2019 Subaru Outback 3.6R Limited Road Test

2019 Subaru Outback 3.6R Limited
Subaru’s Outback is not only just as practical as most mid-size crossover SUVs, but it can out-perform the majority off-road too. (Photo: Karen Tuggay)

Subaru has long provided a nicely balanced lineup of performance-oriented yet practical cars and crossover SUVs, with the Outback not only typifying this ideal, but together with the smaller compact Crosstrek it actually bridges the gap between family wagon and sport utility.

The Outback’s best of both world’s design means that it’s always been a strong seller for Subaru, but I think it would do even better if more mid-size crossover SUV buyers knew just how roomy it is inside. Despite its lower overall height, the Outback’s 1,005 litres (35.5 cubic feet) of dedicated cargo capacity and 2,075 litres (73.3 cubic feet) of space when the rear row is flattened is much more capable of swallowing up gear than Nissan’s Murano and Chevy’s new Blazer, while it’s on par with Ford’s Edge, Hyundai’s Santa Fe, and even Jeep’s off-road dominating Grand Cherokee.

Subaru could make it even more accommodating if they’d offer a second-row centre pass-through, mind you, or better yet 40/20/40 split-folding rear seatbacks like some premium European brands, but the Outback does include a convenient set of cargo wall-mounted levers for laying its 60/40-split seats flat automatically, while a nice retractable cargo cover and rugged available cargo mat make it a perfect companion for the majority of family hauling duties such as carting four individuals plus their ski/snowboard gear up to the slopes.

2019 Subaru Outback 3.6R Limited
In today’s crossover SUV world, the Outback stands out for being different. (Photo: Karen Tuggay)

That’s when you’ll be glad for the Outback’s standard all-wheel drive, and that it’s not just any AWD system. Subaru’s Symmetrical AWD is well respected for providing an even distribution of torque to each wheel and more even weight distribution overall, not to mention a lower centre of gravity due to its lineup of horizontally opposed “boxer” engines. I’ve been test driving Outbacks since I started covering the automotive industry two decades ago, and I even spent a week in a near identical (other than colour) 2018 Outback 3.6R Limited last year, so I’ve experienced how well its AWD system works in tandem with its standard electronic traction and stability control systems to deliver go-near-anywhere capability in almost any weather condition.

Of course, the Outback is capable of climbing out of much deeper snow than the mere wisp of white surrounding our test vehicle, with many of my weeklong tests including stints up the mountain trudging through thickly blanketed snow sport parking lots and a number of trips up country to visit family, where its family of flat four- and six-cylinder engines always provided strong highway performance and enough torque to dig the car out of deep snow banks.

Back to the here and now, Subaru gave the Outback a mid-cycle update for the 2018 model year, while the Japanese brand is smack dab in the middle of launching its fully redesigned 2020 model as this review gets published, so if you decide to drive on down to your local Subie retailer you’ll probably see the latest version parked in their showroom and a smattering of new 2019s outside on the lot, the latter cars no doubt reduced in price to find homes quickly.

2019 Subaru Outback 3.6R Limited
No matter whether choosing the 2019 or 2020, the Outback is a good looking tall wagon. (Photo: Karen Tuggay)

CarCostCanada was reporting up to $3,000 in additional incentives for 2019 Outbacks at the time of writing, while you’ll also find trim, package and option prices there, as well as rebate information and even dealer invoice pricing that could save you thousands when you sit down to negotiate, therefore you really should consider a 2019 unless you really want the updated version.

Choosing the new replacement Outback or soon to be replaced model shouldn’t solely be up to finances, unless budget limitations demand, but I still don’t see most buyers of the 2020 version sold merely on styling. After all, while they’re obviously different when seen side-by-side, the updated model is no radical departure. In fact, I’d say it’s actually less rugged looking at a time when most car-based crossover SUVs are working overtime to pretend otherwise.

Inside, it gets the mainstream volume sector’s largest centre touchscreen at 11.6 inches, positioned vertically instead of horizontal, as with this 2019 model’s still amply sized 8.0-inch touchscreen. I won’t go into too much detail about the 2020 model, being that I haven’t tested one yet, but suffice to say the new centre display could very well make moving into the latest Outback worthwhile all on its own.

Then again, I could see someone choosing a 2019 Outback just to acquire my test model’s wonderful 3.6-litre six-cylinder engine, which is sadly on its way out of the entire Subaru lineup. It has recently only been available in upper-crust Outbacks and top-tier versions of the brand’s Legacy mid-size sedan, but the advent of Subaru’s new Ascent mid-size three-row crossover SUV last year, and its lack of H6 power, initially signified an uncertain end to six-cylinder performance within blue-oval, silver star products, and now the 2020 Legacy and Outback have confirmed such.

2019 Subaru Outback 3.6R Limited
Many of the Outback Limited’s details are very upscale. (Photo: Karen Tuggay)

Looking back, Subaru’s flat-six came into being as an option for the 1988–1991 XT (Alcyone VX) sports coupe, and was based on the brand’s four-cylinder of the time. It was upgraded for that model’s successor, the 1991–1996 SVX (Alcyone), a car I tested and was thoroughly impressed by way back in ’94. Next came the EZ30, which was a complete engine redesign notably nearly as compact as the EJ25 four-cylinder of the era, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more formidable 3.6-litre EZ36 available optionally for respective 2009 and 2010 models. Both versions of the EZ were used for the new Ascent’s three-row crossover SUV predecessor, incidentally, the 2006-2007 Tribeca integrating the smaller version and 2008-2014 versions using the bigger engine.

As it is, 2019 Outback engines include a base 2.5-litre four-cylinder good for 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already talked about a length, except for output figures that measure up to 256 horsepower and 247 lb-ft of torque. For 2020, the entry-level 2.5i gets a total overhaul including 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which now equal 182 horsepower and 176 lb-ft of torque, while the aforementioned Ascent’s new 2.4-litre turbocharged four-cylinder engine is optional as is its impressive 260 horsepower and 277 lb-ft of torque, which equals a small increase of 4 horsepower yet a robust 30 lb-ft of added torque over the old six-cylinder engine.

As you might expect, the updated 2020 engines are more efficient than their predecessors too, with the current 2019 Outback 2.5i achieving an estimated 9.4 L/100km city, 7.3 highway and 8.5 combined compared to 9.0, 7.1 and 8.0 for the new 2020 base engine, which is an obvious gain, while the 2019 Outback 3.6R manages a claimed 12.0 L/100km city, 8.7 highway and 10.5 combined rating compared to a much thriftier 10.1, 7.9 and 9.0 respectively for the new turbo-four. While Subaru certainly deserves credit for delivering such major gains in both efficiency and performance, I’ll miss the six-cylinder’s smooth, refined operation and throatier growl at higher revs.

2019 Subaru Outback 3.6R Limited
If you need to haul cargo on the roof, the Outback’s roof rails are heavy duty. (Photo: Karen Tuggay)

The brand’s High-Torque Lineartronic CVT (continuously variable transmission) is smooth too, and thanks to its ability to shift through its eight forward “gears” just like a conventional automatic, even via steering wheel paddle shifters, it’s relatively sporty as well. Then again, when revs climb higher it’s not quite as convincing as a sport model, which meant I didn’t end up using those paddles as much as I would normally have.

Either way the Outback 3.6R is no slouch off the line and fully capable of passing slower traffic on the freeway or better yet, a winding two-lane highway, and to that end it’s a pretty good handler too, even when pushed through tight curves at high speeds, but this said it’s no WRX STI. Of course, few vehicles can keep up to Subaru’s most famous performance model, let alone tall wagons primarily designed for comforting their occupants. Its comfort-oriented attitude is why I left the Outback’s super-smooth transmission is Drive and just enjoyed the ride more often than not. Its suspension is wonderfully compliant, making it perfect for managing rough backcountry roads and trips to the ski hill, plus of course overcoming some of the worst trails anywhere, those dreaded inner-city lanes.

If I were to claim Subaru’s standard full-time symmetrical all-wheel drive as the best AWD system in the mainstream industry I wouldn’t be alone, especially when factoring in “X-MODE” that controls the engine’s output, the transmission’s shift points, the AWD system’s torque-split, plus the braking and hill descent control systems so as to overachieve when off the beaten path. Obviously the Outback won’t walk away from a Jeep Wrangler on a level 8 or 9 trail (it wouldn’t even make it five feet on a level 8 or 9 trail), but its highly advanced AWD system and better than average 220 mm (8.7 inches) of ground clearance give it an advantage over most car-based crossover competitors when the going get tough.

2019 Subaru Outback 3.6R Limited
Good looking, highly refined Outback Limited cabin provides most everything a luxury buyer wants and more. (Photo: Karen Tuggay)

I’m sure you can imagine that I’m intrigued by the new 2020 Outback and want to get behind the wheel, something I’ll be doing next week. Of course, its bigger centre touchscreen will be impressive, and I’m guessing Subaru will make improvements in refinement as well. Nevertheless it’ll need to be particularly good to beat the current model’s near premium details, such as fabric-wrapped A-pillars, soft synthetic dash-top and instrument panel that’s contrast-stitched and continues all the way down each side of the centre stack, padded door uppers, inserts and armrests front to back, and its leather upholstery with contrast stitching in my near top-line Limited tester.

The Outback Limited’s leather-clad steering wheel looks and feels great, the latter thanks to ideally shaped thumb spats. The comprehensive switchgear on the 9 and 3 o’clock spokes are high-quality too, while all of the interior’s buttons, knobs and switches are good, with the audio and two-zone auto HVAC dials on the centre stack especially so.

Some of Subaru’s biggest gains in recent years have been in the electronics department, with this 2019 Outback not as mind-blowing as the 2020 model, but still on par with rivals. Both 2019 and 2020 models utilize relatively conventional primary gauge clusters sporting a circular analogue tachometer and speedometer to the sides of a tall, vertical multi-information display (MID), but the 2020 car waves goodbye to the sportier dual-binnacle motorbike-like gauge design now in use, for a much more conventional look that I find a tad disappointing when focused on base trims, but this said the 2019 model’s 5.0-inch optional MID can now be upgraded to a full 12.3-inch digital instrument cluster in the 2020 car.

2019 Subaru Outback 3.6R Limited
Complex gauge clusters like this will soon become a thing of the past. (Photo: Karen Tuggay)

What this means for those interested in the outgoing 2019 Outback, particularly in Limited and Premier trims, is a gauge cluster that’s hardly more exciting than what you’ll find in more basic 2.5i, Convenience and Touring models, but the base 3.5-inch MID gets replaced by a significantly better colour 5.0-inch version when EyeSight gets added to the mix (I’ll talk about EyeSight shortly), but turn your eyes to the centre stack and it’s a completely different story.

The most basic 2020 Outbacks start off with a 7.0-inch touchscreen, which is an upgrade from the 2019 model’s 6.5-inch centre monitor, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as noted earlier. I can understand you may have seen something even more impressive if you’ve just stepped out of the updated Outback or something premium from Germany, but my tester’s infotainment interface was still well laid out and plenty attractive due to lots of gloss black surfacing around the touchscreen so that it all blends nicely together as if it’s one oversized display, while the background graphics offer up Subaru’s trademark starlit blue night sky and bright, colourful smartphone/tablet-style candy drop buttons for choosing functions.

The backup camera is very good, helped along by active guidelines, while features include Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration. Of course, the usual AM/FM/CD/MP3/WMA audio sources can be found too, plus satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming. It all gets funneled through four speakers in lower trims and six speakers in Touring trims and above, while the latter also includes the aforementioned 1.5-inch larger touchscreen and a second USB port.

2019 Subaru Outback 3.6R Limited
The 2019 Outback’s infotainment display only looks old when compared to the new 2020 version. (Photo: Karen Tuggay)

Being that you won’t be able to factory order a 2019 Outback, I won’t delve into all the trim line details, but some as yet mentioned features found in my Limited trimmed test model include 18-inch alloy wheels, auto on/off LED headlights with steering-responsive capability, fog lights, welcome and approach lights, proximity keyless access, pushbutton ignition, brushed aluminum front doorsill protectors, authentic looking matte woodgrain and silver metallic interior accents, auto-dimming side and centre mirrors, a heated steering wheel rim, three-way heatable front seats, a navigation/route guidance system, dynamic cruise control, a 10-way powered driver’s seat with power lumbar and two-way memory, a four-way power front passenger’s seat, a universal garage door opener, a great sounding 12-speaker, 576-watt Harman/Kardon audio system, a power glass sunroof, two-way heated rear outboard seats, a power rear tailgate, plus more.

Those EyeSight advanced driver assistance systems mentioned earlier include pre-collision braking, pre-collision brake assistance, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and auto high beams.

My as-tested Limited 3.6R with the EyeSight tester can be had for $41,395 plus freight and fees, which is $1,500 more than the Limited 3.6R with no EyeSight, while that model is also $3,000 more than Limited trim with the four-cylinder powerplant. A base Outback 2.5i can be purchased for just $29,295, incidentally, while additional 2019 trims include the $32,795 Touring 2.5i and $39,295 Premier 2.5i, the latter trim coming standard with EyeSight. You can upgrade Touring trim with the Eyesight package and engine upgrade, but, no-cost colour choices aside, the flat-six is the only available option with Premier trim.

2019 Subaru Outback 3.6R Limited
There’s no shortage of room in the Outback. (Photo: Karen Tuggay)

The 2019 Outback’s retail price ranges from $29,295 to $42,295, but take note that up to $3,000 in additional incentives were available at the time of writing, so be sure to check out our 2019 Subaru Outback page for all the details, plus pricing, rebate, and dealer invoice pricing that could save you thousands.

As I explained when starting this review, the Outback can manage mid-size SUV-levels of cargo, so as you might expect there’s also ample space for adult passengers in both rows of seats. It’s comfortable too, the front seats ideally shaped for optimal support, particularly at the lower lumbar region, while the side bolsters also support well laterally. The rear seating area is amply large as well, particularly with respect to headroom.

Also important, the rear compartment is just as refined as the front. Along with surface treatments and other details finished nicely, a large armrest flips down from the centre position filled with well designed cupholders that actually hold drinks in place when underway thanks to rubber grips (most are nowhere near as useful), while the backside of the front centre console features a covered compartment with two USB chargers plus an auxiliary plug, as well as a set of rocker switches for the previously noted rear seat heaters and the rear HVAC vents. Rear passengers needing overhead light will appreciate the reading lamps above, while each door panel includes a big bottle holder.

2019 Subaru Outback 3.6R Limited
Rear seat comfort and roominess is superb. (Photo: Karen Tuggay)

It seems just about perfect to finish this Subaru Outback review on such a practical subject matter, even after factoring in the premium-like cabin, luxuriously smooth powertrain and equally plush ride. It’s a crossover wagon/SUV that’s actually better than advertised, and that makes it a truly rare commodity. Believe me, you’ll be well served whether you opt for this impressive 2019 Outback or the new 2020 version.

Story credit: Trevor Hofmann

Photo credits: Karen Tuggay

2019 Dodge Durango SRT Road Test

2019 Dodge Durango SRT
The Durango SRT is a best of all worlds SUV. (Photo: Trevor Hofmann)

I once had a girlfriend that hated fur. She wasn’t long out of college where she’d been influenced by well-meaning animal rights advocates, and therefore wouldn’t even consider wearing something made from the skins of little rodents. Having spent way too much time up north where humans have used animal furs to keep warm for eons, I had no such misgivings, so I took her downstairs to one of my spare bedrooms that was filled with long mink, sable, fox and yet other valuable fur coats that I was in the process of selling for a client, and proceeded to wrap her in each of them. Seeing her initial disdain immediately transform into guilty pleasure was something I’ll never forget, making me wish I had a radical environmentalist to take for a spin in the latest Dodge Durango SRT.

I can just imagine the Greta-like sneer turning into a devilish giggle before all-out laughter started mixing in fear as the big, bellowing, brutish, anti-green SUV guzzled back gas as quickly as Elizabeth May downs drinks at press gallery dinners; yes, the Durango SRT is that corruptible. Then again, it’s not as Mephistophelian as Jeep’s ridiculously fast 707 horsepower Grand Cherokee SRT Trackhawk. Instead, the Durango SRT gets motivated by the same comparatively sedate 6.4-litre (392 cubic inch) Hemi V8 that motivates the regular Grand Cherokee SRT, although tame as it may seem this 475 horsepower mill is no lightweight.

2019 Dodge Durango SRT
While the Durango SRT i equipped with AWD, it’s more of a street performance than off-road warrior. (Photo: Trevor Hofmann)

With a formidable 470 lb-ft of torque going down to all wheels, the 2,499-kilo (5,510-lb) beast launches from zero to 100 km/h in just 4.6 seconds, its SRT Torqueflite eight-speed automatic transmission delighting with quick shifts all the way from standstill to highway speeds and beyond, whether actuated by its steering wheel paddles, console-mounted shift lever, or simply left to do its own thing. What’s more, it will continue forward with a 12.9-second quarter mile time, and keeps going to a top track speed of 290 km/h (180 mph), which is equal to the Jeep Trackhawk, and in an entirely different universe when compared to other so-called “performance” SUVs.

And to think all of this go-fast goodness resides in a practical three-row family hauler that seats seven adults in total comfort while stowing their luggage in a big 487-litre (17.2 cubic-foot) dedicated rear cargo compartment, and can even tow a 3,946-kilo (8,700-lb) trailer (which is 1,500 lbs more weight than the 5.7-litre V8-powered Durango can tow, and 2,500 lbs more than the V6).

The only Durango SRT negative is fuel economy, which is more than a tad thirsty at a claimed 18.3 L/100km city, 12.2 highway, and 15.6 combined, plus slightly less off-road ability due to a bit less ground clearance, and this said who would want to ruin the SRT’s extended bodywork or 20-inch double-five-spoke black-painted alloy wheels on stumps or rocks anyway, the SUV’s three-season Pirelli Scorpion 295/45 ZRs much more suited to gripping asphalt as it is.

2019 Dodge Durango SRT
The Durango SRT has no shortage of functional scoops and vents on its hood. (Photo: Trevor Hofmann)

The SRT’s black mesh grille is turned down in a menacing frown, while its tri-vented hood, aggressive lower fascia, extended side skirts, and chrome dual tailpipe-infused rear bumper makes a strong visual statement that’s impossible to ignore. Nothing has changed since the Durango SRT arrived in 2017 as a 2018 model, and it’s been carried forward into 2019 unchanged too, plus will so again for the 2020 model year, with only the Durango’s lower trims getting small improvements.

As a backgrounder, the third-generation Durango arrived in 2010 for the 2011 model year, and along with the complete redesign were plenty of curves to help us forget the less loved, ultra-angled second-generation model, and remind us of the muscular Dakota-based SUV that brought Dodge into the mid-size SUV fold way back in 1997 (when are you bringing back the Dakota, Dodge… er Ram?).

Plenty of premium-like cabin materials were brought back as well, with each trim that I have tested being very well finished. Such is particularly true of this SRT, which receives a rich microfibre/suede-style Alcantara covering for its roofliner and A pillars, plus contrast-stitched leatherette over the entire dash top and most of the instrument panel, even down the sides of the centre stack, while both front and back door uppers are made from a padded leather-like synthetic, and armrests detailed out in contrast-stitched leatherette. As anyone familiar with this class likely expects, all surfaces from the waist downward are constructed from hard composites, but it all looks good and feels durable enough.

2019 Dodge Durango SRT2019 Dodge Durango SRT
These sizeable 20-inch rims and Brembo performance brakes are very capable. (Photo: Trevor Hofmann)

The steering wheel feels even better thanks to a combination of perforated and solid leathers, this ideally contrasted with baseball-style stitching around the inside of the rim for added grip, while each spoke features a nicely organized, well-made set of controls plus the paddle-shifters mentioned before, as well as Chrysler group’s novel audio volume control and mode switches on the backside of those spokes. The rest of this Durango’s buttons, knobs and toggles are well executed for its mainstream mission too, with the big volume, tuning and fan-speed dials on the centre stack trimmed in chrome edged in rubber for extra grip.

Just above, the infotainment touchscreen measures a very sizeable 8.4 inches in diameter, features a fairly high-resolution display and is really easy to use. I appreciate the simplicity of Chrysler group touchscreens, specifically those found in Chrysler, Dodge and Jeep models as they’re quite different than those offered by Fiat, Alfa Romeo and Maserati. The two premium Italian brands definitely provide higher definition, the Alfa Stelvio I most recently tested equipped with a very impressive (albeit smaller) display, but this Durango SRT interface is more straightforward and extremely well equipped.

2019 Dodge Durango SRT
The Durango SRT’s interior is a mix of mainstream and premium quality features and materials. (Photo: Trevor Hofmann)

Together with individual displays for audio, automatic climate controls (that include digital buttons for the heated/ventilated front seats and heatable steering wheel), navigation system (that features nicely detailed maps and accurate route guidance), phone connectivity and features, plus various apps, the SRT adds its own set of Performance Pages displaying power torque history, real-time power and torque, timers for laps (and more), as well as G-force engine and dyno gauges, separate oil temperature, oil pressure, coolant temperature and battery voltage gauges, many of which are duplicated over on the primary instrument cluster’s multi-info display, providing this SUV with a level of digital capability few rivals come close to matching.

I appreciated having somewhere close by to stow my smartphone when not in use, Dodge providing is a rubberized pad at the base of the centre stack that should be large enough for most any device. Still, I was disappointed to learn there was no wireless charger underneath the rubberized pad, but instead an old-school 12-volt charge point and aux plug resides above, plus two much more useful (for my needs) USB chargers. An additional 12-volt charger and a Blu-Ray DVD changer can be found below the centre armrest/lid, while the standard 506-watt, nine-speaker Alpine stereo is impressive, as is the even nicer 825-watt, 19-speaker, $1,995 Harman/Kardon system.

2019 Dodge Durango SRT
The Durango SRT’s gauge cluster multi-information display is one of the most comprehensive in the industry. (Photo: Trevor Hofmann)

Then again, the deep, resonating sound of the Durango SRT’s Hemi V8 makes such audio equipment discussion seem a bit irrelevant, whether it’s thumping like a big Harley at idle or disrupting world order at full throttle, while its reactions to prods from the right foot are much more immediate than expected from such a big SUV. It doesn’t exactly jump off the line, but it’s hardly listless either, launching from standstill without any hesitation before distancing itself from legal speeds, all within seconds.

The upgraded eight-speed automatic does a great job of putting all that power down to the wheels, all the while providing smooth, quick shifts. I left it to its own devices more often than not, although when trying to extract as much performance as possible its paddle-actuated manual mode proved ideal, particularly when diving into deep, fast-paced curves, the big Durango SRT’s agility in the corners downright baffling.

2019 Dodge Durango SRT
A large touchscreen is filled with features, and the tri-zone automatic HVAC system is easy to use. (Photo: Trevor Hofmann)

You might actually be surprised at the Durango’s handling overall, even lesser trims plenty of fun when the road starts to wind, but rest assured the SRT takes things up a notch or three. The SRT utilizes the same fully independent front strut and rear multi-link suspension as all Durangos, but Dodge tweaks it with some “SRT-tuned” components like a Bilstein adaptive damping suspension (ADS) instead of the regular SUV’s gas-charged, twin-tube coil-over shocks, and hollow stabilizer bars in place of solid ones, the result being a flatter stance when pushed hard through tight serpentine stretches, and excellent high-speed tracking. What’s more, the Durango’s electric power steering gets special tuned while stopping performance is enhanced with a set of powerful Brembo brakes, resulting in binding power that’s almost as exciting as accelerative forces. A compliant suspension setup, good visibility all-round, and ample manoeuvrability makes for an easy driving SUV through town as well, and due to less width than most full-size SUVs, such as the Chevrolet Tahoe or Ford Expedition, the Durango is less of a problem to park.

To clarify, the Durango is 120 millimetres (4.7 inches) thinner than the Tahoe and 104 mm (4.1 in) narrower than the Expedition, but rest assured that it delivers size where it matters most. In fact, its 3,045-mm (120.0-in) wheelbase is 99 mm (3.9 in) lengthier than the Tahoe’s, and a mere 67 mm (2.6 in) shorter than the Expedition’s wheelbase, which means that can fit adults comfortably into all three rows.

2019 Dodge Durango SRT
The Durango SRT’s seats are very comfortable and supportive. (Photo: Trevor Hofmann)

Of course, this means there’s a bit less interior room from side-to-side, but it’s still plenty wide within, and should be spacious enough for full-size folks. The driver’s seat is excellent, and like the others (other than the rearmost row) gets an “SRT” logo imprinted on its backrest. My tester’s seats were coloured in attractive “Demonic Red” with white contrast stitching to match the decorative thread used elsewhere around the cabin, while the seats’ centre inserts are perforated for adequate natural and forced ventilation. The leather itself is ultra-soft and therefore feels very upscale, while the seats’ side panels even felt as if they were trimmed in the same high quality hides, albeit in black. The instrument panel and doors get attractive patterned-aluminum inlays that feel like the real deal, while additional chrome embellishment brightens other key points around the cabin. If you want a bit more bling, you can opt for the SRT Interior Appearance Group that swaps out the aluminum inlays for real carbon-fibre while upgrading the instrument panel with a luxurious leather wrap, which might be a fine way to spend $3,250.

Like the front seats, the SRT’s standard second-row captain’s chairs are really comfortable and quite supportive all-round, while Dodge has added a useful centre console in between housing a set of cupholders and a stowage bin below the armrest. Second-row occupants can also access a panel on the rear portion of the front console incorporating two USB charge points, a three-prong household-style 115-volt charge plug, and toggles for two-way seat heaters, plus overhead there’s a three-dial interface for controlling the tri-zone auto HVAC system’s third zone, plus with a separate set of dome and reading lamps.

2019 Dodge Durango SRT
The standard second-row captain’s chairs are nearly as comfortable as those up front. (Photo: Trevor Hofmann)

You can acquire the 2019 Dodge Durango SRT for only $73,895 plus freight and fees, while CarCostCanada members are currently saving an average of $6,500 on all 2019 Durango trims, with up to $5,000 in available incentives alone. You’ll want to check out the 2019 Durango page right here at CarCostCanada to find out more, at which point you can see trim, package and individual option pricing, as well as money saving rebate info and dealer invoice pricing that could save you thousands.

My test model was also equipped with a $950 Technology Group that adds adaptive cruise control with stop-and-go, advanced brake assist, forward collision warning with active braking, plus lane departure warning and lane keeping assist, while a $2,150 rear Blu-Ray DVD entertainment system boasts two screens that can be flipped upward from the backside of each front headrest. Dodge includes a set of RCA plugs plus an HDMI input on the inner, upper side of each front seat, providing connection for external devices like game consoles, all capable of turning the Durango SRT into the ideal choice for a family road trip.

2019 Dodge Durango SRT
The Durango’s third row is ultra-spacious and there’s still room for cargo in behind. (Photo: Trevor Hofmann)

And there lies the beauty of this one-of-a-kind SUV. The Durango SRT is easily one of the fastest seven-passenger SUVs available, yet it’s comfortable for all, is capable of carrying a full load of passenger as well as their stuff, can tow a big trailer with ease, and do plenty more. I’d go so far to say it’s the best possible choice for fast-paced Canadian families, but you’ll need to exchange its three-season performance tires for a set of proper winters at some point in the fall (or sooner if you live on the Prairies), at which point it might be the ultimate ski resort parking lot doughnut machine.

 

Story and photo credits: Trevor Hofmann

2019 Kia Sorento SXL Road Test

2019 Kia Sorento SXL
Kia updated the Sorento’s styling for 2019, making big changes to the lower front fascia. (Photo: Trevor Hofmann)

Have you ever driving a Kia? Even sat inside one? If it was way back at the turn of the millennium it might not have been the best of experiences. Even Kia doesn’t promote its past in detail, the Korean brand celebrating its twentieth anniversary in Canada with limited edition models of its impressive Soul compact crossover and Stinger mid-size four-door coupe, but hardly paying tribute to the forgettable Sephia, Spectra and Magentis.

Those cars offered nothing better than their competitors, and certainly nothing new, instead relying on low pricing to pull in new buyers. Today’s Kia, however, builds vehicles you want to own in spite of their more renowned rivals, but first you’ll need to give them a chance, and that’s exactly what I’m recommending mid-size crossover SUV buyers do with the Sorento.

I’ve driven every Sorento generation, even the first 2002 model as part of its initial Canadian press launch, a vehicle that so impressed me I recommended it to my brother who kept his for nearly a decade. The redesigned 2010 model went from body-on-frame SUV to car-based crossover and therefore improved drivability as well as refinement, not to mention styling, while the 2016 model upped all of the above to entirely new levels. 

2019 Kia Sorento SXL
New LED taillights and a completely reworked rear bumper mark the changes from behind. (Photo: Trevor Hofmann)

My 2016 Sorento tester wasn’t even in top-line trim, yet I found myself awestruck by its shocking supply of soft-touch interior surfaces, blown away from finding cloth-wrapped roof pillars all-round, impressed with its sizeable full-colour high-resolution touchscreen infotainment system, wowed by its diminutive yet formidable 240-horsepower 2.0-litre turbocharged four-cylinder engine, and simply satisfied by its overall goodness.

With not much changing over the past four years, plus an even more capable V6 on the options menu, one might think it would’ve remained high on my list of highly recommended mid-size crossover SUVs, and so it does except for one considerable detail, since testing this most recent 2019 Sorento I’ve also spent a week with the completely new 2020 Telluride, so I’m no longer recommending the Sorento quite as highly for seven-passenger crossover buyers.

To be clear, the seven-passenger Sorento’s price range slots in considerably further down Kia’s model hierarchy, beginning at $32,795 for the EX 2.4 and topping out with the 3.3-litre V6-powered $49,165 SXL on this page, which is hardly in the same class as the Telluride that starts at $44,995 and tops out at $53,995 for its SX Limited with Nappa. As expected, the recent arrival of the Telluride and next year’s forecast redesign of the 2021 Sorento have already resulted in a reshuffle of the mostly carryover 2020 Sorento’s trims, with today’s base LX FWD model and this top-tier SXL soon to be discontinued.

2019 Kia Sorento SXL
LED headlights, LED fog lamps and chromed 19-inch alloys depict this Sorento’s top-line status. (Photo: Trevor Hofmann)

So what about that upcoming 2021 Sorento? I expect it to follow in the tracks of the recently redesigned fourth-generation Hyundai Santa Fe that utilizes the same platform that the new Sorento will ride on, the former SUV only available with two rows and a maximum of five passengers for 2019, due to Hyundai now having a version of the Telluride all its own for 2020, named Palisade. The new Palisade is actually priced lower than the Telluride at $38,499, so we can expect the future 2021 Telluride to grow its trim line down-market with an SX model to slot below today’s base Palisade so as to provide a seven-passenger crossover option for more mainstream Kia shoppers after this seven-place Sorento gets cancelled.

Previously in this review I said that little had changed since the Sorento’s 2016 redesign, but it should be noted this 2019 model underwent a fairly extensive refresh, albeit somewhat more subtle with respect to styling. The big news is a new eight-speed automatic gearbox for its available 3.3-litre V6, and sadly the elimination of the aforementioned 2.0-litre turbo-four (an odd removal, being that the majority of challengers are swapping out their optional V6s for turbocharged fours in order to improve fuel-efficiency, but I’m guessing a stopgap ahead of the next-gen Sorento).

2019 Kia Sorento SXL
These LED taillights are standard on SX and SXL models. (Photo: Trevor Hofmann)

As it is, the 2.4, which produces 185 horsepower and 178 lb-ft of torque, now gets used for LX FWD, LX and EX 2.4 models, whereas the 3.3, making a maximum of 290 horsepower and 252 lb-ft of torque, adds performance to LX V6, EX, EX Premium, SX, and SXL trims. The six-speed autobox is the sole transmission with four-cylinder powered Sorentos, while the two extra gears only benefit the six-cylinder engine. As you may have guessed already, all trims excepting the LX FWD get all-wheel drive.

As with all modern-day multi-speed automatics fuel-efficiency is the main benefactor, but they also help an engine maintain peak output thanks to shorter shift increments, therefore improving performance. Nevertheless, the upgraded Sorento’s claimed fuel economy rating of 12.5 L/100km city, 9.7 highway and 11.2 combined isn’t as efficient at speed as the outgoing six-speed automatic and V6/AWD combination that received a rating of 9.3 highway. In the city, however, where most of us spend the majority of our driving time, the old model’s 13.2 L/100km rating means the new version is much thriftier, while the new eight-speed helps V6-powered Sorentos achieve a less significant 0.2 L/100km advantage.

In case you were wondering how much better the previous 2.0-litre turbocharged four with its six-speed automatic might compare against a new Sorento with the same engine and eight-speed, the old model’s rating of 12.3 L/100km city, 9.4 highway and 11.0 combined is actually better than the new eight-speed automatic in the totally redesigned 2019 Hyundai Santa Fe, which can only manage 12.3 city, 9.8 highway and 11.2 combined. That Santa Fe, incidentally, rides on the same all-new platform architecture as the next Sorento. 

2019 Kia Sorento SXL
The Sorento’s cabin gets closer to premium level execution than most of its rivals. (Photo: Trevor Hofmann)

With respect to the base 2.4 that’s available in the here and now, Kia claims 10.7 L/100km in the city, 8.2 on the highway and 9.5 combined with FWD, representing a big improvement in city driving over last year’s Sorento with the same powertrain, which could only manage 11.2 L/100km city, 8.3 highway and 9.9 combined despite zero changes (gear ratio mods?), while the 2019 Sorento 2.4 AWD achieves a rating of 11.2 L/100km city, 9.0 highway and 10.2 combined, compared to 11.5, 9.3 and 10.5 last year.

If you found yourself scratching your head over some of those fuel economy figures, a quick glance at the refreshed 2019 Sorento might also leave you wondering exactly what was changed stylistically. For instance, the new grille looks exactly like the old grille, as does the hood that’s supposedly changed too, but the lower front fascia is entirely new, the latter very noticeable on SX and SXL trims that previously had four larger LED fog lamps at each corner instead of the new half-sized combinations, the sections below now filled with what appear to be slatted brake vents, plus they’re now framed within taller, V-shaped chrome bezels.

The chromed door handles, chromed side window surrounds, and silver roof rails were part of my aforementioned 2016 SX tester as well, but the chromed side mouldings, 19-inch chrome alloys, and completely redesigned back bumper, which is now packed full of bright metal detailing, are all new. The updates make the Sorento classier than the pre-updated SUV’s sportier design, chrome embellishment normally having such an effect.

2019 Kia Sorento SXL
A partially digital gauge cluster includes a centre multi-info display that doubles as the speedometer. (Photo: Trevor Hofmann)

The 2019 refresh also provides renewed headlights and tail lamps infused with LEDs at both ends in SX and SXL trims, plus LED daytime running lights within the headlights, as well as LED fog lamps. Lower trims feature revised projector beam headlamps with LED positioning lamps, plus projector beam fog lights (on LX V6 to EX Premium trims), and conventional taillights with stylish new lenses. New colours join the usual assortment of updated alloy rims in 17-, 18- and 19-inch diameters wearing 235/65R17, 235/60R18 and 235/55R19 all-season rubber, depending on trim.

Moving inside, the 2019 Sorento gets an updated steering wheel, a new instrument cluster with bright electroluminescent analogue gauges to each side of a large digital speedometer that doubles as a comprehensive multi-information display, and a renewed centre with an updated infotainment touchscreen with Android Auto, Apple CarPlay and more. My favourite new convenience is the available wireless charging pad, although the new optional lane keeping assist and driver attention warning systems could prove even more important.

2019 Kia Sorento SXL
A large high-resolution touchscreen and dual-zone auto climate control combine for a comprehensive assortment of premium-level features. (Photo: Trevor Hofmann)

Those two safety upgrades are part of top-tier SXL trim, this model also providing forward collision-avoidance assist, a feature that’s now beginning to be included as standard equipment in competitive base models, but it’s not unusual to force an upward move to a mid-range trim for blindspot detection with rear cross-traffic alert, these two upgrades standard with the Sorento EX. The rest of the Sorento’s safety equipment is the segment’s normal standard fare, and therefore is included in all trims.

The previously noted base Sorento LX FWD starts at only $28,295 plus freight and fees, and is therefore an impressive value when put up against every other mid-size SUV, particularly when factoring in that it comes standard with 17-inch alloys, auto on/off headlights, chromed door handles, a heated and leather-clad multifunction steering wheel, Drive Mode Select with Comfort, Eco, Sport and Smart settings, three-way heatable front seats, a 7.0-inch centre display with the Apple and Android smartphone integration mentioned earlier, plus a backup camera, six-speaker audio, and plenty more.

2019 Kia Sorento SXL
The top-tier surround camera combines with front and rear sensors to make parking ultra-easy. (Photo: Trevor Hofmann)

Including all-wheel drive with the base LX model increases its window sticker by $2,300, the $30,595 trim also providing roof rails, proximity entry with pushbutton start/stop and the aforementioned wireless phone charger, while the same trim with the V6 and AWD increases the Sorento’s price by $4,500 to $35,095, while upping content to include fog lights, a sound-reducing windscreen, turn signals within the exterior mirror housings, an auto-dimming centre mirror, two-zone auto HVAC with auto-defog and separate third-row fan speed/air-conditioning adjustment, UVO Intelligence connected car services, satellite radio, an eight-way powered driver’s seat with two-way powered lumbar support, a third row for a total of seven passengers, trailer pre-wiring, and more.

At $2,300 less than the LX V6 AWD, and $2,200 more than the LX AWD, the four-cylinder-powered $32,795 EX 2.4 gets the just mentioned fog lamps, powered driver’s seat, and three-row layout of the V6-powered model, while also adding a gloss-black grille insert and leather seat surfaces, while the $38,665 EX with the V6 and AWD builds on both the LX V6 AWD and EX 2.4 models with 18-inch machined-finish alloys, a nicer Supervision LCD/TFT gauge cluster, express up and down power windows with obstacle detection all around, and a household-style 110-volt device charger, while the EX Premium starts $2,500 higher at $41,165 and adds front and rear parking sonar, power-folding outside mirrors, LED interior lights, an eight-way powered front passenger seat, a panoramic glass sunroof, rear door sunshades, and a power tailgate with smart gesture access.

2019 Kia Sorento SXL
These are some of the best seats in the mainstream mid-size SUV class, made even nicer with Nappa leather upholstery. (Photo: Trevor Hofmann)

Sorento buyers wanting a near-premium experience can choose SX trim that, for $45,165, $4,000 more than the EX Premium, includes most everything already mentioned as well as 19-inch alloy wheels, a chromed grille, stainless steel skid plates front and rear, a stainless exhaust tip, chrome roof rails, dynamic directionally-adaptive full LED headlamps, upgraded LED fog lights, bar type LED tail lamps, sound-reducing front side glass, illuminated stainless steel door scuff plates up front, perforated premium leather upholstery, plus a bigger 8.0-inch high-resolution infotainment touchscreen boasting rich colours and deep contrasts as well as quick reaction to tap, pinch and swipe finger inputs.

Additionally, the navigation system provides nice detailed mapping and accurate route guidance, while SX trim also includes an excellent 10-speaker Harman/Kardon premium audio system, ventilated front seats that keep backsides cool during summer heat, heated rear outboard seats that do the opposite in winter’s cold, plus more.

2019 Kia Sorento SXL
Everyone loves a panoramic sunroof, and the Sorento’s is particularly large. (Photo: Trevor Hofmann)

Finally, my as-tested Sorento SXL adds an additional $4,000 to the tally resulting in a maximum retail price of $49,165, which is considerably less than most fully equipped competitors, some that don’t offer the same level of luxury-grade features than LX trim, but this SXL is better yet thanks to even plusher Nappa leather upholstery, an electromechanical parking brake, a surround parking camera with a divided screen that includes a regular rearview camera with dynamic guidelines to the left and a 360-degree bird’s-eye view to the right, as well as high beam assist headlamps, adaptive cruise control, plus more.

All pricing was sourced right here on CarCostCanada, including trims, packages and standalone options for 2019 and 2020 model (not to mention 2018s, just in case you’re curious), while money-saving rebate info and dealer invoice pricing can add thousands to your potential savings. Actually, at the time of writing there were up to $6,000 in additional incentives available, so it’s well worth checking out.

2019 Kia Sorento SXL
The second row is spacious and comfortable. (Photo: Trevor Hofmann)

Of course, you’ll need to check in at your local Kia dealership to drive a new Sorento, and if you choose to I’m quite certain you’ll be impressed. The V6 is very smooth, as is the new eight-speed automatic that swaps gears almost seamlessly and quickly no matter the drive mode selected. I mostly kept it in its default Comfort mode, but Eco was smooth too, and good for saving fuel, whereas Sport mode let the engine rev higher and gearbox shift quicker than it otherwise would, making the most of the powerful V6. Smart mode pays attention to your driving style, the terrain and other factors before automatically choosing the best mode for a given situation, optimizing performance, comfort or economy.

Also good, the Sorento’s fully independent suspension is blissfully smooth too, although when pushed hard through fast-paced curves it manages well for such a big crossover utility. All in all the Sorento should be considered a sportier option than most of its seven-seat SUV rivals, but it’s superb seats, luxuriously soft surface treatments, and generous supply of premium-level features make it amongst the most comfortable in its segment.

2019 Kia Sorento SXL
The third row is sizeable enough for smaller folk, but those needing to haul a full load of adults should consider the new Telluride. (Photo: Trevor Hofmann)

Speaking of comfort, EX trims and above include four-way powered lumbar support that ideally applied pressure to the small of my back, while the LX V6 and EX 2.4 models’ two-way lumbar can’t be adjusted as personally. Of note, four-way lumbar isn’t always provided in the lower or upper classes, with Lexus forcing its RX 350 customers to pay $63,950 for a Luxury package or $69,850 for the Executive model before receiving optimal lower back support, with none of the model’s F Sport buyers getting such comfort at all, whereas Infiniti’s QX60 clients are completely out of luck no matter how much they’re willing to pay. An additional Sorento bonus is a driver’s seat squab that extends forward to add support under the knees, while the Nappa leather is amongst the best you’ll likely find in the entire volume-branded mid-size SUV class.

The second-row of seats is plenty spacious and almost as comfortable and supportive as the two seats up front, but the Sorento’s third row is probably best left for smaller- to medium-sized children, the Telluride now a better choice when the need to carry a full load of large teens or adults.

2019 Kia Sorento SXL
Storage under the cargo floor is made more useful thanks to its ability to securely lock the retractable tonneau cover in place when not in use. (Photo: Trevor Hofmann)

A few particularly upscale trim details include curving black lacquered appliqués on the backside of each front seat, something that I’ve rarely seen in anything less than a Bentley or Rolls-Royce. It’s an olde British take on luxury that isn’t often used these days, although a quick glance back at a previously covered 2019 Genesis G90 (which shares underpinnings with the dearly departed—from Canada—Kia K900) helps us put a finger on where Kia came up with the concept (scroll back through the photos for the same idea in hardwood). Sorento SXL trim also includes black lacquer on the steering wheel spokes, instrument panel and lower centre console surface, plus highlighting each door panel, although as attractive as it looks when brand new, I’m concerned it’ll scratch as it ages.

Those loading longer items such as skis into the cargo hold will appreciate that Kia has split the second row in the unusually ideal 40/20/40 configuration, allowing both rear passengers to enjoy the more comfortable and visually optimal window seats, not to mention the aforementioned heatable rear seats if equipped. This is a dealmaker for me, and usually only found in pricier European SUVs. I also liked the convenience of cargo wall-mounted levers that dropped each side of the second-row down automatically, right to the point of locking safely into place, this resulting in a large, flat loading floor that measures 2,082 litres (73.5 cu ft) in the bottom two trims or 2,066 litres (73.0 cu ft) in LX V6 trim and above behind the first row, 1,099 litres (38.8 cu ft) and 1,077 litres (38.0 cu ft) respectively behind the second row, and 320 litres (11.3 cu ft) behind the third row. There’s some extra storage space below the cargo floor, which even lets you stow the retractable cargo cover securely away when not being used.

2019 Kia Sorento SXL
Passenger/cargo flexibility is a Sorento strong point. (Photo: Trevor Hofmann)

It’s such details that make the Sorento so good, Kia’s rare attitude of going above and beyond that’s so wonderfully unique in the mainstream marketplace. They don’t have the luxury of resting on their laurels, so they work harder at impressing you than most Japanese peers, and definitely more so than the Americans. I always thought their global motto, “The Power to Surprise” was kind of hokey, but it really does make sense to those experienced with to their products. The Sorento, now Canada’s best-selling (mostly) seven-passenger SUV, is really that good. As for the Telluride, it’ll blow you away.

 

Story and photo credits: Trevor Hofmann

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 Volkswagen Passat Wolfsburg Edition Road Test

2019 Volkswagen Passat Wolfsburg Edition
This is the final year for this generation of Passat, so it’s only available in one Wolfsburg Edition trim. (Photo: Trevor Hofmann)

Thank you Volkswagen. You’ve made my job so much easier today. While researching the 2019 Passat for this review, I learned that it’s only available in a single, solitary, one-size-fits-all trim line for this stopgap year, the Wolfsburg Edition getting very close to last year’s top-tier Passat Highline (which replaced the Execline from 2016). This allows me to spend more time on other details such as styling, cabin quality, comfort, driving dynamics, etcetera.

The Giorgetto Giugiaro-designed Passat (originally named Dasher in our market) has been with us since 1973, initially delivering an upscale Audi-inspired look in five-door hatchback and wagon body styles, the former replaced by a regular sport/luxury sedan dubbed for its second B2 generation. The B3 redesign that arrived in 1988 finally applied the Euro nameplate to North American models, and while I really liked this third-gen Passat, particularly in its most potent VR6 trim, as well as the B4 that followed, my heart went out to the 270 hp 4.0-litre W8-powered AWD B5 version most earnestly. Earlier B5s were also the first Passats I tested as an automotive journalist newbie in the early 2000s, back when this German brand impressed me like no other.

That was a time when Volkswagen was comparable to Audi for its performance and overall refinement, the amazing Bentley-based Phaeton luxury sedan arriving the following year with a choice of 335-horsepower V8 or 420-horsepower W12 behind its unassuming grille, not to mention $96,500 and $126,790 respective prices, while not long after that the brand’s 309-hp Touareg V10 TDI was on the scene, putting out a shocking 553 lb-ft of torque. Volkswagen appeared to be vying for luxury brand status during those years, a strategy that kind of made sense in Europe where parent automaker VW AG also owned lesser brands Skoda and Seat to pull in entry-level buyers, but not here where the iconic Beetle manufacturer was known more for economy cars.

2019 Volkswagen Passat Wolfsburg Edition
Still stylish after all these years. (Photo: Trevor Hofmann)

By comparison, today’s VW-branded cars and crossover SUVs still deliver some premium features not often available with every competitor, like cloth-covered roof pillars (albeit only the A pillars these days), full high-definition TFT primary gauge clusters, and the convenience of a rear seat centre pass-through for stowing long cargo (or better yet, 40/20/40 split-folding rear seats), soft pliable composite surfaces aren’t as plentiful, switches, knobs and buttons can now be less dense and therefore cheaper feeling, and rear suspension systems aren’t necessarily independent anymore (unlike most rivals that are now IRS-equipped, the latest Jetta has reverted to using a rear torsion beam setup).

I think the Passat looks good though, particularly in my tester’s attractive Tourmaline Blue Metallic. It’s one of six exterior paints for 2019, which include white, black, grey and silver, plus a beautiful Fortana Red Metallic, all no-cost options, while sporty R-Line outer trim comes standard this year too. Additional standard features include automatic on/off LED headlights with LED daytime running lamps, LED tail lights, and fabulous looking silver-painted twinned five-spoke 19-inch Salvador alloy wheels encircling 235/40 all-seasons, and that’s just on the outside.

To my eyes the cabin looks even better due to VW’s communications team choosing gorgeous Cornsilk Beige for my test car’s interior (it can be had in black or grey as well, depending on the exterior colour chosen), the creamy colour offset by a contrasting black dash top, door uppers and carpets. VW has been producing this rich light beige and black interior motif for decades, including the horizontal ribbing on the leather seat upholstery. It looks sensational, complemented by sophisticated looking textured metal, brushed aluminum, chrome and piano black lacquer elsewhere.

2019 Volkswagen Passat Wolfsburg Edition
Standard exterior features include LED headlights, 19-inch alloys and a sporty R-Line package. (Photo: Trevor Hofmann)

Standard features include proximity keyless entry with pushbutton start/stop, a leather-wrapped multifunction steering wheel rim with shift paddles, a colour multi-information display/trip computer, a leather-wrapped shift knob and handbrake lever, brushed stainless steel foot pedals, rain-sensing windshield wipers, heatable washer nozzles, two-zone automatic climate control, an auto-dimming centre mirror, a power sunroof, three-way heated front sport seats, an eight-way powered driver seat with two-way power lumbar, driver’s side memory, heatable rear seats, front and back LED reading lamps, an Easy Open trunk, 60/40-split rear seatbacks with a centre armrest and centre pass-through, plus more for $32,995.

That seems like a reasonably good deal already, but it gets better due to a $2,000 no-haggle discount that comes as a parting gift of sorts. Find out about this discount and any other rebates right here at CarCostCanada, and while you’re learning more you can also access dealer invoice pricing, which will make it as easy as possible to meet your budget requirements.

I should also go into some detail about the Passat’s infotainment system, which measures 6.33 inches and even includes proximity sensing, which means a row of digitized buttons rise up from the bottom of the touchscreen when your fingers get near. While the display is relatively small compared to most competitors’ top-line systems, it process info quickly, includes tablet-style tap, swipe and pinch gesture functions, which are especially useful when using the route guidance-system’s map, and even includes MirrorLink smartphone integration, along with the usual Apple CarPlay and Android Auto. Bluetooth is also standard, of course, with audio streaming for listening to music or podcasts from your personal device, while additional standard infotainment features include voice activation, an SD card slot, and one of the worst backup camera systems I’ve used in a long time. Why? Much of the display’s top section was cut off in a semicircular due to a wide-angle lens that was probably trying to provide more visibility, but it actually made things a lot worse, plus VW didn’t include active guidelines either.

2019 Volkswagen Passat Wolfsburg Edition
The two-tone interior motif is truly elegant. (Photo: Trevor Hofmann)

The six-speaker Fender premium audio system is good enough for this class, however, with nice deep bass from its subwoofer, while satellite radio stations came in clearly, the inclusion of a CD player will be appreciated by many, and the single USB audio/charging port made me grateful VW wasn’t still trying to promote Apple, although I’m hoping the next-generation has a few more. Speaking of new, the I hopped into the latest 2020 GTI after giving the Passat keys back and am now hopeful that its considerably larger touchscreen, along with its superb resolution and excellent depth of contrast and colour make it into the 2020 Passat, or something similar.

Moving downward on the centre stack, past the HVAC interface that incidentally suffered from loose rotating dials, there’s a lidded compartment for stowing and charging a smartphone. It has a rubberized base, like usual, but oddly it wasn’t big enough for my average-sized phone, which kind of made me glad VW hadn’t installed a wireless charging pad. It did include the just noted USB-A port and as well as an auxiliary connection next to an old-school 12-volt plug, so you should be able to charge multiple devices at any given time (with the help of an aftermarket USB adapter).

Close by, to each side of the shift lever, is a row of “buttons”, or at least they all look like buttons. One deactivated the front and rear parking sonar, while another turned on the semi-autonomous self-parking system, but the other four were merely dummy buttons that made the car look as if it was missing some key features. I noticed it was devoid of a heatable steering wheel, something I appreciate on cold winter mornings, a problem made worse when the flat-bottom leather-wrapped sport steering wheel in question is so incredibly good. The front seats weren’t ventilated either, a function I’m getting more and more used to finding in top-line competitors’ trims.

2019 Volkswagen Passat Wolfsburg Edition
Classic but effective, these analogue gauges aren’t nearly as flashy as the new Jetta’s digital cockpit. (Photo: Trevor Hofmann)

The Passat’s standard menu of safety enhancements impresses, however, with items like automatic emergency braking, blind spot monitoring with rear cross-traffic warning, lane keeping assist, adaptive cruise control, driver assistance, park distance control and park assist adding enough high technology to the driving experience as to almost forget about those missing buttons. Better yet, the way these systems chose not to intervene until absolutely necessary had me liking the Passat even more. No one likes over-sensitive technology, especially with respect to safety equipment capable of taking over the wheel, and fortunately the Passat’s were hardly noticeable throughout my test week. It was only when I tried to exit the highway without using my turn signal that the side-assist system fixated on the white line, pulling me back into my lane. I quickly turned my blinker on and was able to move over, and no doubt could have forced it over if I’d wanted to, but VW gets high marks for making advanced driver assistance systems that are only there when absolutely necessary.

Previously in this review I mentioned that Volkswagen’s cabin materials aren’t as high in quality now as they used to be, so I should probably go into some more detail about how this affects the Passat. For the most part it’s equal to most competitors, but this makes the car seem less than ok being that it was much better than average years ago. Right up until this US-made seventh-generation model arrived nine years ago, the Passat provided a much greater percentage of premium-level soft padded surfaces than any rival, but now it’s noticeably below average. It’s as if VW AG, the parent company, didn’t want its namesake brand stealing any sales from Audi, so therefore purposely made the Passat’s interior worse than it needed to be, just to be sure. To be clear, some parts are extremely good, like the soft composites used for the dash top and door uppers, but the lower dash panels and glove box lid, plus the centre stack sides and lower door panels are made from lower grade hard plastics, and upstaged by most competitors. This leaves some areas better than average and others not quite measuring up, and depending on whether you see your glass half full or half empty, you’ll either be thrilled with all that’s good or left feeling flat about the car’s weaknesses.

2019 Volkswagen Passat Wolfsburg Edition
A bit small, but the Passat’s infotainment system is quite good. (Photo: Trevor Hofmann)

I felt much the same about the Passat’s sole 2.0-litre four-cylinder engine. Its 174 horsepower and 184 lb-ft of torque comes close to matching most rivals’ base powerplants, but it’s hardly a base model despite the aforementioned discount. Last year’s 3.6-litre V6 upgrade provided an option for those wanting more, but no such luck for this year’s performance fans. Fortunately its modest torque figure feels stronger than it looks, probably due to arriving at its maximum at only 1,500 rpm, so takeoff is fairly energetic off the line and there’s ample passing power for most manoeuvres, but a model that once offered 4Motion all-wheel drive now solely gets driven by those up front, and the transmission that sends the engines output to the front wheels only has six forward speeds, which might have been a big deal fifteen years ago, but doesn’t sound all that advanced when put up against today’s eight- and nine-speed automatics.

The 2020 Passat will remedy the latter problem with an eight-speed of its own, but no AWD or manual transmission for that matter, two features enthusiasts would love to see, but the current model’s paddle shifters got everything out of the engine it had to give, just like the future one will make the most of even more available torque, resulting in a really enjoyable car to drive.

I appreciated the extra control, because this mid-size family hauler can dance with more grace than most four-door sedans in this class, even at high speeds. Of course its suspension is fully independent, with struts up front and a multi-link setup in back, plus a stabilizer bar at each end, and it’s all very well sorted for a bit more grip at the limit and better balance than the segment average. It will understeer when pushed too far, which is a good thing in this category, and its ride should keep all aboard happy, despite being slightly firmer than average.

2019 Volkswagen Passat Wolfsburg Edition
These horizontally ribbed leather seats make the Passat look downright ritzy. (Photo: Trevor Hofmann)

Fuel-efficiency is quite good at 9.3 L/100km city, 6.5 highway and 8.1 combined, no doubt why Volkswagen chose the four-cylinder for this model’s sole power unit in place of the V6. Such practicality in mind, you won’t need to worry about anything that might go wrong with the Passat for a year longer than most rivals thanks to an almost comprehensive four-year or 80,000 km warranty, although it’s powertrain warranty is shorter than average by a year or 20,000 km.

Now that we’re being pragmatic, the Passat’s front seats and surrounding area is amply roomy for big folks, while the driver’s seat is comfortable, but like the suspension it’s a bit firmer than most in this class. It features two-way powered lumbar support that just so happened to ideally match up to the small of my back, while its lower cushion stretched forward enough to support nicely below the knees.

The rear seating compartment is roomier still, and plenty comfortable, while a 450-litre (15.9 cubic-foot) trunk should be more than adequate for most owners’ needs, especially when considering its 60/40 split-folding rear seatbacks have the advantage of a centre pass-through for loading in longer items like skis.

2019 Volkswagen Passat Wolfsburg Edition
The rear seating area is amply roomy and quite comfortable, plus there’s a centre pass-through above the armrest. (Photo: Trevor Hofmann)

These are some of the 2019 Passat’s worthy attributes that I hope are carried forward into the new model, but in the same breath I’m also wishing Volkswagen steps up with more competitive interior quality so that it at least matches the refinement of this segment’s sales leaders. After all, it’s the slowest selling mid-size four-door sedan in Canada by a long shot, so arriving in today’s highly competitive marketplace with a lukewarm update wouldn’t be the best of ideas. Let’s hope they get it right. Until then, the 2019 Passat does some things very well and others not so much, but it’s currently priced right and the deal could be made even sweeter by finding out its dealer invoice price here on CarCostCanada before talking to your local Volkswagen retailer.

Story and photo credits: Trevor Hofmann

2019 Subaru Legacy Sport Road Test

2019 Subaru Legacy Sport Road Test
The Legacy offers up a sporty design that’s even more alluring in as-tested Sport trim. (Photo: Karen Tuggay)

The new 2020 Legacy is starting to arrive at Subaru dealers across Canada as I write this review, and fans of the current 2019 model should like what they see. The updated mid-size sedan gets renewed styling, revised engines, and a reworked interior, but exterior styling is so muted that most won’t notice the 2019 model leaving and the 2020 ushered in. So why am I covering yesterday’s Legacy when tomorrow’s is nearly hear? Subaru dealers have new 2019 models on their lots, and this very good car is available for very good prices. 

As per CarCostCanada, a 2019 Legacy buyer can pocket up to $3,000 in incentives, and that’s before factoring in a personal discount derived from haggling or your trade-in. Follow this CarCostCanada link to learn about 2019 Legacy pricing, including trims, packages and individual options, plus you also need to find out about rebates and dealer invoice pricing that could save you thousands. 

2019 Subaru Legacy Sport
Sport trim adds sill extensions, unique alloy wheels and gloss black trim, the latter used for its diffuser-style rear bumper. (Photo: Karen Tuggay)

For a bit of background info, the Legacy was refreshed for 2018, which means this 2019 model was unchanged. The version reviewed here is in mid-range $31,695 Sport trim, which hovers above the base $24,995 2.5i CVT, $28,295 Touring, and $29,795 Touring with EyeSight; EyeSight being Subaru-speak for its suite of advanced driver assistance systems including auto high beams, adaptive cruise control, autonomous emergency braking, rear proximity warning with reverse auto braking, blindspot detection, lane departure warning and lane keeping assist. Sport trim comes standard with EyeSight, as does top-line $33,795 Limited 2.5i trim and the $36,795 Limited 3.6R. 

As you may have guessed, 2.5i and 3.6R designate the Legacy’s respective standard and optional engines, the latter having been replaced by the higher output 2.4-litre turbocharged four-cylinder introduced in last year’s Ascent mid-size SUV; the 2020 Outback crossover wagon gets this change too. Comparing the two engines shows 256 horsepower and 247 lb-ft of torque for the old 3.6R and 260 horsepower and 277 lb-ft of torque for the 2.4i, resulting in four more horsepower and 30 additional lb-ft of torque. 

2019 Subaru Legacy Sport
Sport trim includes LED headlamps, fog lights and special machine-finish 18-inch alloy wheels with black painted pockets. (Photo: Karen Tuggay)

The base 2.5-litre four-cylinder gets updated too, but the 2020 model only gains six horsepower and two lb-ft of torque resulting in 182 horsepower and 176 lb-ft compared to 175 horsepower and 174 lb-ft of torque, but 90 percent of its parts have been upgraded, with straight-line performance improvements secondary to gains in fuel-efficiency. 

This means the 2020 Legacy 2.5i has been designed to achieve an estimated 8.8 L/100km city, 6.7 highway and 7.7 combined Transport Canada rating compared to 9.3 highway, 7.0 city and 8.2 combined, while 2.4i fuel economy improvements from the old 3.6R equal 9.9 L/100km city, 7.3 highway and 8.5 combined compared to 11.9 city, 8.3 highway and 10.3 combined. With standard all-wheel drive the Legacy can’t quite measure up to most front-drive rivals in base trims, but it should be noted that even the old 3.6R is more efficient than the Camry’s optional V6. 

2019 Subaru Legacy Sport
These satin-silver mirror caps are standard with Sport trim. (Photo: Karen Tuggay)

Instead of diving too deeply into the differences between old and new Legacy models, I’ll only mention some key points as this review continues. As stated at the onset of this road test, styling enhancements appear so insignificant that I would’ve been careful to call it a refresh if I hadn’t already been made clear it’s a full redesign. Strangely, Subaru Canada didn’t even mention styling in its 2020 Legacy press release, but this subtle redesign may help the outgoing sixth-generation model hold resale/residual values higher. I find both generations attractive enough while sportier than most competitors, while Subaru obviously isn’t trying to lure in potential customers by being extroverted, like Toyota is with its latest Camry. 

Then again, the Legacy’s conservative styling may be a good reason its sales are slow. To but it into perspective to the just-noted Toyota, Subaru sold 1,298 Legacys from January 1 to September 31, 2019, which is just slightly more than 11 percent of the 11,579 Camrys delivered during the same three quarters. A more positive viewpoint is its success over the Kia Stinger, Mazda6, Honda Clarity plug-in, Buick Regal, Volkswagen Passat, and VW Arteon, while it came within striking range of the Kia Optima. This has it placing eighth out of 14 competitors, which isn’t too bad at all. Still, the Legacy’s tally pales when compared to Subaru’s own Outback that found 7,756 buyers over the same nine months, the tall mid-size crossover wagon being basically the same vehicle below the skin. 

2019 Subaru Legacy Sport
The Legacy’s cockpit looks totally modern despite on its way out. (Photo: Karen Tuggay)

Success on the sales chart doesn’t always validate a given vehicle’s goodness or badness, however, and to that end the Legacy doesn’t labour from any disadvantages other than being a bit smaller than most mid-size sedan challengers. In fact, Subaru has an impressive record, achieving “Best Overall” brand in Consumer Reports’ most recent 2019 Annual Report on Car Performance, Reliability, Satisfaction and Safety, while it tied with Chrysler in the same publication’s “Best Road Test Score Mainstream” category. The Japanese brand also scored above average in J.D. Power’s latest 2019 Vehicle Dependability Study, but found itself below average in the same company’s 2019 Initial Quality Study. Nevertheless, the 2019 Legacy achieved top-spot amongst “Mid-Size” consumer sedans in Vincentric’s latest “Best Value In Canada” award, as did the Outback in its class. 

After time well spent in this 2019 Legacy, I’m willing to bet that interior quality gave the car a boost upward in these various rating and award programs. Highlights include a premium-level soft composite dash top and instrument panel, the latter stitched across its lower edge in traditional Subaru blue, while the blue stitching theme trimmed the inner portion of the leather-clad sport steering wheel rim as well, plus each armrest and the leatherette-covered seat bolsters, the seats otherwise upholstered in an attractive light grey material. 

2019 Subaru Legacy Sport2019 Subaru Legacy Sport
Great looking analogue gauges surround a nice colour multi-info display. (Photo: Karen Tuggay)

Additional cabin niceties included genuine-looking high-gloss carbon-fibre inlays on the instrument panel and doors, this conjoined to attractive satin-silver metallic adornment, while glossy black surface treatments combined with matte-finish black composites and even more satin-finish and chromed metal accents for an interior Legacy owners can be proud of. Front and rear door uppers receive the same luxuriously padded soft-touch composite as that on the dash, and Subaru also covers the front “A” pillars in cloth for to reduce noise and add yet more premium-class feel. 

Even with the upcoming 2020 Legacy sporting a renewed interior boasting a gigantic 11.6-inch vertical display (aside from the new base model that only gets a 7.0-inch touchscreen), this 2019 outgoing model still looks very current. In fact, its 8.0-inch touchscreen (improved by an inch and a half over the base 2019 model) looks as good as most anything else in the class due to its big gloss-black surrounding surface area that extends outward from the centre stack as if it’s one massive display. 

2019 Subaru Legacy Sport
The Legacy’s 8.0-inch infotainment touchscreen is very advanced. (Photo: Karen Tuggay)

The actual touchscreen gets a deep blue background that’s detailed out with unique star graphics, this overlaid by colourful tablet-like tiles for selecting its various functions. The dynamic guideline-enhanced rearview camera is very good, while together with standard infotainment features such as Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration system, other features include AM/FM/satellite/Aha radio, a CD player, MP3/WMA compatibility, a USB port and aux plug, SiriusXM advanced audio services, SiriusXM Travel Link, Bluetooth with streaming audio, and four speakers, while Touring and above trims include the bigger display as standard plus another USB port and two more speakers. 

Those wanting a navigation system, much improved 576-watt, 12-speaker Harmon/Kardon audio, plus a heated steering wheel, heated rear outboard seats, leather upholstery, 18-inch alloys and more will need to opt for previously noted Limited trim, while items pulled up to the Sport model from lower trims include a 10-way powered driver’s seat with two-way power lumbar support that lined up with the small of my back fairly well, cruise control, and heatable front seats from the base model, two-zone auto HVAC, a powered moonroof, and fog lamps from Touring trim, and proximity keyless access with pushbutton start/stop along with a 5.0-inch LCD multi-information display within the gauge cluster from the Touring model with EyeSight. 

2019 Subaru Legacy Sport
Dual-zone automatic climate control is always appreciated. (Photo: Karen Tuggay)

As for this Legacy Sport trim, it gets unique 18-inch machine finished alloy wheels with black-painted pockets, LED headlamps with cornering capability, a gloss-black grille surround, satin-silver side mirror caps, chrome adorned side sill extensions, and a diffuser-like rear valance framing two large chromed tailpipes, but be informed this value-packed trim line will not be offered with the 2020 car. The new model’s sportiest trim sources its GT designation from Subaru’s storied history, and due to past GT’s getting engine upgrades will come exclusively with the more powerful 2.4i engine in both a new Premier model and a revised Limited trim. 

Subaru’s legendary symmetrical full-time all-wheel drive with active torque vectoring comes standard as (almost) always, and it makes a considerable difference to how it drives in all conditions. We should remember that Subaru developed its AWD system on track and trail thanks to decades of World Rally Championship competition, and it still builds the awesome WRX that won so many WRC titles. Many don’t realize that Subaru rallied the Legacy as well, although not as successfully. It competed in Group A from ‘89 through ‘93, but its lone race win during its last year of competition was hardly as legend building as the Impreza’s trio of championships. Still, can you name another mid-size family sedan that’s even managed one single WRC win? Didn’t think so. 

2019 Subaru Legacy Sport
Attractive black and grey upholstery features stylish blue contrast stitching. (Photo: Karen Tuggay)

Therefore it makes sense the Legacy is one of the more enjoyable cars in its mid-size class to drive, not particularly for straight-line acceleration (it could really benefit from the WRX STI’s 310-horsepower turbo-four), but more so for its handling. Nevertheless it moves off the line with decent energy, at least when compared to other base powertrains in its segment, while its Lineartronic CVT provides smooth operation at all times. 

Shift paddles provide a more hands-on driving experience, these combining with six stepped gears that make the continuously variable transmission feel closer to a conventional automatic, at least when not trying to extract everything out of the engine, but this said if you’re looking for the type of lightning-quick shifts offered by a dual-clutch gearbox or even a high-end premium-level automatic, this CVT won’t cut it. I sometimes used the paddles for downshifting, this process allowing for a sportier feel plus the benefit of engine braking down steep grades, but that was about it. 

2019 Subaru Legacy Sport
Roomy and comfortable, the Legacy’s back seat lives up to mid-size sedan buyers’ needs. (Photo: Karen Tuggay)

Subaru reminded that a CVT’s design can also help smooth out a vehicle’s ride quality, and it’s entirely possible this is one reason its ride quality is so good. Still, the Legacy handles well too, its fully independent MacPherson strut front and unequal length short/long arm double wishbone rear setup managing fast-paced curves with grace and composure, its 225/50R18 Goodyear Eagle LS all-seasons no doubt doing their part as well. It’s a confidence-inspiring car when driving quickly, plus it’s just as good at weaving through congested city traffic or stretching its legs on the highway. 

Speaking of stretching one’s legs, Legacy offers plenty of room in all positions, particularly up front in the driver’s position where I had no trouble getting comfortable. I’m guessing most should fit in well thanks to good adjustability all-round. My long-legged, short-torso five-foot-eight body was able to position the seat ideally to reach the top portion of steering wheel rim when the tilt and telescopic steering column was pulled all the way back. This meant the driver’s seat was positioned farther back than most five-foot-eight drivers would need to, but fortunately this didn’t seem to impinge on rear seat legroom at all. 

2019 Subaru Legacy Sport
No shortage of space in the Legacy’s accommodating trunk. (Photo: Karen Tuggay)

I had almost 12 inches from my knees to the backside of the front seat when positioned directly behind, plus room to totally stretch my legs out with winter boots stuffed below. Additionally, I had loads of room next to the window, plus a wide, comfortable folding armrest with dual cupholders in between, while there were three inches of space over my head, so a six-foot teen should squeeze into the back quite comfortably. As for back seat goodies, two USB charging points are included in upper trims, although bookworms won’t have the benefit of individual reading lights overhead.

There’s more than enough room for all kinds of cargo in the big 425-litre (15 cu-ft) trunk, plus it can be expanded by the usual 60/40 split-folding rear seatbacks, releasable via a set of handles under the rear shelf. This is where I make my regular request for 40/20/40-split rear seatbacks or at least a centre pass-through, which would allow long items like skis to be placed down the middle while both rear outboard seats can be put to use. Upgraded with rear seat warmers the Legacy would be the best ski shuttle in the class. All said there aren’t many mid-size sedan rivals that offer this level of back row seating/cargo flexibility, but you’d think automakers would be trying to make this more efficient segment as practical as possible instead of forcing those with active lifestyles to opt for an SUV.

2019 Subaru Legacy Sport
A centre pass-through or 40/20/40-split rear seat would make the Legacy the ideal ski shuttle. (Photo: Karen Tuggay)

Minor gripe aside, you’d be well taken care of in a 2019 Legacy. According to The Old Farmer’s Almanac this winter will get more snow than average, which means an all-wheel drive vehicle will make your driving life easier and safer. On top of this, fuel isn’t about to get any cheaper, at least not permanently, so an AWD car might be ideal if your lifestyle allows. Only the new Altima, Stinger and Arteon provide standard AWD, but the latter two four-door coupes aren’t as practical as the Legacy and cost quite a bit more, while Buick’s Regal is more expensive and only offers AWD on its pricier trims. Therefore, if you want the added safety and performance of AWD in a regular mid-size sedan it’s a showdown between the Altima and this Legacy. You should try them both.

 

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