 model year pricing info, including trims, packages and individual options, plus make sure to check out the latest rebates and dealer invoice pricing that puts you in the driver’s seat when negotiating your new car.

Story and photo credits: Trevor Hofmann

2019 Ford Escape Titanium 2.0L Ecoboost Road Test

2019 Ford Escape Titanium 2.0L Ecoboost
The third-generation Escape might be on its way out, but it’s still a very strong competitor. (Photo: Karen Tuggay)

Now that the entirely redesigned 2020 Escape is arriving at Ford’s Canadian retailers, we’d better say a final goodbye to the third-generation Escape that’s done a very good job of serving the automaker as well as many of its loyal fans for the past six or so years. This outgoing version underwent a dramatic mid-cycle upgrade for the 2017 model year, and now the blue-oval brand has brought something new to contemplate in the compact crossover class.

For some, the best reason to get excited about a redesigned model is the opportunity to save money on the old one, and being that this 2019 Escape is still an excellent SUV, and that Ford retailers continue to have some in stock, such options should be considered. During my research for this review, which included pricing and features info found right here at CarCostCanada, I learned that $1,200 in additional incentives was available at the time of writing, and that’s over and above any personal discount you might be able to negotiate with your local retailer, and while this knowledge will certainly help when you begin to talk business, CarCostCanada also provides dealer invoice pricing that could save you even more. 

2019 Ford Escape Titanium 2.0L Ecoboost
The design has aged well, particularly from behind. (Photo: Karen Tuggay)

A quick glance at CarCostCanada’s 2019 Escape page will show that it’s unchanged from the 2018 model. The 2018 is identical to the 2017 model as well, with respect to all trims but the SEL that arrived last year. If you want more clarity, take a look at my 2017 Ford Escape Titanium AWD Road Test that shows an identical SUV to my 2019 tester, even down to their Ingot Silver colour. Of course, Ford provides the choice of seven additional colours for 2019 buyers, with no-cost options including vibrant alternatives like Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum give the Escape a premium-like upscale demeanour.

This 2017-2019 Escape’s grille design didn’t work for me as much as its 2013-2016 forebear did, the latter a completely original and even futuristic look when introduced. I remember how it initially turned my head, not really certain what to think at first, yet warming up to its unusual design quickly. It made sense that Ford needed to change the design, both because of a need for something new and the automaker’s requirement to visually align its crossover SUV lineup (the Escape took design elements from the Edge of the era), but nevertheless Escape sales have slowed somewhat in recent years, with the Toyota RAV4 and Honda CR-V now owning first and second respectively, not necessarily due to styling mind you.

2019 Ford Escape Titanium 2.0L Ecoboost2019 Ford Escape Titanium 2.0L Ecoboost
Titanium trim adds HID headlamps with LED signatures, plus unique 18-inch alloys. (Photo: Karen Tuggay)

Just four years ago the Escape was the compact SUV segment’s bestseller, a spot it had been holding for years. In fact, looking a couple of years further back shows the Escape nearly doubling the RAV4 and CR-V’s yearly sales, but it’s been on a downward trajectory ever since its mid-cycle refresh, from a high of 52,198 sales in 2014 to 47,726 in 2015, which incidentally was the last time it topped the category. It fell further to 46,661 units in 2016, when the RAV4 jumped up to first place, and then in 2017 it managed a bit more to 47,880 examples, but the RAV4 and CR-V grew their sales even more, both passing 50,000 units. The two Japanese SUVs kept pulling in more and more new buyers through 2018 too, when each models’ deliveries neared 55,000 units, yet the Escape could only muster 43,587 sales that year, while at the close of Q3 2019 Ford’s little SUV that could managed just 30,817 new customers to the CR-V’s 43,464 and RAV4’s 49,473, the completely redesigned Toyota targeting yet another banner year.

Truly, the Escape is beginning to show its age, particularly when sidled up next to the new RAV4, not to mention when placed beside the totally redesigned 2020 Escape that Ford hopes will cause its once much stronger customer base to return, but the outgoing model is nevertheless a very competent compact SUV that should be available for big time savings. Of course, you may not have many options when it comes to exterior paint, while a choice of trims will be decided by remaining stock, which means you should probably get a move on if you want something specific.

2019 Ford Escape Titanium 2.0L Ecoboost
Simple, elegant styling lasts the test of time. (Photo: Karen Tuggay)

When model year 2019 began, the Escape was available in base $26,399 S trim, as $29,349 SE and $30,849 SEL models (the latter designation added this year as noted earlier), and finally in top-line $37,699 Titanium trim. The Titanium gets all-wheel drive standard, whereas AWD is available with the SE and SEL for an additional $1,500, and the S only comes with front-wheel drive.

If your not confused yet, just wait as the 2019 Escape provides the choice of three gasoline-fed four-cylinder engines, and oddly not a one is electrified despite this model being first to market with a hybrid. Base S trim still uses Ford’s 12-year-old 2.5-litre four that’s good for 168 horsepower and 170 lb-ft of torque, although despite these being respectable output numbers most Escape buyers will ante up for one of the automaker’s turbocharged Ecoboost engines, which include a 1.5-litre mill capable of 179 horsepower and 177 lb-ft of torque, standard in SE and SEL trims, and a 2.0-litre version making a very energetic 245 horsepower and 275 lb-ft of torque, this one standard with my Titanium tester and available with mid-range SE and SEL models. Therefore, as you can probably imagine, your local Ford dealer won’t have all combinations available in the exact colour you want, but hopefully you’ll be able to find something that mixes and matches enough of the features you’re looking for to make you happy, even if that retailer needs to call around to get something from another dealer.

2019 Ford Escape Titanium 2.0L Ecoboost
Despite its age, the Escape Titanium provides impressive refinement. (Photo: Karen Tuggay)

As if trying to make a complicated problem easier, the Escape won’t force you to choose between alternative transmissions, as its six-speed SelectShift automatic is the only way it comes. The new 2020 model’s automatic ups the gear count to eight, but the 2019 Escape’s gearbox has proven to be dependable and is very capable when mated up to either Ecoboost engine. That 2020 model receives the 1.5-litre turbocharged four standard, by the way, with auto start-stop that turns the engine off when it would otherwise be idling, while the 2.0-litre turbo-four in my 2019 tester remains the go-to performance option.

Drivetrain alternatives in mind, remember when I questioned why Ford no longer offered an Escape Hybrid? It seems others within the company have asked the same (and no doubt customers too), which resulted in a 2020 Escape Hybrid. Ford isn’t offering fuel economy figures for the new hybrid or any 2020 Escapes just yet, but the 2019 model being reviewed here does fairly well no matter the trim. The tiny 1.5-litre is your best choice from a budgeting perspective, with the FWD version rated at an estimated 10.2 L/100km city, 7.8 highway and 9.1 combined, while that engine with AWD gets a claimed 11.2, 8.4 and 9.9 respectively. As for the FWD-only base S, I think it’s pretty thrifty considering its age, its estimated rating at 11.0 city, 8.0 highway and 9.6 combined, while the top-line AWD-only Titanium does very well despite its zippy acceleration with a rating of 11.5 city, 8.7 highway and 10.2 combined.

2019 Ford Escape Titanium 2.0L Ecoboost
The Escape cockpit is well laid out. (Photo: Karen Tuggay)

Seeing past this 2019 model’s aging body and equally classic cabin design, the fit, finish, quality of materials and general goodness of its interior is more than decent. Even Ford’s electronic interfaces overshadow some of its more recently redesigned rivals, particularly the bright, colourful, well-defined high-resolution multi-information display at the centre of its primary gauge cluster, the outer dials mostly analogue, while the brand’s much respected Sync 3 infotainment system fills the Escape Titanium’s centre touchscreen. It’s particularly good looking thanks to modern sky blue, white and grey graphics, plus its ultra-user-friendly and wonderfully functional. Ford was one of the first manufacturers to adopt Apple CarPlay and Android Auto smartphone integration, while the system’s route guidance is accurate and navigation mapping excellent, the screens tablet-style tap, pinch, and swipe gesture controls perfectly suited for adjusting the map. Safety is improved via its standard dynamic guideline-enhanced rearview camera, while extra tech includes Bluetooth audio streaming, mobile apps, voice control, a WiFi hotspot, 911 assist, and more.

You can adjust the audio system from the centre display as well, plus it comes packed with AM/FM/satellite radio, plus MP3 and WMA compatibility, although no HD radio, but Titanium trim’s 10-speaker Sony audio system is excellent for this compact segment. A number of quick-access buttons and knobs are angled into a panel just under the centre touchscreen, which also sits above a big, easy-to-use two-zone automatic HVAC interface, all being the types of premium features expected in a luxury brand, as well as the Escape’s top-level Titanium trim line. Nevertheless, compared to some rivals that have digitized these controls under touch-sensitive black glass-like panels, the Escape’s HVAC setup looks outdated, although the little pull tab for engaging the electric parking brake makes everyone clear that Ford did all it could to keep this SUV up-to-date.

2019 Ford Escape Titanium 2.0L Ecoboost
The Escape’s large high-resolution multi-info display was so ahead of its time that it’s now current technology. (Photo: Karen Tuggay)

Speaking of advanced features, my test model boasted a $2,500 available Safe and Smart + Roof Package with features such as a panoramic glass sunroof, rain-sensing windshield wipers, auto high beams, adaptive cruise control, forward collision warning with automatic braking, blindspot monitoring with rear cross-traffic alert, as well as lane departure warning with lane keeping assist. Some of these items are also made available in a separate package when choosing one of the two mid-range models, so therefore you don’t have to go all the way up to top-line Titanium in order to experience high-level safety and convenience.

All of this detail in mind, I’m not about to delve into all standard and optional features with this outgoing SUV, because you’re not going to be able to order one this late in the game anyway. Still, other than the features already noted, Titanium trim adds 18-inch alloys, bi-Xenon HID headlamps with LED signatures, a heated steering wheel rim, an auto-dimming rearview mirror, front parking sonar, leather upholstery, a 110-volt power outlet, a foot-operated hands-free tailgate, plus more, while highlight items pulled from lower trims include additional chrome accents outside, a leather-clad steering wheel inside, a powered liftgate, rear parking sonar and more from SEL trim; fog lights, body-coloured exterior trim, proximity keyless entry with pushbutton start/stop, a combination lock entry keypad, one-touch up/down powered windows all-round, a 10-way powered driver’s seat, two-zone auto HVAC, heatable front seats and more from the SE; plus finally auto on/off headlights, a windshield wiper de-icer, remote start, keyless entry, MyKey, variable intermittent windshield wipers, power windows, air conditioning, an overhead console with a sunglasses holder, SOS Post-Crash Alert, all the expected airbags including one for the driver’s knees, and plenty more from the base S model.

2019 Ford Escape Titanium 2.0L Ecoboost
Ford’s Sync 3 infotainment system remains very impressive. (Photo: Karen Tuggay)

A few highlights regarding Escape Titanium materials quality include an almost completely soft synthetic dash top that wraps all the way around the infotainment system’s control. This premium treatment softens the front door uppers too, while front and rear door inserts and armrests are finished even more comfortably, as is the centre armrest.

Ford beautifies the instrument panel with black lacquered surfacing that stretches to the right and left of the centre stack before reaching downward to each side, while this model also gets tasteful application of aluminum-look detailing, all of which added some glitz to my tester’s otherwise black interior. Certainly colour is included, but the two digital displays aside its small dashes of blue and red are relegated to the temperature knobs and the stylish baby blue instrument needles in the gauge package.

The seats look good, highlighted by what appears to be cream or light grey thread for a sporty contrast against black leather. I really appreciated the driver seat’s comfort level, particularly because of its adjustments, and the long reach and rake from the Escape’s manual tilt and telescopic steering column. As many who read my reviews know, my long-legged and short-torso body type doesn’t fit ideally into some manufacturer’s products, but such is not the case with the Escape. In fact, I think you’ll find it difficult to round up a challenger that provides more driver adjustment, while visibility is very good in all directions as well.

2019 Ford Escape Titanium 2.0L Ecoboost
Comfort, roominess, and premium materials set the Escape Titanium apart. (Photo: Karen Tuggay)

As usual I took the time to sit in back, where I found sizeable, comfortable accommodations. This said one doesn’t exactly sit within each outboard seat, but instead on top of them, so there’s not a lot of lateral support. Fortunately, relatively tall folk won’t have a problem with legroom or headroom as both are in large supply, while reclining the rear seatbacks can provide more of the latter. A folding centre armrest improves comfort further, while providing two cupholders for drinks. Also good, Ford makes sure passengers in back get ample ventilation via vents on the front console’s rear panel, this also housing the previously noted 110-volt power outlet, which incidentally comes with a third grounding socket for three-pronged plugs (not always the case). I was disappointed that Ford didn’t offer heated rear seats, particularly in this top-tier trim, but anyone wanting these types of premium accoutrements can opt for the Lincoln MKC (renamed Corsair for 2020), which is a 2019 Escape Titanium under all the luxury trappings.

The tailgate powers up by waving your foot under the back bumper, and once opened reveals a large 964-litre (34.0 cubic-foot) cargo hold aft of the 60/40 split-folding rear seats. Dropping these down provides up to 1,925 litres (68.0 cu ft) of gear-toting space, but on this note I’d much rather have more convenient 40/20/40 split-folding rear seats, or even a pass-through down the middle, because I like to ski and don’t want to leave my boards locked up in a less secure rooftop-mounted carrier. With a pass-through, both kids can enjoy the more comfortable and scenic outboard rear seats, while I get peace of mind when chowing down in the cafeteria or restaurant later. Still, this feature is ultra-rare in the mainstream volume-branded SUV sector, so while I complain (regularly), it probably wouldn’t be a dealmaker unless I liked the rest of the SUV as much as something else on the market that offered it. Absent features in mind, there are no levers on the cargo walls for automatically folding down the rear seatbacks, unlike a few competitors, but in order to be positive I’ll mention a handy flap the falls down over the gap between the seats and cargo floor in order to stop small items from slipping between the cracks, so to speak, and also good, the lengthened cargo floor is quite flat compared to most others.

2019 Ford Escape Titanium 2.0L Ecoboost
Rear seat accommodations are more than adequate. (Photo: Karen Tuggay)

Just in case you’re beginning to think I’m getting too harsh with the old Escape, rest assured that it remains a very impressive compact SUV in most respects, and best in class when talking performance. Its transmission can be criticized for falling short of two or even three gears now that others in the class offer eight- and nine-speed automatics (including the 2020 Escape with the former, as noted), but the 2019 Escape’s six-speed autobox is amply smooth, refined and well-proven, plus my tester’s steering paddles provided a lot more engagement than most CVT-infused challengers do. Yes, all of SUVs mentioned so far use continuously variable transmissions, as do a number of others in the segment, and while highly efficient these also deliver continuous noise at high revs, as well as continual boredom when pushed hard. Instead, the Escape’s manual mode shifts genuine gears in comparatively quick and precise fashion, making Ford’s compact SUV a great deal more fun to drive fast.

Speaking of going fast, all Escape trims include torque-vectoring control as well as Curve Control, the latter capable of sensing if you’re driving to fast while entering a corner, and if so, automatically slowing you down via throttle reduction and the anti-lock brakes. I certainly didn’t notice anything going on in the background, and I pushed it very hard for testing purposes, so this electronic safety net is only intrusive when it needs to be.

2019 Ford Escape Titanium 2.0L Ecoboost
No shortage of cargo space in back. (Photo: Karen Tuggay)

Then again, my Escape Titanium’s slightly firmer suspension and larger tires meant it wasn’t the smoothest riding SUV in its category. I wouldn’t call it harsh in the slightest, however, or uncomfortable at all, but I noticed more bumps and road imperfections than in the RAV4 or CR-V, which isolate occupants from pavement irregularities better. Still, this Escape Titanium will leave you smiling when pushed hard on a circuitous mountainside or riverside road, which is one of those difficult to quantify benefits that I happen to find priceless.

So there you have it, the outgoing 2019 Escape is well worth your attention. It continues to be a strong challenger despite its age, because it was so well engineered way back when. I think it’s still a smart choice for those wanting to keep their monthly budget in check, but can appreciate why someone might want to step up to the more advanced 2020 Escape or something else entirely. This said I can’t say for sure if its replacement will be worthy of more coin, as I haven’t even sat behind the wheel, but its mechanical improvements, including the new hybrid option, as well as its infotainment gains, appear well worth the upgrade. It’ll come down to personal priorities, like everything in life, so take some confidence in knowing you’ll be well taken care of with either new or old Escape.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

2019 Hyundai Sonata Ultimate Road Test

2019 Hyundai Sonata Ultimate
Hyundai gave last year’s Sonata a dramatic refresh with this attractive new grille, and the car carried forward identically into 2019. (Photo: Karen Tuggay)

Hyundai’s Sonata has been around for decades. Just over three actually. During its 31-year tenure the South Korean brand has given it a fairly even mix of dramatic designs and comparatively less expressive styling, the latter seeming to win more buyers. 

A quick glance back into the rearview mirror shows the 1998 through 2004 fourth-generation and 2009 through 2014 sixth-generation models offering particularly daring designs, with a comparatively conservative 2004 through 2009 fifth-generation filling the gap. I might end up throwing my “dramatic” styling equals success theory out completely as that relatively modestly sedan sold very well, and while I spent at least one week with all of the above generations and every one since, all of which impressed, I actually had a V6-powered top-tier version of the latter car in my position as a long-term test car for more than a year, and experienced no problems while totally enjoying its comfort and performance (as my weekly reports confirmed). 

Today’s 2014 through 2019 gen-seven model is the best Sonata yet, but before its extensive 2018 mid-cycle update it was amongst the least visually inspiring generations. Don’t mistake my lack of excitement for criticism, as the 2014 through 2017 Sonata was still attractive enough for plenty of mid-size four-door family sedan buyers, but we’d best not call this level of reconstructive surgery a facelift. 

2019 Hyundai Sonata Ultimate
The Sonata looks great from all angles, especially in sporty Ultimate trim. (Photo: Karen Tuggay)

Both 2018 and 2019 Sonata models, which are identical, include a totally reworked grille that completely said goodbye to the front fascia’s sharply angled hexagonal design, a somewhat yawn-inducing generic look if I can be so bold, substituted by a more organically shaped opening that’s helped to visually separate Hyundai and its new Genesis luxury brand. Genesis, which merely rebadged Hyundai’s Genesis Sedan as the G80 as part of its transformation, appears to be keeping more of the outgoing Hyundai grille design while adding a “V” shape to the centre bottom, much like the side view of a brilliant cut diamond as revealed on its new full-size 2020 G90 luxury sedan. 

Back to the current Sonata, its curvaceous new grille is bookended by a nice complex set of headlamp clusters filled with ovoid projector beams (LEDs in my tester) surrounded by attractive LED daytime running lights, these hovering above a neatly stacked set of six LED fog lamps on the lower front corners. 

My tester’s sportier Ultimate trim gets stylish darkened chrome around the otherwise black gloss grille, lower fascia, and headlight surrounds that smartly continue rearward along the front fenders and the entire shoulder line along the side windows before wrapping up and around the greenhouse before meeting back up at the base of each A-pillar. This unique signature design element began with the aforementioned sixth-gen Sonata way back in 2009, and will once again make its dramatic statement for the upcoming 2020 model, a car that take all of the styling cues shown here and expands on them in drama and actual size, while completely redoing rear styling. There’s plenty more dark chrome and loads of glossy black trim on this Ultimate example too, the diffuser style rear apron nicely matching the front fog light bezels, all of which mirror the all black glass and high-gloss roof, this partially because of its panoramic sunroof. I have to admit, the 2018 update made a rather ho-hum Sonata into a great looking mid-size sedan. 

2019 Hyundai Sonata Ultimate
The new Sonata makes a statement with its big grille, available LED headlights, vertically stacked LED fog lamps, and sporty 18-inch alloys. (Photo: Karen Tuggay)

Of course, it needs to be in order to survive. Not only is it up against some very stiff competition thanks to Toyota’s latest Camry being downright seductive in its sportiest XSE trim line, the latest Honda Accord providing a lot more premium-like presence than ever before, an all-new Nissan Altima improving styling while offering standard all-wheel drive, plus plenty of other brands tempting consumers with high performance or fuel-efficient hybrid and plug-in alternatives, not to mention Kia and Volkswagen complementing their respective Optima and Passat family sedans with sporty four-door coupe variants dubbed Stinger and Arteon, but the entire car sector under serious threat from crossover SUVs. 

Out of the 14 mid-size sedans currently vying for your attention, only four saw an increase in year-over-year Canadian sales through the first three quarters of 2019, and the Sonata isn’t one of them. The segment-leading Camry’s 11,579 deliveries are up 4.18 percent since the close of Q3 2018, growth that pales in comparison to the third-place Ford Fusion’s 33.43-percent gain, although its total sales are only 7,280. The two others in positive territory are marginal players to say it kindly, with Honda’s Clarity plug-in hybrid up 12.37 percent to 890 units, and Buick’s Regal having increased its take-rate by a whopping 48.71 percent, albeit only to 635 deliveries. 

2019 Hyundai Sonata Ultimate
While not as large as some competitors, the Sonata Ultimate’s 18-inch alloys help this big sedan perform very well. (Photo: Karen Tuggay)

The biggest loser is Volkswagen’s Passat down 78.24 percent to just 570 units, but Kia’s Optima didn’t fare much better with sales of 1,363 units resulting in a 52.09-percent downturn. A quick glance at some others like the Altima that lost 43.34 percent for 2,568 units despite its recent redesign, and Mazda6’s that took a 42.76-percent nosedive to 1,130 units, doesn’t make the Sonata’s mere 14.18-percent reversal look that bad, while the 3,346 units Hyundai delivered puts it in a strong fifth place, behind the Camry, Accord, Fusion and Malibu, yet ahead of the Altima, Optima, Subaru Legacy, Stinger, Mazda6, Clarity, Regal, Passat, and Arteon. Announcement of the Fusion’s upcoming demise might make it easier for those remaining, although it’s also a sobering sign of this once mighty category not being as essential to carmakers as it once was. 

All this said, the review you’re reading is more of a respectful adieu to the outgoing 2019 Sonata ahead of ushering in the all-new 2020, and therefore some of us can appreciate a car that helped define Hyundai’s new styling direction over its two-year tenure, while others are deciding if it will soon grace their driveway. I have a lot of good to say about this particular Sonata Ultimate tester, continuing on from my styling overview to its very impressive interior filled with upscale finishings and more features than you’re likely to find in any one of the competitors mentioned above. 

2019 Hyundai Sonata Ultimate
These attractive LED taillights come standard. (Photo: Karen Tuggay)

A tasteful array of high-quality, soft-touch composites in all the usual places join textured and brushed metal-like trim and inky piano black detailing throughout, while the medium-grey cabin sports a classy set of identically coloured seats in perforated leather upholstery with light-grey piping around their edges, which matches light-grey stitching on the bolsters, with the latter complementing light-grey stitching found elsewhere around the interior, particularly on the door panel inserts, on the shifter boot, and in baseball-stitched style around the inside of the leather-wrapped flat-bottom sport steering wheel rim. 

That steering wheel not only looks the part of a performance car, but its thick padded rim, nicely indented thumb spats, and overall meaty feel comes across a lot more Veloster N than Azera (RIP, in Canada at least), while the placement of the paddle shifters is so ideal they really enhance the overall driving experience. All is combined with ample steering column rake and reach, plus an eight-way powered driver’s seat with two-way lumbar, both allowing my long-legged, short-torso five-foot-eight frame to get completely comfortable while providing ideal control of directional duties, unlike some in the class that don’t fit me as well. 

2019 Hyundai Sonata Ultimate
The top-line Sonata Ultimate interior is nicely finished and quite refined, but next year’s update is needed to keep it current. (Photo: Karen Tuggay)

During the same week I also had Toyota’s new Camry XSE, which by all styling inferences appears to be the sportiest new mid-size sedan on the market. It’s a significant improvement over the previous model in every way including steering column reach, but it still doesn’t fit me as well. What’s more, the steering wheel doesn’t come close to feeling as sporty or allowing as much control as this Sonata’s, even from a styling standpoint. Don’t get me wrong as Toyota has done a commendable job with the new Camry interior, making its finishing more refined and its overall look a bit more upscale than this Sonata, but as far as real hands-on performance goes, it doesn’t come anywhere near close. What’s more, the Sonata’s steering wheel is heatable from its mid-range up, while Toyota doesn’t even offer a heated steering wheel in the Camry. 

The most notable Camry XSE and Sonata Ultimate differentiators are the seats, with the latter model featuring two of the best front sport seats in the family sedan class. Not only are the embossed with cool “Turbo” insignias up top, and detailed out with all the niceties mentioned earlier, but their deep side bolsters do an excellent job of holding butt and torso in place during hard cornering. You’ll need to hang onto something other than the steering wheel if you want to stay put in the Camry’s driver’s seat while attempting the same lateral Gs, because Toyota’s seats leave you sitting on top of their cushions rather than ensconced within. I didn’t find the Camry’s seats comfortable either, not even in the more luxurious XLE version, but the seats in the Sonata Ultimate are wonderful, and fully supportive in every way you’d want from a sport sedan. The Sonata’s three-way front seat heaters also get toastier than the Camry’s in their top temperature setting, plus the Hyundai includes three-way front seat ventilation that won’t be available to top-line Camry buyers until the 2020 model arrives. 

2019 Hyundai Sonata Ultimate
Most should find the well laid out Sonata interior easy to operate and comfortable. (Photo: Karen Tuggay)

Even the Sonata’s rear seats offer two-way derriere warmers next to the windows in mid-range Preferred trim and above, not to mention nicely carved out support that makes them feel great on the backside, albeit not so much to render the centre position useless. Side window sunshades, found in Luxury and Ultimate trims, can’t be had with a Camry either, while rear seat passengers benefit from plenty of other features like LED reading lights overhead, individual air vents, a nice wide folding centre armrest with integrated cupholders, deep door pockets with bottle holders, and more. A panoramic sunroof on Luxury and Ultimate trims makes the rear passenger compartment feel more open and airy than it would otherwise be, although even less opulent models are hardly short on side window visibility. 

It’s roomy in back too, with plenty of knee space, enough legroom to almost completely stretch out my legs while wearing winter boots, four to five inches to the door panels, plus I still had about three and a half inches above my head, so taller folks should fit in without problem. 

The trunk is large at 462 litres (16.3 cubic feet), while the lid can be opened with a button on the dash or automatically by standing behind the car with the ignition off and proximity-sensing key in pocket. It’s nicely finished with carpeting all the way up the sidewalls, including the trunk lid, while each side of the carpeted seatbacks fold forward in the usual 60/40-configuration via pull-tabs just underneath the rear shelf. 

2019 Hyundai Sonata Ultimate
Simple analogue instruments are enhanced by a good straightforward multi-info display. (Photo: Karen Tuggay)

Everything mentioned so far comes standard in top-line Ultimate trim, including a sharp looking set of 18-inch double-five-spoke alloy wheels wrapped in 235/45R18 Michelin all-season tires (replacing 16- or 17-inch Kumhos) directed via special rack-mounted motor-driven power steering (R-MDPS) with a dual-pinion steering rack, an exclusive twin-scroll turbocharged and direct-injected 2.0-litre four-cylinder engine with dual continuously variable valve timing and two-stage variable induction making 245 horsepower and 260 lb-ft of torque (replacing the base 2.4-litre four with 185 hp and 178 lb-ft of torque), an eight-speed automatic with manual mode and paddle shifters (instead of a six-speed automatic), as well as the special leather sport seats noted earlier, plus the aforementioned 3D Three-dimensional Overlay Method (T.O.M) metallic inlays. 

I’m itemizing the majority of each trim’s standard features because value for money has always been one a great way to judge any Hyundai against its peers, and considering this 2019 Sonata Ultimate goes for just $37,199 plus freight and fees, it’s hard to argue against it. After all, a similarly powered Camry with fewer features tops $41k, about 10 percent more than this full-load Sonata, while it’s also a couple of thousand pricier at its lowest end too. That base Essential trim can be had for just $24,899, while at the time of writing Hyundai was offering up to $2,000 in additional incentives. You can find out more right here at CarCostCanada, right on the same page that gives you detailed 2019 Sonata pricing, including trims, packages and individual options, plus rebate info and dealer invoice pricing that could save you thousands. 

2019 Hyundai Sonata Ultimate
The Sonata’s centre stack provides a lot of hands-on functionality. (Photo: Karen Tuggay)

Yet more features pulled up to this Ultimate model from the $34,899 Luxury trim include the aforementioned LED headlamps with adaptive cornering and auto high beams, the cooled front seats, the rear window sunshades and powered panoramic sunroof, plus aluminum treadplates, chromed inner door handles, an electric parking brake, an auto-dimming centre mirror, a HomeLink universal garage door remote, a six-way powered front passenger seat, driver’s seat and side mirror memory, an 8.0-inch high-resolution infotainment touchscreen with navigation, an excellent sounding 400-watt nine-speaker Infinity audio system, wireless device charging, rear seat heating/ventilation/AC ducts, rear parking sensors, driver attention warning, adaptive cruise control with stop-and-go, forward collision warning with pedestrian detection, and lane departure warning with lane keep assist. 

Features pulled up to the Unlimited from mid-range $28,799 Preferred trim include the stitched leatherette door inserts, heated steering wheel rim, rear seat heaters, and proximity trunk release mentioned before, as well as two-zone auto climate control, satellite radio with a rooftop shark antenna, remote engine start, and BlueLink connectivity, while the $27,699 Essential Sport model provides its sport grille, dark chrome and sportier exterior detailing, sport-tuned suspension, LED tail lamps, front door handle welcome lighting, proximity-sensing keyless entry, sport-style Supervision instrument cluster with a 4.2-inch TFT LCD multi-function display, shift paddles, eight-way power driver’s seat, and aluminum pedals. 

2019 Hyundai Sonata Ultimate
The 8.0-inch centre display is high in resolution and filled with features. (Photo: Karen Tuggay)

Lastly, standard features included with this Ultimate model from base Essential trim are as follows: automatic on/off headlamps, LED daytime running lights, powered and heated exterior mirrors with integrated LED turn signals, a leather-wrapped multifunction steering wheel, speed-sensitive variable intermittent windshield wipers, heatable front seats, Android Auto and Apple CarPlay phone integration, Bluetooth with streaming audio, micro-filtered air conditioning, blindspot monitoring with rear cross-traffic alert, the usual active and passive safety gear, plus plenty more. 

To be fair to the Camry, which has taken quite a beating while being compared directly to the Sonata Unlimited throughout this review, the mid-size Toyota provides a more sophisticated primary gauge package thanks to a more advanced multi-information display (MID) boasting a bigger, more modern looking TFT screen that neatly curves around the outside of each analogue dial, plus it also comes with more functions. Just the same, the Sonata’s MID is bright, clear and hardly short on features. 

2019 Hyundai Sonata Ultimate
This is one of the most supportive driver’s seats in the mid-size class. (Photo: Karen Tuggay)

The car’s centre stack is more vertical than the Camry’s, which is a more modern horizontal layout, not that it matters from a functional standpoint, but it theoretically allows for a larger display (the top-line Camry’s 8.0-inch touchscreen isn’t any larger though) and more room for switchgear around it (the 2020 Sonata makes up for this in a big 12.3-inch way), and therefore the Sonata’s dash design appears more conventional than the Camry’s as well, but once again this has more to do with the 2019 Sonata’s end of lifecycle issues than not technically measuring up (upcoming reviews of the new 2020 Nexo and 2020 Palisade SUVs will expose Hyundai’s infotainment leadership in more detail). I like how the current Sonata’s touchscreen sits high on the centre stack, making it easy to read while driving, and its clear, high-resolution display provides good depth of colour and nice graphics. Its operating system is quick as well, while all functions are generally easy to sort out. 

I found the quality of Sonata switchgear good too, particularly the steering wheel controls and array of buttons, knobs and switches on the centre stack, some of this latter group detailed out with an attractive aluminum-like finish. The upper row of these aluminized toggles is set aside for audio and infotainment system functions, while the bottom row is for the automatic heating and ventilation system, plus the heated and cooled seats as well as the heated steering wheel rim. Under this is a rubberized tray for your smartphone that doubles as a wireless charging pad, while yet more connectivity sits just above on a panel integrating two 12-volt chargers, a USB port, and an aux plug (we can expect more USB ports and fewer old tech as part of the 2020 redesign). 

2019 Hyundai Sonata Ultimate
This big panoramic sunroof adds a lot of light front to back. (Photo: Karen Tuggay)

With the thick, flat-bottom, paddle shifter-enhanced steering wheel rim in hands, and the nicely bolstered driver’s seat underseat, the Sonata Ultimate felt considerably more fun to drive than the Camry XSE, even without the latter car’s more powerful V6. The top-tier Camry is quite a bit quicker in a straight line, shaving about a second and a half off the Sonata Ultimate’s mid-seven-second 0-100 km/h sprint, as long as you manage to stop the front wheels from spinning too much, but straight-line acceleration only one performance criterion, and certainly not most important to me. 

Sure, making surrounding traffic almost instantly disappear in the rearview mirror can be fun while behind the wheel of a Porsche 911 Turbo or something equally fast, but trying to do so in a Sonata or Camry simply makes you look juvenile. I found the Sonata Ultimate’s 2.0-litre turbo moved me out of the starting blocks fast enough, while its eight-speed automatic swapped gears quicker than the Camry’s eight-speed gearbox, particularly when its Drive Mode Select system was switched from Comfort, past Eco, into Sport mode, each of these making adjustments to steering, engine, and transmission responses. For my tastes, the high-revving top-level Sonata engine was a great deal more enjoyable than the Camry’s V6 when pushed hard at speed, while having less weight over the front wheels made for nimbler high-speed handling with less understeer. 

2019 Hyundai Sonata Ultimate
A large back seating area provides good comfort and available amenities like seat heaters, side sunshades, and more. (Photo: Karen Tuggay)

Yes, the Sonata Ultimate manages fast-paced corners better than the Camry XSE, the Hyundai reacting quicker and feeling more stable. The Toyota had a tendency to push its front tires out of its lane when driven similarly over the same circuitous roadway, while becoming its rear tires didn’t feel as hooked up either, and this is in spite of coming equipped with bigger 19-inch alloys on 235/40 all seasons. Throw the Sonata Unlimited’s driver seat superiority into the mix and it’s no contest. 

As for fuel economy, you’d think Hyundai’s 2.0-litre turbo-four would annihilate Toyota’s old 3.5-litre V6, but the Sonata Ultimate’s claimed rating of 10.4 L/100 km city, 7.4 on highway and 9.1 combined is only a fraction better than the Camry XSE’s 10.7 city, 7.4 highway and 9.2 combined rating. Another nod to Toyota is the inclusion of the eight-speed automatic throughout the Camry range, which helps its less formidable four-cylinder trims walk away with an ultra-thrifty 8.1 city, 5.7 highway and 6.9 combined rating, which is far better than the 2.4-litre equipped Sonata’s stingiest rating of 9.2, 6.8 and 8.1. 

2019 Hyundai Sonata Ultimate
The Sonata’s big trunk can be expanded upon by the mid-size segment’s usual 60/40 split-folding rear seatbacks. (Photo: Karen Tuggay)

Now that I’m griping, the Sonata’s proximity-sensing automatic trunk opener doesn’t seem to work when the car is already unlocked, and with no button in back to open it manually you’ll want to remember to do so from the driver’s position before getting out. The Camry’s approach, which includes a button on the trunk lid that unlocks by proximity sensing, is easier to live with. I also like the Camry’s heated front seats, which turn on (or stay off) automatically upon restarting the car, and stay set at the previous temperature. The Sonata’s heatable front seats require your attention each time you climb inside. 

Of course, a lot of other qualities keep the Camry on top of the mid-size sedan class hierarchy, and I promise to cover these in a future road test review, while there’s no shortage of credible competitors in this segment either, as mentioned at length before, yet if buying into this category you’d be wise to spend some time with the Sonata before choosing something else. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

2019 Infiniti QX60 Sensory Road Test

2019 Infiniti QX60 Sensory
There are no visual changes for the 2019 QX60, but it still looks mighty attractive. (Photo: Karen Tuggay)

Back in the day, badge engineering was mostly a domestic issue. Certainly there were some instances of entry-level European brands sharing underpinnings with a luxury marque, but few would call an Audi Fox, which rode on the back of Volkswagen’s “mid-size” Dasher, a luxury car. The practice was more common in North America where full-size Chevy and Pontiac sedans were unabashedly transformed into Buicks and Cadillacs by grafting on new front and rear clips, stamping new sheetmetal, and gussying up their cabins with leather, faux woodgrain and chrome, but little else, which was probably why no one thought anything about luxury newcomers Acura, Lexus and Infiniti doing likewise when they arrived on the scene in the ‘80s. While these Japanese premium brands have now mostly done away with this exercise as they’ve gained more prestige, some hangers on still survive, like Infiniti’s QX60. 

We can point fingers at others, like Lexus’ ES series that rests on the comfortable Toyota K platform, the same as Toyota’s Avalon, which also carries the RX and Highlander, not to mention the Camry mid-size sedan, Sienna minivan, and now discontinued Venza mid-size crossover, while Audi still shares plenty of its platform architectures with VW (and Bentley, amongst others), BMW with Mini, Alfa Romeo with Jeep, and so on, but most aren’t as obvious as Infiniti with the QX60 and Nissan’s Pathfinder. 

2019 Infiniti QX60 Sensory
The 20-inch alloys included with the Sensory package adds visual flair and performance benefits. (Photo: Karen Tuggay)

Truly, few premium models come closer to mimicking their mainstream volume-branded donor platform as the QX60 and Pathfinder, but to be fair to Infiniti the similarities aren’t easily seen outside. The luxury brand’s most accommodating crossover SUV incorporates its trademark grille and animal-like LED headlights up front, plus its curvy rear quarter window, and its more shapely wrap-around LED taillights, while the Nissan appears a lot more like a traditional truck-based SUV since it was refreshed for 2017. 

No, the most noticeable similarities are found inside, where the two SUVs are near duplicates in design, layout, and overall goodness. Did you notice how I did that? No doubt you thought I was going to slam the QX60 for not measuring up to the luxury class, but despite a desire to see more differentiation between QX60 and Pathfinder interiors, they’re both very good at providing what customers in this family segment want and require, the Infiniti simply offering more when it comes to the choice and quality of materials, plus other niceties. 

2019 Infiniti QX60 Sensory
The QX60 interior mimics the Nissan Pathfinder’s a bit too closely, but it’s materials quality and finishing is good. (Photo: Karen Tuggay)

For starters, the QX60’s dash top, instrument panel fascia, glove box lid, lower console sides, and front door panels, from top to bottom, are covered in high-quality soft synthetics, while the Pathfinder is the king of hard plastics, covering each of these surfaces with low rent composites except for (oddly) the front door panels that receive the full soft-touch treatment too. The QX60 also moves these improvements into the rear passenger compartment, offering pliable rear door uppers, whereas hard shell plastic covers the Pathfinder’s inner door panels. What’s more, Infiniti covers each roof pillar in padded cloth too, while unlike some competitors Nissan doesn’t even wrap the front pillars. 

Being a luxury brand, Infiniti makes other QX60 upgrades too, like replacing the Pathfinder’s faux woodgrain with genuine maple hardwood, covering the seats with high-grade leather featuring hourglass quilting on their inserts and contrasting piping around their outer edges, or at least this was the case with my tester’s top-tier Sensory trim, but the old-school electronic interfaces are near identical other than their digital branding and graphic design, the driver’s gauge package is the same except for Infiniti’s unique purple coloured theme within the dials and serrated metallic surrounds, this motif also carried over to the centre display, which just happens to not yet include Apple CarPlay or Android Auto smartphone integration, and while all the switchgear that controls these interfaces (plus everything else) are fairly unique and nicer in the more upscale QX60, they’re organized in mostly the same way. 

2019 Infiniti QX60 Sensory
The interior design hasn’t changed in years, but it’s highly functional and nicely laid out. (Photo: Karen Tuggay)

Together with the beautiful hardwood and soft leather, the $4,200 Sensory package includes three-way ventilation to the standard heated front seats, while second-row outboard positions get heated and the rearmost third row includes a powered folding return to make cargo hauling easier, while getting to that is made more convenient due to a motion activated powered tailgate. All seven QX60 occupants will likely appreciate the wide open feeling of the power panoramic sunroof up above, which comes complete with power sunshades, while they should also like this Sensory model’s 15-speaker surround-sound Bose audio upgrade, which uses digital 5.1-channel decoding, while all should also like the Advanced Climate Control System (ACCS) that includes auto-recirculation, a plasmacluster air purifier and a grape polyphenol filter. Lastly, the Sensory package enhances the QX60’s styling and road-holding with a special set of 15-spoke 20-inch alloy wheels on 235/55 all-season rubber. 

Those wanting the Sensory package need to first add the $5,000 Essential package and $4,800 ProActive package, the first including remote start, entry/exit assist for the driver’s seat and steering wheel, rain-sensing windshield wipers, reverse-tilt side mirrors, two-way powered lumbar support for the driver’s seat, two-way driver’s memory with an Enhanced Intelligent Key, a 13-speaker Bose audio system, leather upholstery, Infiniti InTouch infotainment with navigation, lane guidance, and 3D building graphics, voice recognition, an Around View parking monitor with Moving Object Detection, front and rear parking sonar, SiriusXM Traffic, plus more. 

2019 Infiniti QX60 Sensory
Classic two-dial layout gets a nice colour multi-information display at centre. (Photo: Karen Tuggay)

The ProActive package adds auto-dimming side mirrors, headlight high beam assist, full-speed range adaptive cruise control, distance control assist, active trace control, lane departure warning and prevention, blindspot intervention, backup collision intervention, front pre-crash seatbelts, and Infiniti’s exclusive Eco Pedal. 

All of this premium equipment gets added to a QX60 that’s already nicely equipped in base Pure trim, a well-priced competitor at just $48,695, due to features like auto on/off LED headlights, LED daytime running lamps, LED fog lights, LED tail lamps, roof rails, power-folding side mirrors with integrated turn signals, proximity keyless entry, pushbutton start/stop, a heated leather-clad steering wheel rim, a power tilt and telescopic steering column, an eight-way powered driver’s seat, a six-way powered front passenger’s seat, an auto-dimming rearview mirror, a universal remote garage door opener, a (normal sized front) powered moonroof, micro-filtered three-zone auto HVAC, an 8.0-inch centre touchscreen with a reverse camera, SMS/email display, satellite radio, three USB charge ports, a power rear tailgate, predictive forward collision warning, forward emergency braking with pedestrian detection, blindspot warning, etcetera (see all 2019 and 2020 Infiniti QX60 pricing right here at CarCostCanada, with details about trims, packages and individual options, plus don’t forget to look up special manufacturer rebate info and dealer invoice pricing that could save you thousands). 

2019 Infiniti QX60 Sensory
A nicely organized centre stack has stood the test of time, while features are plentiful. (Photo: Karen Tuggay)

Many of these features are available with the Pathfinder, by the way, so it isn’t like top-level trims of the Nissan-branded utility aren’t up to snuff, especially when compared to their true mainstream competitors, but as it should Infiniti takes its feature allotment up a notch or two. Fortunately, not much differentiation in mechanicals is needed to remain popular, where both SUVs use the same direct-injected 3.5-litre V6 and continuously variable transmission, the latter featuring nearly real feeling stepped gear ratios. It’s one of the better CVTs available today, and ideally suited to the QX60’s comfort-oriented mission. Take note, however, that all-wheel drive comes standard with the QX60 and is optional with more basic Pathfinder trims. 

Performance off the line and during passing manoeuvres is good thanks to 295 horsepower and 270 lb-ft of torque, which is 11 horsepower and 11 lb-ft more than the Pathfinder, while the CVT gets a manual mode for more spirited engagement. Additionally, Infiniti provides driving modes with default (a best of all worlds compromise), Sport (that makes adjustments to the engine and transmission to enhance performance), Eco (that adjusts engine and transmission responses to improve fuel economy), and Snow (that controls engine output to reduce wheel spin) settings, compared to the Pathfinder that only offers the choice of 2WD, AUTO, and LOCK for its “i-4×4” Intelligent 4WD system. The Pathfinder’s 4WD settings are no doubt best off the beaten path, as would be its 7.0 inches of ground clearance compared to 6.5 inches for the QX60, but Infiniti’s design is more useful for combatting slippery conditions on pavement. 

2019 Infiniti QX60 Sensory
Real maple hardwood adds a touch of elegance throughout the QX60 cabin. (Photo: Karen Tuggay)

And how is fuel economy impacted? The QX60 does very well with an estimated rating of 12.5 L/100km city, 9.0 highway and 10.9 combined, while a fully loaded Pathfinder with AWD can manage a claimed 12.4 city, 9.2 highway and 11.0 combined.  

Both QX60 and Pathfinder models ride on an identical fully independent suspension setups too, constructed of struts up front and a multi-link system in back, plus fore and aft stabilizer bars and coil springs, but this sameness aside the Infiniti feels more solid and substantive than the more affordable alternative. It likely comes down to some of the previously noted soft surfaces and additional sound deadening materials subduing interior noise, vibration, and harshness, not that the Pathfinder I tested recently was harsh in any way. Either way, the QX60 is more upscale, as it should be. 

This more substantive presence, and suspension tuning, makes for a smoother and more comfortable ride as well, but truly both SUVs coddle their passengers well, no matter the road below, while these two can manage fast-paced curves reasonably well too, as long as no one gets unrealistically overenthusiastic. 

2019 Infiniti QX60 Sensory
The otherwise comfortable driver’s seat would have been better with 4-way lumbar support. (Photo: Karen Tuggay)

A QX60 disappointment is lumbar support, because its two-way in-and-out design (which is identical to the Pathfinder’s) simply doesn’t cut it in the premium sector. They at least should’ve made a four-way system available, because the way it is now makes it so you’ll either receive ideal pressure just where you want it, or not, the latter being reality for my five-foot-eight body type. A four-way system provides upward/downward adjustment so as to meet up with the lower backs of all types of bodies.

Two-way lumbar support aside, the driver’s seat is fairly comfortable and should be amply big in order to satisfy for most owner’s needs, while the 60/40-split second-row bench seat is plenty accommodating too, due to loads of space to each side plus fore and aft adjustability. Infiniti installed a comfortable armrest with integrated cupholders in the middle, making it a good place to idle away the hours. The QX60’s rearmost row isn’t the biggest or the smallest in this mid-size luxury segment, but it should be ample for all but large teenagers and adults. Better yet, the QX60 provides the same innovative second-row seat folding mechanism to access that third row as the Pathfinder, which allows a child safety seat to remain installed (without the child strapped in) when sliding it forward and out of the way. 

2019 Infiniti QX60 Sensory
Second- and third-row roominess is good. (Photo: Karen Tuggay)

Safety seats in mind, the needs more child seat latches, especially in the very back, but on the positive the Nissan/Infiniti Rear Door Alert system is really smart. It uses door sequence logic, together with a message alert within the gauge cluster, plus multiple horn beeps, to cause its driver to check the rear compartment after parking and shutting off the ignition. It’s an important step towards reducing and hopefully eliminating child and pet injuries and deaths after being left behind in the summer heat of parked vehicles. 

The QX60 is also accommodating for cargo, with a total of 447 litres (15.8 cubic feet) available aft of the third row (this area made even more functional due to a stowage compartment under the load floor), 1,155 litres (40.8 cubic feet) behind the 50/50-split third row via powered switches mounted on each cargo wall, and 2,166 litres (76.5 cubic feet) of total cargo space available when the 60/40-split second-row seats are folded forward via manual levers on their sides. Some competitors also make automated second-row seats available, but this setup should work well enough for most. 

2019 Infiniti QX60 Sensory
Plenty of room for cargo here. (Photo: Karen Tuggay)

After all is said and done the QX60 is getting on in years, but aging doesn’t necessarily translate into outdated. True, its cabin electronics could use updating and, as noted earlier, I’d appreciate less obvious ties to its Pathfinder cousin, but it’s attractive from the outside in, has been finished with good quality materials, drives quite well, and provides seven-occupant luxury and plenty of practicality for an affordable price when compared to its closest premium rivals. Of note, this 2019 version is no different than the 2020 model that’s starting to arrive now, other than all the packages outlined in this review transforming into four trim levels, plus some new option packages. 

This said a complete redesign isn’t far off, and expected to arrive in 2020 as a 2021 model, but if you need to upgrade now you’ll be well taken care of with this 2019 QX60, or the new 2020 version. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

2019 Buick Regal GS Road Test

2019 Buick Regal GS
Good looking Buick Regal GS doesn’t have to be shy about styling. (Photo: Trevor Hofmann)

There have been a lot of cancelled domestic sedans as of late, but rest assured this Buick Regal isn’t going anywhere soon. 

FCA initiated the process by chopping its Dodge Dart and Chrysler 200 a couple of years ago, which was quickly followed by near simultaneous announcements from both Ford Motor and General Motors that their car lineups would soon be cut back, with the blue-oval and its Lincoln luxury division eliminating every car but Mustang, and GM more modestly cancelling its Chevrolet Cruze, Volt, Impala, Buick LaCrosse, Cadillac CT6 and XTS. With the Chevy Malibu Hybrid slated for cancellation after this 2019 model year, there’s some talk about whether the conventionally powered version will last much longer, but so far this is just gossip. 

The Malibu is a very good mid-size sedan that I’d be sorry to see leave, truly competing well against its mainstream volume peers, and that car’s relevance is probably why we still have the Regal. The two share core underpinnings, and while there’s no performance-tuned Malibu SS to match the Regal GS’ vigor off the line or through the curves, it’s a car I could happily live with. 

2019 Buick Regal GS
It looks like a sedan, but the Regal is actually a hatchback, dubbed Sportback by Buick. (Photo: Trevor Hofmann)

GS trim is top of the line for Regal, so along with plenty of luxury features, its 310-horsepower V6 and other go-fast goodies easily make it one of the sportiest mid-size family sedans available. It’s also not technically a sedan, but rather a five-door hatchback or liftback, Buick choosing to name it Sportback. It’s hard to tell it’s a hatch instead of the usual trunk, but given a little time with one you’ll quickly appreciate how versatile its load-hauling capabilities are. 

Speaking of practicality, Buick makes a raised five-door sport wagon/crossover variant (similar in purpose to the Subaru Outback and Volvo V90 Cross Country) for the U.S. market (plus Europe, under the Opel and Vauxhall brands, as well as Australia and New Zealand where the two body styles are sold as the Holden Commodore). In the U.S. it’s called the Regal TourX, and I have to say it’s a smart looking car that I wish we had here, but no doubt it’s not available due to low potential sales. GM’s Chinese division has no problems selling cars, Regals in particular, but nevertheless they chose not to offer the TourX either, choosing to only go with this four-door coupe-like sedan instead. 

2019 Buick Regal GS
This top-line GS model has lots of sporty styling cues, plus real performance upgrades like powerful Brembo brakes. (Photo: Trevor Hofmann)

Its styling should be attractive to most, as should its impressive performance, but nevertheless this Regal remains one of the least popular cars in its mainstream volume segment. Alternatively we could classify it amongst premium brands and then it might be considered more of a success. After all, with a base price of $32,045 plus freight and fees it starts $3,000 to $7,000 pricier than most rivals, pushing it closer to entry-level luxury alternatives. It should also be noted that similarly priced volume-branded mid-size sedans do about the same or worse when it comes to sales. This said, the Regal doesn’t measure up to premium status or refinement levels (the General’s Cadillac division fulfills that need), so the unique model’s low sales are understandable (see all 2019 Buick Regal pricing right here on CarCostCanada, where you can also find out about available rebates and dealer invoice pricing that could save you thousands). 

The as-tested Regal GS being reviewed here starts at a very premium-level $44,045, and jumps up to $51,700 with all available features (plus a couple of useful accessories), which while very reasonable when compared to similarly sized and equipped premium-branded cars, it’s a big jump upmarket from a loaded up Toyota Camry, Honda Accord or Ford Fusion, these being the top-three sellers in the mid-size sedan segment. Its fully loaded price is only $205 more than a totally optioned out Kia Stinger, mind you, and in fact $1,880 less than VW’s loaded up Arteon. 

2019 Buick Regal GS
The spacious interior is mostly good, although Buick cut some corners when it comes to fit and finish. (Photo: Trevor Hofmann)

To Kia’s credit the top-line Stinger is a 365-horsepower twin-turbo V6-powered AWD “hot-hatch” capable of sprinting from zero to 100 km/h in a mere 4.9 seconds, but the GS provides respectable acceleration of 5.6 seconds from standstill to 100km/h, which is actually better than the now-legendary Regal Grand National GNX, and about the same as the lighter weight 265-horsepower Arteon (the VeeDub weighs about 300 kilos or 660 lbs less than this Buick). These sprint times are of course estimates, with some manufacturers more conservative in their claims than others, but the GS’ 3.6-litre V6 engine’s torque rating of 282 lb-ft is likely spot on. 

There are plenty of other reasons to place each of these impressive cars high on your shopping list, and many attributes that set them apart from their more conventional family sedan challengers. I won’t be tempted to make this review a full-blown comparison test, despite recently driving all of the above for a week apiece, but instead will solely concentrate on the Regal GS, while occasionally pointing out strengths and weaknesses against key competitors. 

I find each of these three cars attractive from a design perspective, so styling will come down to personal preferences. The Regal looks fabulous in my books, its classic lines and overall elegance working well for me, albeit my 50-something age might have something to do with this. I particularly like this GS model’s design details. 

2019 Buick Regal GS
Most upper surfaces are premium-like, while the sporty GS steering wheel really adds to its performance feel. (Photo: Trevor Hofmann)

The visual enhancements start with bold red italicized “GS” lettering on the gloss-black mesh grille insert that’s framed by a glossy black surround, which is all underscored by even more piano black trim on lower fascia. The same shiny, inky treatment highlights the lower side window trim and rear valance, this sporty appearance package complemented by aluminum-look accents on the grille, corner grillettes, upper window surrounds, and exhaust finishers. A subtle body-colour rear deck lid spoiler, and a reworked rear bumper design finish off the sporty upgrade. 

Open the door and you’d be forgiven for thinking that Buick is channeling the ghost of Pontiac, as you’ll be looking at two of the most aggressive sport seats in the mid-size sedan class, not to mention a contrast-stitched, leather-clad sport steering wheel to match, complete with a flattened bottom for extra spunk. I won’t go so far say the GS’ wheel is as perfectly shaped as the Arteon’s impeccably crafted spokes and rim, or for that matter the Stinger’s shift paddle-enhanced design, but they’re all considerably better than average in this family-focused class. Like the others, Buick provides yet more piano black lacquer trim inside, plus some carbon weave-like inlays here and there, as well as aluminum-look and chrome accents elsewhere, giving the Regal true sport sedan interior design. 

2019 Buick Regal GS
The centre panel of the Regal GS gauge package is all digital. (Photo: Trevor Hofmann)

A partially digital primary gauge cluster features a red GS insignia on the 4.2-inch speedometer/multi-information display at centre, reminding all this is Buick’s fastest model. The graphic can be swapped for a number of useful functions via steering wheel controls. 

On top of the centre stack is Buick’s latest IntelliLink infotainment system, housed in a very impressive high-resolution 8.0-inch touchscreen. Its multiple aqua-green circles on a high-contrast black background look good, and a bit more premium-like than the bright, colourful Apple-style interface in the aforementioned Malibu, which is probably fitting for Buick’s older and slightly wealthier average buyer. The system is easy to use and once again filled up with useful functions, from a big, clear reverse camera including dynamic guidelines, to a user-friendly navigation system with accurate route guidance with detailed mapping, plus all the expected audio features such as satellite/HD radio and Bluetooth streaming, phone and text message info/readouts, another panel for OnStar, a large interface for the two-zone auto HVAC system, etcetera. 

2019 Buick Regal GS
The centre touchscreen is large and very easy to use. (Photo: Trevor Hofmann)

A separate analogue HVAC panel provides quicker-access just below, plus switches for the three-way heated and ventilated front seats, while other items not yet mentioned that came with my Regal GS tester included a heated steering wheel, a head-up display, adaptive cruise control, auto-dimming rearview and driver’s side mirrors, two-way driver’s memory, leather upholstery, an eight-speaker Bose audio system, wireless device charging, a 4G LTE Wi-Fi hotspot, a power moonroof, passive keyless entry, pushbutton start/stop, remote start, auto-leveling LED headlamps with cornering capability, 19-inch alloys with grey-painted pockets, front and rear parking sonar, and the list goes on. 

Buick also added a bevy of advanced driver assistance and safety features including autonomous forward braking with collision alert and pedestrian detection, blind spot monitoring and rear cross-traffic alert, lane departure warning with lane keeping assist, and the brand’s first-ever active hood pedestrian safety system that raises the rear section of the hood by 100 mm (3.9 inches) in order to lessen impact and help reduce injury. 

2019 Buick Regal GS
These are two of the best front sport seats in the class. (Photo: Trevor Hofmann)

That sporty Regal GS driver’s seat is also wonderfully comfortable, much thanks to four-way lumbar support, an upscale feature that doesn’t even come with some premium-branded luxury sedans. The lower cushions are extendable too, and therefore ideally cup under the knees for added comfort and support, while the sizeable side bolsters provide good lateral support and powered adjustability, making them perfect for just about any body type. Due to plenty of reach from the tilt and telescopic steering column, the Regal also provided an excellent driving position, which isn’t always the case for my long-legged, short-torso frame. 

The GS’ V6 idles smoothly when it’s not turning off automatically to save fuel and reduce emissions, a very good thing, while this model’s upgraded nine-speed automatic provided quick, smooth shifts. The entire drivetrain was smooth and effortless to operate around town, on the highway, or when pushed through tighter, windy sections, but I was disappointed to learn that this sporty sedan didn’t include paddle shifters, which would have made this well sorted transmission and fully capable powerplant all the more entertaining. Instead, I pressed the Sport mode button, slotted the gear lever over to the left for manual mode, and shifted away to my heart’s content. 

2019 Buick Regal GS
The rear seats are roomy and comfortable, but there aren’t many features back here. (Photo: Trevor Hofmann)

It’s not a Wildcat 445, but the Regal GS isn’t short of enthusiasm off the line, while the gearbox is an ideal match, shifting quick but never harshly, although I found the need of more sport from the model’s Sport mode, so I quickly changed to the GS setting, which adds a bit more weight to the steering and helps the car to feel more engaging overall. I honestly missed having steering wheel paddles, but I nevertheless adapted as required and got the most out of this well balanced four-door when some of my favourite two-lane serpentine stretches goaded me on. The GS suspension is as smooth and comfortable as anyone should want, yet it manages curves well due to active dampers that make adjustments every two milliseconds. The car’s active twin-clutch all-wheel drive system aids fast cornering further, particularly in inclement weather, while its high-performance Brembo brakes perform as boldly as they look. The GS’ fuel economy is ok considering its performance and all-wheel drivetrain, with a claimed Transport Canada rating of 12.4 L/100km in the city, 8.7 on the highway and 10.7 combined. 

2019 Buick Regal GS
Just in case you forgot the Regal was a hatchback, check out how easy it is to access the cargo compartment. (Photo: Trevor Hofmann)

Of course, the GS isn’t perfect. Its turn signal stalks are some of the cheapest feeling I’ve ever experienced, due to substandard hollow plastics and loose, sloppy fitment, while Buick spent less on premium composite surfaces. There’s simply too much low rent hard plastic on the lower dash, glove box lid, and mid to lower door panels, especially for a car that passes $50k in top trim. The previously noted VW Arteon isn’t all that much better when it comes to the latter, mind you, but the Stinger does a better job posing as a luxury model. Most GS upper surface treatments are finished in appropriately soft-touch synthetics, however, while front and rear seat roominess is more than adequate, with the rear outboard seats almost as comfortable as those up front, but the moulded black plastic panel covering the rear portion of the front console was bulbous and therefore ugly looking, like it was pulled from a much lower rent vehicle, while this issue was made worse due to the car’s rather spartan rear seat features, back passengers only provided two air vents and twinned USB ports. 

2019 Buick Regal GS
The Regal’s 40/20/40-split rear seatbacks make it wonderfully practical. (Photo: Trevor Hofmann)

True, this top-tier Regal GS is a bit lacklustre when it comes to features in back. For instance, it’s devoid of heatable rear seats that are included by most others in the $40k-plus category, and these would’ve been great additions for warming up after winter ski trips, the GS being an otherwise ideal snow shuttle thanks to grippy AWD and all-round good performance on twisty mountainside roads, its roomy liftback design, and its versatile 40/20/40 split-folding rear seatbacks that would allow rear passengers to enjoy the more comfortable window seats with skis tucked down the middle. The Regal’s cargo cover is nice and weighty, feeling very well made, while rear seat releases conveniently expand the 892-litre (31.5 cubic-foot) cargo compartment into a sizeable 1,719 litres (60.7 cu ft). 

Although the Regal GS could use a few more features and doesn’t quite measure up to its peers when it comes to fit and finish inside, it’s an especially good looking and highly unique offering that’s worthy of your full attention. I’m guessing you’ll enjoy its performance, and appreciate its roomy, comfortable cabin, plus its general practicality, so if you can look past its few shortcomings, it just might provide an ideal compromise between your desire of style and performance and your more pragmatic requirements. 

Story credit: Trevor Hofmann 

Photo credit: Trevor Hofmann

2019 Lexus ES 300h Road Test

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

Model year 2019 marks three decades of Lexus ES availability, and while the car’s primary purpose hasn’t changed one iota, today’s seventh generation wouldn’t be recognizable by those who created the original.  

The comparatively humble ES 250 was brought to market in 1989, and made no bones about its even more proletariat Toyota Camry roots. It was actually rushed to market so Lexus wouldn’t be a one-model brand, the full-size LS 400 making up the other half of the lineup. The ES, which was actually based on the Japanese market Camry Prominent/ Vista, was a good looking, well built, and fairly potent V6-powered mid-size luxury sedan, and thanks to that did reasonably well considering the all-new brand behind it. 

Lexus has produced six ES generations since that first example, releasing this latest version last year for 2019, and while each new update improved upon its predecessor, this new model is by far the most dramatic to look at, most refined inside, and best to drive. 

Lexus has done such a great job of pulling the ES upmarket, that it’s going to be a lot harder to justify having two mid-size sedans in its lineup. The two cars look pretty similar and are quite close in size, with the new ES’ wheelbase a mere 20 millimetres (0.8 inches) longer at 2,870 mm (113.0 in), and 4,960 mm (195.3 in) of nose-to-tail length more of a stretch due to another 110 mm (4.3 in). The ES is also 25 mm (1.0 in) wider than the GS, spanning 1,865 mm (73.4 in) from mirror to mirror, but at 1,445 mm (56.9 in) tall it’s 10 mm (0.4 in) lower in height, the ES’ long, wide and low design giving it stylish proportions that are arguably more attractive than the sportier, pricier GS. 

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

To be fair, the GS not only provides stronger performance, especially through curves but also off the line, and particularly in fully tuned GS F trim that’s good for 467 horsepower, but it feels more substantive overall due to 66 kg (145 lbs) of extra curb weight in base trim and 185 kg (408 lbs) of added heft as a hybrid, plus a rear wheel-drive architecture shared with the smaller IS series sedan and coupe, a more rigid, sport-tuned suspension design, and other enhancements justifying its significantly pricier window sticker. 

On that note the 2019 Lexus GS ranges between $63,800 and just over $100,000, compared to only $45,000 to $61,500 for the ES (check out pricing for all new and past models right here at CarCostCanada, including trims, packages and separate options, plus find out about rebate information as well as dealer invoice pricing that could save you thousands). 

Behind the big new ES grille is a 302 horsepower version of Lexus/Toyota’s well-proven 3.5-litre V6, those numbers down a mere 9 horsepower and 13 lb-ft of torque from the base GS engine, yet 34 hp and 19 lb-ft of torque more capable than the outgoing ES 350, while Lexus now joins it up to an eight-speed automatic transmission instead of the six-speed gearbox found in the 2018 ES 350 and this year’s pricier GS. 

The ES 300h hybrid, which starts at $47,000, now gets an improved 176 horsepower 2.5-litre four-cylinder engine with 163 lb-ft of torque, plus a 67 horsepower (50 kW) electric motor and 29.1-kWh nickel-metal hydride (NiMH) battery, resulting in 215 net horsepower and an undisclosed amount of torque (the outgoing ES 300h’ net torque rating was 206 lb-ft). This fourth-generation Hybrid Synergy Drive system once again features a wonderfully smooth electronically controlled continuously variable transmission that works well in its luxury role, while minimizing fuel consumption. 

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

Fuel efficiency is the ES 300h’ strongpoint thanks to an amazing 5.5 L/100km city, 5.2 highway and 5.3 combined rating, which despite the aforementioned performance improvement makes last year’s 5.8, 6.1 and 5.9 respective ES 300h rating look merely so-so by comparison. 

The 2019 ES 300h also does better than Lincoln’s MKZ Hybrid, the domestic luxury sedan only capable of 5.7 L/100km in the city, 6.2 on the highway and 5.9 combined, while some additional comparisons worth noting include the regular ES 350 that manages a respectable 10.6 in the city, 7.2 on the highway and 9.1 combined, the same car with its F Sport styling enhancements that’s capable of 10.9, 7.5 and 9.4, and the regular GS 350 AWD with its 12.3, 9.1 and 10.9 rating. Last year’s GS 450h hybrid managed a fairly decent 8.0 in the city, 6.9 on the highway and 7.5 combined, incidentally, but it’s no longer offered so this point is moot unless you can still source a new one or don’t mind living with a pre-owned version. 

Finding a used GS might be a tad difficult being that they’re rare beasts. In fact, Lexus has only managed to deliver 82 examples in Canada up to August 31st of this year, compared to 1,445 ES units. This latter tally is actually the mid-size luxury sedan category’s second-best result, behind Mercedes’ E/CLS-Class, plus it’s also the segment’s best growth at 55.54 percent over the same initial eight months of 2018. Only two challengers saw any positive growth at all, including the same E/CLS-Class (that also includes a coupe and convertible) that saw its sales increase by 1.24 percent, plus the Audi A6 and A7 with 18.87 and 24.28 percent growth respectively, but these two models were only able to find 441 and 430 new buyers each so far this year. 

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

Just in case you were questioning, the GS (with sales down 43.84 percent) didn’t find itself in last place thanks to Jaguar’s XF having nosedived some 52.89 percent with just 57 deliveries, while Acura’s RLX did even worse with just 40 sales after a drop of 24.53 percent, and finally Infiniti’s Q70 only sliding down by 2.56 percent but nevertheless managing just 38 units down the road. Purely from a percentage perspective, the mid-size sedan segment’s biggest loser is Lincoln’s Continental that lost 56.88 percent over the same eight months, whereas the car that came closest to entering positive territory but narrowly missing out was the G80 from Hyundai’s new Genesis brand with a slip of just 0.44 percent (sales information sourced from GoodCarBadCar.net). 

Such sales carnage in mind, it would be easy to forgive Lexus for eventually dropping the GS in favour of the ES, and while I’d personally be a bit glum after learning the brilliantly fun GS F was gone, I’d certainly support a CEO that chose to make good, sound business decisions over one simply wanting another super-fast sport sedan in the lineup. I know there’s a reasonably good case for having image cars in a brand’s fleet, but Lexus is already losing money with its sensational LC coupe, and that bit of low-slung eye-candy does a lot more to bolster Lexus’ brand image than a four-door sedan very few will ever see. So let’s pay attention to what Lexus does with these two models as we approach the upcoming decade. 

One thing’s for certain, the ES will continue to fulfill its unique calling in the luxury marketplace for years to come, and on top of that will soon have fewer challengers. The previously noted Continental is slated for cancellation, as is Lincoln’s more directly competitive MKZ that’s also offered as a hybrid electric. Cadillac will soon drop its front-wheel drive XTS and CTS luxury four-door models, whereas deliveries of its newer CT6 sedan are so slow they hardly rate. The only rivals not yet mentioned include BMW’s 5 Series, Volvo’s newish S90, and Tesla’s aging Model S, while some in the ES’ market might also consider Buick’s LaCrosse (also to be discontinued soon), Chrysler’s 300 (likely to be phased out), and possibly the impressive Kia Stinger, plus big mainstream luxury sedans like Toyota’s own Avalon that shares underpinnings with the ES, and finally Nissan’s Maxima, which also gets close to premium levels of performance and quality without a pricier premium nameplate. 

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

Just the same, the ES has sold in bigger numbers than most of these potential rivals despite its Lexus badge and often-pricier window sticker, and this brand new redesigned model should keep momentum up for many years to come. As mentioned before, the ES 350 and ES 300h hybrid are totally redesigned for 2019, and no matter whether it’s trimmed in base ES 350 form, enhanced with cooler ES 350 F Sport styling, or clothed in classy as-tested ES 300h togs, Lexus’ front-wheel drive four-door now provides a completely new level of visual drama to its exterior design. 

Lexus’ trademark spindle grille is bigger and much more expressive, while its origami-inspired LED headlamp clusters are more complex with sharper edges. Its side profile is longer and sleeker too, with a more pronounced front overhang and a swoopier sweep to its C pillars that now taper downward over a shorter, taller rear deck lid. Its hind end styling is more aggressive too, thanks to a much larger crescent-shaped spoiler that hovers above big triangular wrap-around LED tail lamps. 

The overall design plays with one’s mind, initially flowing smoothly from the front grille rearward, overtop the hood and down each sculpted side, before culminating into a clamour of dissonant creases, folds and cutlines at back. It all comes together well nevertheless, and certainly won’t cause anyone to utter the types of criticisms about yawn inducing styling that previous ES models endured. 

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

I could say the same about the new ES cabin, which instead of showing sharp edges now combines plenty of horizontal planes and softer angles with higher-grade materials than the outgoing model, not to mention a few design details pulled from the LFA supercar, such as the black knurled metal pods protruding from each side of the instrument hood, the left one for shutting off traction control, and the knob on the right for choosing Normal, Eco or Sport modes. 

In between these unusual pods is a standard digital instrument cluster that once again finds inspiration in the LFA supercar, plus plenty of lesser Lexus models since. This one provides real-time energy monitoring via a nice flowing graphic just to the left of the speedometer, while the big infotainment display over to the right, on top of the centre stack, measures 8.0 inches at the least, up to 12.3 inches as-tested, yet both look larger thanks to all the black glass bordering each side. The left portion hides a classic LED-backlit analogue clock, carrying on a Lexus tradition I happen to love. The high-definition display includes stylish graphics and deep, rich contrasting colours, plus it responds to inputs quickly. 

When choosing the as-tested ES 300h hybrid, the infotainment system now features standard Apple CarPlay, but I recommend integrating your smartphone to Lexus’ own Enform connectivity system. Enform is arguably more comprehensive and easier to use than the Android Auto interface my Samsung S9 is forced to use, although Android isn’t included anyway, while the list of standard Enform 2.0 apps includes fuel price updates, traffic incident details, and info on weather, sports, stocks, etcetera, while it’s also bundled with the Scout GPS Link navigation system, Slacker, Yelp, and more. 

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

The new ES 300h also includes a new Remote Touch Interface trackpad controller on the lower console, which allows you to use smartphone/tablet-like gesture controls such as tap, pinch and swipe, and it works much better than previous versions, with more accurate responses, particularly when inputting via taps. Additional standard features include 17-inch alloy wheels, Bi-LED headlights, LED tail lamps, proximity keyless entry with pushbutton start/stop, a leather-wrapped steering wheel rim, rain-sensing windshield wipers, an auto-dimming centre mirror, a rearview camera with dynamic guidelines, a 10-speaker audio system with satellite radio, a deodorizing, dust and pollen filtered two-zone auto HVAC system, comfortable 10-way power-adjustable front seats with three-way heat and three-way forced cooling, NuLuxe breathable leatherette upholstery, all the usual active and passive safety equipment including 10 airbags, plus plenty more. 

Speaking of standard safety, the new ES 300h includes Lexus Safety System+ 2.0 that boasts autonomous emergency braking with pedestrian and bicycle detection, lane departure alert with steering assist and road edge detection, new Lane Tracing Assist (LTA) automated lane guidance, auto high beams, and full-speed range adaptive cruise control. 

The just-mentioned 12.3-inch infotainment display is part of an available $3,800 Premium package that also includes blind spot monitoring with rear cross-traffic alert, reverse tilting mirrors, front and rear parking sonar, a heated steering wheel rim (which along with the heatable front seats turns on automatically upon startup), front seat and side mirror memory, a navigation system with ultra-detailed mapping and accurate route guidance, plus Enform Destination Assist that includes 24/7 live assistance for finding destinations or points of interest. 

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

Alternatively, you may want to opt for the even more comprehensive $10,600 Luxury package that includes everything from the Premium package while adding 18-inch alloy wheels, extremely bright Tri-LED headlamps, an always appreciated wireless smartphone charger, leather upholstery, and a powered rear window sunshade. 

Finally, the $14,500 Ultra Luxury package found on my tester combines everything in the Luxury package with a special set of 18-inch noise-reduction alloys, soft glowing ambient interior lighting, a really helpful 10-inch head-up display unit, an overhead surround-view parking camera system that makes parking a breeze, a fabulous sounding 17-speaker Mark Levinson premium audio system, softer semi-aniline leather upholstery, rear door sunshades, and a touch-free gesture control powered trunk lid. 

This $61,500 ES 300h was the most luxuriously equipped version of this car I’ve ever tested, while along with its resplendent interior it totally stepped up its all-round performance as well. Like with previous generations its ride quality cannot be faulted, with this newest version actually improving thanks to revisions to its fully independent front strut and rear multi-link suspension system. Newly developed Dynamic Control Shocks now feature an auxiliary valve next to the main damper valve so as to respond more quickly to smaller movements. The front suspension was reworked too, aiding both comfort and stability, while rear trailing arm and stabilizer bar mounting point adjustments helped minimize body lean during hard cornering, all of which resulted in an ES that feels a lot more agile through tight, twisting corners. 

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

Yes, this latest ES 300h is actually a lot of fun to drive. Lexus even included a set of steering wheel paddles for swapping the continuously variable transmission’s simulated gears. It mimics the feel of real gears fairly well when set to Sport mode, while this edgier setting also increases torque at low speeds for better acceleration, and places a tachometer right in the middle of the digital gauge cluster. Owners concerned more about economical or environmental issues may prefer Eco mode, which helps to reduce fuel consumption and lower emissions, whereas EV mode allows the ES 300h to crawl silently through parking lots, slow moving traffic, and other low speed situations for short periods of time. 

Another efficiency enhancer is new Auto Glide Control, which lets the ES to coast more freely upon throttle lift-off, instead of being slowed automatically via the automatic regenerative braking system. 

No matter how fast or slow you’re traveling, the slippery ES is extremely quiet due to a doubling of structural adhesive, which improves NVH levels, while it also features sound-deadening front fender liners and underbody covers, plus insulation covering 93 percent of the new ES 300h’s floor pan, which is a significant increase when compared to the outgoing model’s 68 percent of floor pan coverage. 

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

The previously noted battery, which is now positioned below the rear seat instead of the trunk, is smaller than the one used in last year’s hybrid, but impressively it’s more powerful. Its new location not only improves front/rear balance, but also allows for more cargo space. In fact, the ES 300h’ trunk is now identically sized to the conventionally powered ES 350 at 473 litres (16.7 cu ft). The redesign provides access for a centre pass-through too, which is large enough for skis or other long items, so therefore rear passengers can now enjoy the more comfortable outboard seats, which are incidentally even nicer than the previous model’s rear seats. 

All interior finishings are better than the outgoing model’s appointments, by the way, with the improvements including higher quality soft synthetic surfacing, plus more of it. The lower door panels remain hard shell plastic, as do the sides of the centre console, but most everything else is soft to the touch. I like that Lexus positioned its wireless device charger below the armrest within the centre console bin, as my phone was less of a distraction. 

Additionally, all switchgear has been improved over previous generations, with some notable details including those cool metal pods I mentioned earlier, which stick out each side of the instrument cluster, plus the tiny round metal buttons on the centre stack are nicely finished, these used for controlling the radio, media, and seek/track functions. The temperature control switches are particularly stylish and well made too, and, while not switchgear, the Mark Levinson-branded speaker grilles and surrounds on the upper door panels are really attractive as well. The hardwood trim feels real because it is, and comes in Striated Black, Linear Dark Mocha or Linear Espresso, while the metallic accents are nicely finished and not overdone. 

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

I’ve spent plenty of weeks behind the wheel of various Lexus ES generations over the past 20 years or so, in both conventionally powered and electrified forms, and now that I’ve spent yet another seven days with this entirely new 2019 ES 300h I can confidently predict that ES lovers will without doubt like this version best. It incorporates all the ES qualities you’ve grown to appreciate, yet steps up every aspect of quality, refinement and performance. Truly, this is one of the best entry-level luxury sedans I’ve ever tested. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

2019 Genesis G90 3.3T Road Test

2019 Genesis G90 3.3T AWD
The 2019 Genesis G90 is now being replaced by an all-new model, but this base 3.3T AWD model is still an impressive luxury sedan that can be had for a great price. (Photo: Karen Tuggay)

If you can remember back as far as 2010, or even 2016 when it was cancelled, you might recall a full-size Hyundai luxury sedan that went by the name of Equus. Despite selling poorly here it has long been a favourite amongst high-ranking executives and dignitaries in South Korea, much like the Toyota Celsior was one of the most respected executive sedans in Japan until the fourth-generation Lexus’ LS replaced it (although Toyota still sells the upmarket Crown and Rolls-Royce-like Century in its home market). Like the LS, the Equus is no more thanks to the new Genesis brand, which is to Hyundai like Lexus is to Toyota. 

I tested and reviewed a 2014 Hyundai Equus and was mostly impressed, other than its nondescript styling. It came with V6- and V8-powered rear drivetrains, and was sized similarly to the Mercedes S-Class and BMW 7 Series, yet even though it delivered a premium-like interior, plenty of high-end features, strong performance, and excellent value, it didn’t sell well, as noted. The fact is, those spending into the high five figures want a premium badge to go along with their luxury ride, something aforementioned Toyota learned a long time ago with its Lexus line, as did Nissan with Infiniti and Honda with Acura before both. 

2019 Genesis G90 3.3T AWD
Stylish lines from front to back. (Photo: Karen Tuggay)

Along with a new name, pulled from the mid-size Hyundai Genesis that was especially attractive in its second-generation form, the third-generation Equus debuted in 2016 as the first-generation Genesis G90, soon followed by a rebadged Genesis G80 that saw little more than a name change. Along with its home market in South Korea, the Genesis brand was immediately made available in the United States, China, the Middle East, Russia, Australia, and of course here in Canada. This said, Hyundai has plans to launch the upmarket brand in other Asian markets too, plus Europe within the next couple of years, but they might want to wait for a couple of SUVs to arrive before they do. 

In hindsight it’s easy to see that Hyundai jumped the gun by introducing this sedan-only luxury brand without having at least one SUV in the lineup, but sales of the G80’s predecessor were quite strong when it made the decision in 2015 and the rest is now history. This said if the Genesis brand’s future line of sport utilities impress as well as its trio of sport-luxury sedans (the smaller C-Class/3 Series-rivaling G70 was introduced last year), and better than the superb new Hyundai Palisade that just went on sale for 2020, things are about to seriously heat up in the luxury SUV segment. 

2019 Genesis G90 3.3T AWD
LED headlights, fog lamps and 19-inch alloys come standard. (Photo: Karen Tuggay)

While writing this review I was already seeing the completely redesigned 2020 Genesis G90 advertised on its retail website. It boasts a totally new version of its stylish “diamond” grille featuring a more distinctive downward pointing lower section and “G-MATRIX” crosshatch patterned insert replacing the current car’s seven horizontal ribs. It also sports a set of LED “Quad Lamp” headlamps, plus Bentley-like front fender vents, large attractive mesh-patterned wheels, and three unique horizontal LED taillights, the lower element crossing the width of the entire car, while inside it’s wholly modernized from a design and digitization standpoint, plus even more luxurious than this outgoing model. 

As stylish as I find the new model, I still like this 2019 G90. No doubt unplanned, but the G90’s slow sales and resultant nullibiety have had the side benefit of keeping it somewhat fresh looking, the opposite case of ubiquity causing some designs that were once wonderfully unique to become mundanely commonplace and therefore hardly exclusive anymore. The G90’s design language is more conservative than the new model and much more discreet than, say, the spindle grilled Lexus LS, making this G90 a good choice for folks who’d rather fly under the radar than always attracting attention. The Audi A8 once had such understated appeal as well, but its horseshoe-shaped grille has now grown to encompass most of its front fascia, and while still a smart looking car it’s now considerably bolder and more intimidating than before. 

2019 Genesis G90 3.3T AWD
Its LED taillights get nice details inside. (Photo: Karen Tuggay)

Like any new brand Genesis is still searching for an easily identifiable trademark look, evidenced by the just-mentioned lower point on the new 2020 model’s diamond-shaped grille, and this quest is made even more important when factoring in that the new brand’s general design language started off wearing Hyundai’s italicized “H” on its backside (interestingly there was no Hyundai badging other than that). Lexus took decades before opting for and sticking with its spindle grille and sharply carved origami-angled design language, as did Infiniti and Acura with their more recently updated grille treatments, the latter being the oldest Japanese luxury marque yet its dramatic new grille was just adopted a few of years ago. Still, it’s important to find a memorable design and then stick to it. 

Genesis grille has been sometimes criticized for its Audi-like appearance, but with Hyundai-Kia’s head of design being ex-Audi stylist Peter Schreyer, some similarity makes sense. There’s a bit of 7 Series in the front fender’s sweeping lines and along the sculpted rocker panel, plus its thick chrome strip down each side and around the back, but the taillights are pure Genesis, and its rather unoriginal feathered badge gets too close to Bentley’s winged-B for comfort. Its build quality is excellent, however, with tight exterior panel gaps and superb paintwork. 

2019 Genesis G90 3.3T AWD
Get ready for an impressive premium interior. (Photo: Karen Tuggay)

Inside, the G90’s design is good looking and attention to detail excellent. From its microfibre roofliner and pillars to the padded and French-stitched leather that runs across the dash top and door uppers front to back, plus the planks of glossy hardwood all-round, it totally measures up to its German competitors. I won’t stop there, of course, as the G90’s plentiful aluminum interior accents is nicely executed, particularly the Lexicon-branded speaker grilles and aluminized switchgear on the centre stack, while all of the other buttons, knobs, toggles and rockers are impressively crafted with ideal fitment and good damping. It’s totally in the league of Mercedes-Benz, BMW and Audi, prestige aside. 

I’d say the classic dress watch style analogue clock in the centre of the instrument panel is one of autodom’s best, featuring a gorgeous white guilloche dial, Arabic numerals at 12, 3, 6 and 9, plus chromed indices marking the hours between. The perforated seat leather is incredibly soft and supple, plus the seats themselves are excellent, with plenty of adjustments to fit most any body. Additionally, you’ll have a difficult time finding any hard shell plastic in this car, the only corners cut being the steering column surround and the very bottom of each lower center console side, but even these panels are made from a dense composite material before soft painted for a high-quality texture. I’m not going to come out and say this G90 is a step up from its rivals, because everything in this category will impress, but it’s very well done. 

2019 Genesis G90 3.3T AWD
With acres of wood, leather and metal, yet hardly any hard plastic, Genesis provides an high-quality interior. (Photo: Karen Tuggay)

On that note the backs of each front seat are so impressively finished they must be getting close to best-of-the-best, particularly the curving wood inlays that wrap around their upper edges. Mind you, the backside of the front centre console is hardly notable, with typical HVAC vents finished nicely, but it looks spartan due to a folding centre armrest that’s filled with features, as well as beautiful leathers, woods and metals. Included are controls for the automatic climate control system’s rear zone, plus three-way heatable outboard seats, controls for the powered side and rear sunshades, and you can also extend the car’s right-side legroom by powering the front passenger seat forward and tipping its seatback as well. Full infotainment controls are included too, letting rear occupants take control of that wonderful sounding Lexicon audio system noted earlier. 

Back behind the steering wheel, the gauge cluster isn’t a fully configurable digital design, but its centre is filled with a large colour multi-information display integrating the usual assortment functions. The infotainment touchscreen to the right is much more advanced, with attractive albeit simple graphics enhanced by deep colours and contrast, and a very clear reverse camera with dynamic guidelines, but no overhead bird’s eye view. The navigation was easy to sort out, provided good mapping detail and found where we were going, which is always a bonus. Buyers wanting a more advanced level of infotainment technology, including a completely digital gauge package and higher definition infotainment display, should pay more for the 2020 G90, but I could appreciate that others might choose to avail themselves of year-end and model-ending 2019 G90 discounting that could be quite aggressive. 

2019 Genesis G90 3.3T AWD
The new 2020 G90 includes a fully digital gauge cluster, but this one works well and the multi-info display is large and functional. (Photo: Karen Tuggay)

Before negotiating, my V6 turbo-powered 2019 G90 3.3T AWD tester can be had for just $84,000 plus destination, whereas the V8-powered G90 5.0 AWD starts at $87,000; its only upgrade being the $2,500 rear entertainment package. The much-improved 2020 model will come completely equipped for just $89,750, a mere $250 more than the outgoing V8 model, and that more formidable eight-cylinder is now standard. You will still be able to acquire the turbocharged V6, but take note it’s a special order model that will save you $3k. On this note, all 2019 G90 pricing, including trims and packages, can be found right here at CarCostCanada, plus we can also provide you with rebate information as well as dealer invoice pricing that could save you thousands. 

The G90 I tested was in its base 3.3T AWD trim, which means that standard features included a 3.3-litre twin-turbo direct-injection V6 good for 365 horsepower and 376 lb-ft of torque, plus an eight-speed shift-by-wire automatic transmission with manual mode and steering wheel paddles, HTRAC torque-vectoring all-wheel drive, 19-inch alloys on 245/45 front and 275/40 rear all-seasons rubber, an adaptive suspension, full LED headlights with adaptive cornering and automatic high beams, adaptive cruise control with stop-and-go capability, autonomous emergency braking with pedestrian detection, active blindspot monitoring with rear cross-traffic alert, lane change assist and lane keeping assist, the multi-view parking camera with dynamic guidelines mentioned earlier, a 12.3-inch centre display with 720p resolution (which isn’t all that clear compared to most competitors’ high-definition systems) and the navigation system noted a moment ago, the wonderful Nappa leather upholstery and microfibre suede headliner also mentioned before, the 17-speaker Lexicon AM/FM/XM/MP3 audio system with Quantum Logic surround sound and Clari-Fi, etcetera, etcetera. 

2019 Genesis G90 3.3T AWD
A large 12.3-inch infotainment display, impressive switchgear and a gorgeous clock finish off the centre stack. (Photo: Karen Tuggay)

If you’re willing to spend just $3,000 more for 5.0 AWD trim, you’ll not only receive an impressive 420 horsepower direct-injection V8 with 383 lb-ft of torque, but you’ll also be able to pamper each rear passenger (or yourself if you hire a driver) with a 14-way powered right rear seat and 12-way powered left rear seat, including powered head restraints with manual tilt, plus memory and cooling ventilation for outboard occupants, and illuminated vanity mirrors overhead. 

I’ve driven a number Genesis, Hyundai and Kia models with the 5.0-litre Tau V8 and have nothing but good things to say about it. It’s a blast at full throttle yet is wonderfully smooth and quiet, ideal for long high-speed freeway journeys and even impressive when pushed hard through curves. The engine ideally matches up with the smooth yet quick-shifting eight-speed automatic, and Hyundai’s HTRAC AWD is grippy on wet road surfaces and even improving performance in dry conditions. I can only imagine the V8 would perform as well with the G90 as it did in the most recent 2017 Genesis G80 5.0 AWD Ultimate I reviewed a couple of years ago, but I have to say there’s much to like about Genesis’ smaller, more fuel-friendly 3.3-litre twin-turbo V6 too. 

2019 Genesis G90 3.3T AWD
The multi-adjustable driver’s seat is ultra comfortable. (Photo: Karen Tuggay)

Claimed fuel economy ratings are reason enough to choose the V6, it good for an estimated 13.7 L/100km city, 9.7 highway and 11.9 combined, compared to the V8 that only gets a claimed 15.2, 10.2 and 13.0 respectively. That difference would certainly be noticeable in the wallet, while the smaller engine’s performance is certainly capable of whisking the big sedan and all passengers away quickly, albeit not providing as audibly stimulating an exhaust note. 

The V6 weighs less too, and being that this weight sits over the front wheels it feels a little more agile through the corners, and was especially fun when Sport mode was engaged. It just hunkers down and flings itself through fast-paced curves with hardly a squeak from the tires, portraying the kind of poise expected of the big German luxury sedans. The G90 is truly a great driving car, with handling that comes close to the almighty 7 Series. Without doubt the adaptive suspension plays its part, while also keeping its ride quality compliant and cabin quiet. 

With performance this impressive, you’d think I’d always keep it in Sport mode, but Eco mode reduced fuel consumption, while Smart mode is capable of choosing the best of both worlds as per a given driver’s inputs. Fortunately the G90 has all bases covered, the result being a very well rounded, highly refined luxury sedan that truly deserves much more attention than it gets. 

2019 Genesis G90 3.3T AWD
No one will complain about rear seat comfort. (Photo: Karen Tuggay)

Dip your feet into the deep pile carpet floor mats, however, and you’ll quickly be reminded of the G90’s true purpose. It’s a luxury sedan first and foremost, which is why Genesis needed to make it practical as well. Along with the spacious rear passenger compartment, its trunk is generously sized for multiple golf bags and easy access. Its powered lid is gesture controlled and lift-over height nice and low for loading in gear, while a convenient centre pass-through allows for longer cargo like skis. 

If you’re looking for a resplendent luxury sedan with sporting pretensions, yet don’t want the taxman to question how you came into wealth, consider this G90. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

Porsche adds 670 hp plug-in hybrid drivetrain to 2020 Cayenne and Cayenne Coupe

2020 Porsche Cayenne Turbo S E-Hybrid
The new 670-hp Cayenne Turbo S E-Hybrid can sprint from 0-100km/h in just 3.6 seconds. (Photo: Porsche)

Porsche introduced its completely redesigned third-generation Cayenne for model year 2018, and as is normally the case for the Stuttgart, Germany-headquartered luxury brand, has been continually expanding the mid-size crossover SUV line with new trim levels ever since. 

From the modest yet still energetic 335 horsepower base V6 up to the rip-roaring 541 horsepower Turbo, with the 434 horsepower Cayenne S and 455 net horsepower Cayenne E-Hybrid plug-in in between, the Cayenne portfolio is wide and diverse, but now, taking its cue from last year’s Panamera, Porsche is about to add a much more formidable 670 net horsepower (541 hp from the Internal Combustion Engine/ICE and 134 hp from the electric motor) Turbo S E-Hybrid model to its mid-size SUV lineup. 

The premium brand’s performance-tuned eight-speed Tiptronic S automatic gearbox comes as standard equipment, as does the Porsche Traction Management (PTM) active all-wheel drive system with an electronically variable, map-controlled multi-plate clutch, plus an automatic brake differential (ABD) and anti-slip regulation (ASR). 

2020 Porsche Cayenne Turbo S E-Hybrid
Both the conventional Cayenne and the new Cayenne Coupe can be had in Turbo S E-Hybrid trim. (Photo: Porsche)

The new plug-in hybrid powertrain will be the top-level trim on the regular Cayenne as well as the new Cayenne Coupe, the latter (in lesser trims) expected to arrive at Porsche Canada dealerships soon, and along with heaps of electrified and twin-turbo 4.0-litre V8 horsepower it makes a shocking 663 lb-ft of combined torque (567 lb-ft from the ICE and 295 lb-ft from the electric motor), making the new model capable of blasting from zero to 100 km/h in just 3.8 seconds with its standard Sport Chrono Package, or 3.6 seconds with its available Lightweight Sport Package, all ahead of achieving a terminal velocity of 295 km/h (183.3 mph). 

Being that it’s a plug-in hybrid (PHEV), the Cayenne Turbo S E-Hybrid’s completely charged 14.1 kWh battery is reportedly good for zero-local-emissions commutes and errand runs over short durations thanks to a maximum EV range of about 40 kilometres. The lithium-ion battery, which hides below the cargo compartment floor, takes a mere 6 hours to fully recharge when connected to a 230-volt Level 2 household charging station, but Porsche claims that a 400-volt supercharger is capable of reducing charge times to only 2.4 hours. 

Additionally, owners can download a smartphone app that can remotely monitor the Cayenne Turbo S E-Hybrid’s charging process, plus the same app can pre-condition the auto climate control system and other features before the owner returns, similarly to how a remote engine start system can do likewise, but the Cayenne PHEV app only utilizes the battery for ancillary power, rather than the gasoline-portion of the SUV’s powertrain. 

2020 Porsche Cayenne Turbo S E-Hybrid
The Cayenne Turbo S E-Hybrid needs just 2.4 hours to completely recharge on a 400-volt supercharger. (Photo: Porsche)

Those not yet familiar with Porsche’s all-new Cayenne Coupe should know that it gets a 20-millimetre roofline drop featuring a reworked front windshield framed within a shallower set of A pillars, plus much more tapered rear side windows, completely remoulded rear side doors, redesigned rear quarter panels, and a new rear bumper, with the latter composite panel also getting a new integrated license plate holder. This results in a small 19-mm (0.7-inch) increase to overall width, which when combined together with its just-noted lower ride height makes for an even more aggressive stance than the regular Cayenne. 

A few more Cayenne Coupe improvements include a special adaptive rear spoiler, individual rear bucket-style sport seats divided by a shallow centre console storage bin, and a standard 2.16-cubic-metre fixed glass panoramic moonroof that can be cloaked from sunlight by an integrated roller-type shade, or optionally the roof panel can be made from lightweight carbon-fibre. 

The all-new 2020 Cayenne Turbo S E-Hybrid, which is available to order now with deliveries expected early next year, will set you back another $40,400 over the already pricey 2019 Cayenne Turbo, at $182,200 plus freight and fees, this more than twice the price of a base 2019 Cayenne that’s available from only $76,700. As for the new Cayenne Turbo S E-Hybrid Coupe, its $187,100 retail price is $39,100 loftier than the 2019 Cayenne Turbo Coupe, and likewise is more than double that of the $86,400 base Cayenne Coupe. Interestingly, both Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupe perform identically.  

2020 Porsche Cayenne Turbo S E-Hybrid
The new Cayenne’s interior is beautifully crafted from some of the industry’s best materials. (Photo: Porsche)

Incidentally, you can find detailed 2020 Porsche Cayenne pricing right here on CarCostCanada, including its various trims, packages and individual options, plus you can also save big by learning about available rebates and even source dealer invoice pricing that could keep thousands more in your wallet. 

If you want to get your hands on either new Porsche model, make sure to contact your local dealer as quickly as possible, and while you’re waiting make sure to enjoy the sole video the German automaker provided below. 

 

The new Cayenne Turbo S E-Hybrid Coupé: A master of balance (1:00):

Story credits: Trevor Hofmann  

Photo credits: Porsche

2019 Lexus LC 500h Road Test

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

2019 Porsche Panamera 4S Road Test

2019 Porsche Panamera 4S Road Test
The new 2nd-generation Panamera is arguably a more attractive design than the original. (Photo: Karen Tuggay)

Porsche’s Panamera is a sport sedan like no other. Certainly there are a number of low-slung four-door coupes within the premium sector, but the Panamera is longer, wider and lower than most, and looks as close to the iconic 911 Carrera than any other car on the road. 

The four-door coupe category is still relatively new, but it’s expanding while other segments are contracting. Mercedes-Benz created this segment along with the CLS-Class 15 years ago, five years before the Panamera became its first competitor in 2009. Audi’s A7 and Aston Martin’s Rapide quickly followed in 2010, a fair bit before BMW showed up in 2012 with its 6 Series Gran Coupe. Perfectly timed with the latter Bavarian model’s cancellation and the new 2020 8 Series Gran Coupe’s arrival, Mercedes will soon deliver a four-door coupe triple threat thanks to the all-new higher-priced (and clearly named) GT 4-Door Coupe, which will soon join the recently updated second-generation CLA-Class and third-gen CLS, so it’s not as if growth in this category is slowing, or at least sales aren’t falling off as quickly as they are amongst more traditional luxury sedans. 

2019 Porsche Panamera 4S Road Test
The Panamera is the sportiest of four-door coupes currently available, and beautifully proportioned front to back. (Photo: Karen Tuggay)

Some notable four-door coupe mentions at higher and lower levels of the auto market include the limited production (120 units) Aston Martin Rapide-based 2015 to 2016 Lagonda Taraf, which was gorgeous to my eyes at least, but priced at a stratospherically $1 million-plus, while possibly more interesting has been the success of smaller entries, including the just-noted Mercedes-Benz CLA-Class, the BMW 4 Series Gran Coupe, and the Audi A5 Sportback, which have pulled this rakish body type down-market nearly as far as the Volkswagen Arteon (previously the CC) and Kia Stinger. 

Returning to the loftier price bracket, Lamborghini has been teasing us with a potential production model along the lines of the beautiful 2008 Estoque concept for more than a decade (I think it would’ve been a strong seller), while Bentley hasn’t stopped talking up the possibility of an even sleeker sport sedan. Otherworldly to some, these two models could actually be sensible business cases due to their Volkswagen group ownership and familial connection to this very Panamera. Bentley, for one, already uses the same VW AG-created MSB architecture found under this Panamera for its new Continental GT coupe and convertible plus its Flying Spur sedan, a version of which could also be modified to work with a future Estoque. 

2019 Porsche Panamera 4S Road Test
Everything but the glossy black trim and the 21-inch alloys are standard Panamera 4S fare. (Photo: Karen Tuggay)

It’s not like this would be an unusual move, with the Bentley Bentayga and Lamborghini Urus sharing underpinnings with the Porsche Cayenne and new Cayenne Coupe respectively, not to mention the Audi Q7, Q8 and new global market Volkswagen Touareg (that we no longer get here), but as exciting as it might be for these exotic players to dip their toes in the four-door coupe waters, buyers who want to spend $300,000-plus in this class, yet still requiring a reliable option, have no other choice but a loaded up Panamera. 

And yes, if you check off every 2019 Panamera Turbo S E-Hybrid Executive box on Porsche’s online configurator you’ll be paying north of $320k, which will provide you with an optional exclusive colour, the car’s largest set of 21-inch alloys coated in the same exclusive paint choice, an upgraded interior with the highest quality of leathers covering almost every possible surface that’s not already trimmed in hardwood or carbon-fibre, plus all available technologies. 

2019 Porsche Panamera 4S Road Test
Get ready to be impressed with the Panamera’s beautifully finished interior. (Photo: Karen Tuggay)

The Panamera Turbo S E-Hybrid was new for 2018, and thanks to Porsche I was able to drive it along with a number of other new and updated models last year. The version I tested featured the regular sloped trunk lid and normal non-extended wheelbase, and it was mind-blowingly fast thanks to 680 net horsepower. I also tested last year’s entirely new Sport Turismo wagon, that I happen to like best, although that car’s drivetrain was identical to the Panamera 4S shown right here in this review, and therefore made 440-horsepower from a 2.9-litre twin-turbo V6. 

Bringing all things Panamera up to 2019 speed, no changes have been made to any of the models mentioned in this review so far, other than minor increases to pricing across the line, the car on this page precisely as it was for the 2017 model year when the second-generation Panamera was introduced. This said 2019 hasn’t been without improvements to the Panamera line, thanks to the addition of a 453-horsepower twin-turbo 4.0-litre V8-powered GTS model that now slots between this 4S and the Panamera Turbo in both performance and price. The car I’m reviewing here starts at $119,600, by the way, while the new GTS can be had for $147,400, and the Turbo for $174,200. 

2019 Porsche Panamera 4S Road Test
Sitting in the driver’s seat feels like a roomy sports car. (Photo: Karen Tuggay)

No GTS was available at the time of testing, unfortunately, but I was truly okay having another stint in a 4S. It makes 110 more horsepower than the 330-horsepower base Panamera after all, and uses all four wheels for added grip. The snarling exhaust note is fabulous in Sport mode, crackling and popping when lifting off the throttle, but rest assured that the fiercer Hyde side of its personality becomes a docile Jekyll when the drive mode selector is moved over to its default setting. 

The Panamera’s ideal balance between opulent luxury and outrageous performance is its best asset. No other four-door combines its level of sports car-like agility with such impressively detailed interior finishings. Its low-slung bodywork bucks against today’s taller SUV trend; Porsche providing its Macan and Cayenne for folks who want go-fast performance with a better view of the road. 

2019 Porsche Panamera 4S Road Test
It looks like a traditional Porsche gauge cluster, but it’s mostly digital. (Photo: Karen Tuggay)

The Panamera manoeuvres through serpentine corners like nothing so sizeable has ever been able to before, yet its ride is impressively smooth. Whether enduring inner-city laneways, overcoming inadequately paved railroad crossings and aging bridge expansion joints, or coursing down a circuitous backcountry road inundated with broken asphalt, the Panamera offers ample suspension travel for dealing with the worst bumps and potholes without becoming unsettled. Its compliance and/or firmness depends on the trim and wheel options chosen, of course, but I’ve driven every grade on offer other than the new GTS, and all provide track-worthy performance with comfort levels that I’d be more than satisfied to live with for all regular commutes and errand runs, let alone weekend getaways. 

My test car’s optional Satin Platinum finished 21-inch alloy wheels on 275/35 front and 315/30 rear Pirelli Cinturato P7 performance tires are the biggest available, so it wasn’t like I was cossetted with the base 4S model’s 19s, which are identical to the most entry-level of Panamera’s 265/45 front and 295/40 rear ZRs, by the way, a car that can be had for only $99,300 plus freight and fees. 

2019 Porsche Panamera 4S Road Test
The right side of the gauge cluster can be used for route guidance. (Photo: Karen Tuggay)

That base Panamera in mind, it’s hardly a slouch thanks to a 5.7-second launch from zero to 100km/h, or 5.5 seconds with its available Sport Chrono Package, whereas my 4S tester can do the deed in a mere 4.4 seconds in standard trim or 4.2 seconds with its Sport Chrono Package. The 4S also blasts past 160km/h in only 10.3 seconds, slicing 3.3 seconds off of the base trim’s zero to 160km/h time, all ahead of a terminal velocity of 289km/h, a stunning 25km/h faster on the track than the most basic Panamera. 

As phenomenally fun as all this high-speed action sounds, there are plenty of quicker Panameras available. The new GTS, for instance, can hit 100km/h from standstill in only 4.1 seconds, while the Turbo blasts past the mark in a scant 3.8 seconds, and finally the sensational Turbo S E-Hybrid needs just 3.4 seconds to charge past 100km/h. Top speeds increase similarly, with the Turbo S E-Hybrid capable of a lofty 310 km/h, but when compared to the majority of sport sedans even this Panamera 4S performs better. 

2019 Porsche Panamera 4S Road Test
Check out the stunning graphics. (Photo: Karen Tuggay)

Its new eight-speed twin-clutch PDK transmission delivers fast, smooth, paddle-activated shifts, and torque-vectoring all-wheel drive maintains the chassis’ awesome adhesion to tarmac no matter the weather or road conditions, while I must also say it looks just as eye-arresting when blurring past at high speed as it does when cruising around town. 

As mentioned earlier, glossy black exterior trim isn’t standard, but nevertheless my test car’s darkened accents were an attractive contrast against its white paint. Normally the Panamera gets satin silver and/or bright metal detailing, but on the other hand you can also have the mirror caps, door handles, badges, etcetera painted in gloss black. 

This said the possibilities are almost limitless inside, but each Panamera’s incredibly fine attention to detail is what makes its interior stand out above many peers, such as all of the industry’s best composites and leathers, available hardwoods, aluminum or carbon-fibre inlays, plus digital interfaces that are so brilliantly high in definition that it seems like you can dip your fingers right into the depths of their fabulously rich contrasted displays and graphically illustrated imagery. 

2019 Porsche Panamera 4S Road Test
The front seats are ideally comfortable and supportive. (Photo: Karen Tuggay)

Yes, the Panamera provides some of the best digital displays available, whether ogling the classic Porsche-style five-dial instrument cluster, its centre ring being the only analogue component in an otherwise wonderfully colourful arrangement of screens, the one on the left for driving-related info and the right-side monitor incorporating a comprehensive multi-information display including mapping for the route guidance system. 

Alternatively you can choose to view that map over on the long, horizontal infotainment display atop the centre stack, which looks nearly three-dimensional when doing so. All the usual touchscreen gesture controls make this as simple to use as a smartphone or tablet, and speaking of your phone it also syncs with Apple CarPlay or Android Auto, while providing all of the types of functions expected in this class including an as-tested surround camera system that, together with audible and visual front and rear sonar, makes parking a lot easier. 

2019 Porsche Panamera 4S Road Test
A dual-pane panoramic sunroof sheds light on the beautifully finished cabin. (Photo: Karen Tuggay)

The majority of controls on the raked centre console are touch-sensitive, needing only a slight push and click to engage. All the buttons, knobs and switches feel very high in quality too, the Panamera’s interior second to none for quality construction. The console’s surrounding surface treatment is glossy black, but nevertheless it’s quite easy to keep clean due to a glass-like smartphone material, although the piano black lacquered detailing found elsewhere in my tester’s cabin, particularly a section on the ashtray at the very base of that centre console, was always covered in grime, dust, etcetera. On the positive you don’t have to opt for piano black, but can choose one of many options that will keep the cabin looking tidier even when dirty, although it should be said there’s absolutely nothing wrong with being able to see what needs cleaning for the sake of sanitation. 

Fortunately the leather-clad sport steering wheel, where my hands were most of the time, had no such yucky buildup of filth. Instead, I was greeted to one of the best of its type in the industry. Its narrow spokes are elegant, hollowed out at centre for an even lighter, more performance-oriented appearance, while its integrated buttons and scrolling knurled-metal dials are well crafted with especially tight fitment and good damping. As per usual, the button for the heatable rim is hidden within the base of the lowest spoke, an intelligent design for sure, but some may find it too easy to turn on or off when spinning the wheel. I like that it automatically turns on when starting the car, or likewise stays off, depending on the way you’ve set it up. 

2019 Porsche Panamera 4S Road Test
The rear seating area is spacious enough for most body types. (Photo: Karen Tuggay)

Features in mind, my test car came stocked up with three-way heated and ventilated front seats, plus a superb optional 710-watt 15-speaker Bose Centerpoint 14-channel surround sound stereo upgrade, which should only be shown the door if going for the 1,455-watt 22-speaker Burmester 3D High-End Surround system (I’ve tested this top-line system before and it’s amazing). As good as the audio performance was, my tester didn’t include the previously noted Sport Chrono Package, so it was 0.2 seconds slower off the line (not that I could notice), and the clock on top of the dash only featured an attractive looking black dial with white numerals and indices, instead of the upgraded chronometer version with both analogue and digital readouts. 

Still, due to including an available full rear console incorporating a large high-definition touchscreen, three-way heatable seat switches, twin rear auto climate controls resulting in a four-way auto HVAC system front to rear, powered side and rear window sunshades, plus a large two-pane panoramic moonroof above, not to mention the Panamera’s usual set of ideally shaped sport bucket rear seats that are as comfortable and supportive as those up front, I might have been just as happy being chauffeured as I was driving, but as life has it I didn’t have the means (or an available friend) to do the driving, so I simply enjoyed my nice quiet rest in the back seat while taking notes. 

2019 Porsche Panamera 4S Road Test
Got stuff? The Panamera can haul a reasonable amount of life’s gear. (Photo: Karen Tuggay)

To be clear, the second-gen Panamera is now so excellent in every way that it’s near impossible to find much to complain about. Of course there’s not as much room in the rear as a 7 Series or S-Class, but providing limousine levels of roominess is hardly the Panamera’s purpose. Truth be told, no matter the model tested I have never been uncomfortable in back, and let’s not forget that Porsche would be more than happy to provide you with a longer-wheelbase Executive body style if driving around larger passengers is part of your routine, which means that you won’t have to say goodbye to beautiful design and sensational performance just to maintain a practical lifestyle. 

And that’s the gist of the Panamera. Thanks to its wide variety of trims, packages and options, all of which are viewable right here on CarCostCanada, where you can also learn about manufacturer rebates and dealer invoice pricing that could save you thousands, this four-door Porsche provides something for almost every sport/luxury car shopper. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay