As new vehicles are turning into little more than rolling computers for transporting people and their gear, they’re in fact becoming less complicated than their predecessors, at least from a driving and styling perspective.
Hyundai’s new Prophecy Concept EV is a good example of minimalism meets modern-day tech thanks to the automaker’s new Optimistic Futurism design language that’s been created with the purpose of connecting consumers more completely with their vehicles, or so says the head of Hyundai’s global design center, SangYup Lee, as part of the electric’s car’s press release.
“We have brought to life yet another icon that establishes a new standard for the EV segment as well as pushing Hyundai’s design vision to even broader horizons,” commented Lee. “A part of that expansion is what we call Optimistic Futurism, a design concept embodied by ‘Prophecy’. With Optimistic Futurism, our aim is to forge an emotional connection between humans and automobiles.”
Developing emotional ties between buyers and products is a top priority of every effective brand, and this in mind Hyundai should do well with whatever comes of its new Prophecy, or at least the design language behind it. With the Prophecy, the Korean automaker’s namesake brand has created a styling exercise that’s both retrospectively minimalist and brilliantly detailed, resulting in a look that pulls cues from some iconic rivals, yet sets off on its own course too.
Yes, the complex curves that make up its outward design could have just as easily been concocted by Porsche for a future Panamera or even the new Taycan EV, not that it appears like either, but this said few automakers dare attempt to style a car with as many rounded edges as Porsche, let alone a grille-less front end like Tesla’s Model 3.
This said its seemingly vented rear end styling, which pulls attention from the large transparent acrylic rear wing resting above, reminds of the post-war Tucker 48, also particularly aerodynamic for its time, while mixed in with its pixelated 3D elements are LEDs for a set of protruding tail lamps. A similar pattern can be seen in the headlamp clusters up front, which use the same transparent acrylic as the rear spoiler and in the camera monitoring system, but the two headlights look a great deal more conventional than the eye-catching taillight design.
All of the features above improve aerodynamics, of course, which is why forerunning EVs have chosen their own unique variations of the Prophecy’s familiar design theme, but Hyundai’s propeller-inspired alloy wheels, which direct air down each side of the car’s body, are unique.
Hyundai hasn’t released any exterior or interior dimensions, but an open set of clamshell doors makes its mid-size four-door coupe layout clear, while the only available technical specifications depict a 100-percent electric power unit with a battery housed under the passenger compartment floor. Therefore, we expect it will ride on a completely new architecture that could provide multiple body styles on top.
The Prophecy’s interior features tartan-patterned upholstery that pays yet more homage to Porsche, particularly its 1975-1980 911, 924 and 928 models with blue-green being a popular colour combination at the time, yet nothing the Stuttgart-headquartered performance marque has ever done managed to achieve the eyeball-popping wow factor of Hyundai’s new creation, and not only because the South Koreans use the aforementioned Scottish kilt pattern for the seats’ side bolsters as well as their central insets.
The Prophecy’s sizeable wraparound digital display, which frames the windshield’s base, isn’t all that impressive these days either, but the pop-out primary instrument cluster is, yet even that won’t upstage the car’s driving controls. Obviously missing is a steering wheel, which has been replaced by a pair of pivoting joysticks, this ode to gaming apropos in a car that’s designed to be driven autonomously.
Of course, we won’t ever see the Prophecy on the road, its existence designed only to show new car buyers that Hyundai has an exciting future styling direction. If produced as is, we think Hyundai would have a hit in their hands.
Hyundai | “Prophecy” Concept EV Unveiling (16:04):
It’s not every day that a really great car gets discontinued, but Lincoln is eliminating its entire lineup of cars (two in total), just like its parent company Ford is doing (Mustang aside), which means the impressive MKZ mid-size luxury sedan will soon be merely a memory, and the automotive world will have lost a car well worth owning.
Lincoln updated the MKZ with its latest design language for 2017, including its ritzier more premium chrome grille up front, which was mixed in with rear styling that was already very unique and expressive for a very handsome mid-size luxury sedan. My tester’s optional dark grey matte-metallic 19-inch alloys encircled by 245/40 Michelin all-seasons give it a more aggressive appearance than it would otherwise have, the rest of the car more artfully elegant than many rivals.
Although luxury cars are temporarily loosing their savour in today’s SUV-enamoured auto market, Lincoln makes a pretty good argument for sticking with the time-tested body style in its MKZ. Ford’s luxury brand has actually done reasonably well with this model over the years, achieving a sales high of 1,732 deliveries in calendar year 2006, but after a slowdown to accommodate the 2007/2008 financial crisis and additional stagnation in 2012, it’s been a slippery albeit steady slope downhill from 1,625 units in 2013 to 1,445 in 2014, 1,130 in 2015, 1,120 in 2016, 994 in 2017, 833 in 2018, and lastly 367 examples delivered last year, the latter sum representing a 55.9-percent year-over-year nosedive. Of course other factors played into the MKZ’s most recent downturn, with parent company Ford’s announcement of the car’s cancellation last year probably most destructive, but none of this takes away from the model’s overall goodness.
The very same 3.0-litre turbo-V6 that impressed me in the larger, heavier Continental was new for 2018 in the MKZ Reserve, which means the velvety smooth 400-horsepower beast of an engine, pushing out an equally robust 400 lb-ft of torque, scoots down the highway even faster. With so much thrust and twist available, an eight-, nine- or 10-speed automatic isn’t necessary, so Lincoln left its smooth and dependable six-speed autobox in place, together with a set of paddle-shifters on the steering wheel to make the most of the available power.
Getting things started is an ignition button atop the otherwise unique pushbutton gear selector, which lines up to the left of the centre touchscreen on the main stack of controls. This vertical row of switches integrates the usual PRND buttons within the start/stop button just noted and an “S” or sport mode button at the bottom. Once accustomed to the setup it’s as easy as any other gear selector to use.
The smooth transmission is certainly more engaging in its sport mode, especially when those steering wheel-mounted paddles just mentioned are put into use, but just the same I found upshifts took at least two seconds to complete, with downshifts occurring about a half-second quicker, which is hardly fast enough to be deemed a sport sedan. Still, this well-proven gearbox provided reliable, refined service. This in mind, the MKZ was never designed to be a sports sedan. It’s capable of moving down the road quickly when coaxed, with tons of get-up-and-go off the line, plus a true automatic feel when pulling on its paddles, and stable control around fast-paced curves, but let’s be clear, the MKZ was designed for comfort first and foremost.
This means that it’s a wholly quiet and impressively smooth riding car. Nevertheless, when I was pushing some serious speed down a winding rural road near my home, the mid-size four-door clung to pavement well. Granted, I didn’t temporarily lose my sense of reality by forgetting it wasn’t a Mercedes-AMG, BMW M or Audi RS. The MKZ’s advanced electronics and as-tested torque-vectoring AWD make it rock steady on slippery surfaces just the same, while it comes well stocked with yet more safety items.
As good as it handles, and as stylish as its exterior design is, the MKZ’s best asset is its cabin. Yes, the MKZ interior can hardly be faulted, other than sharing a few design elements, some of its switchgear, and a number of underlying components with the Ford Fusion that rides on the same underpinnings. This is most obvious with the steering wheel, IP/dash and centre stack designs plus overall layout, not to mention the door panels regarding their handles and switches. Then again Lincoln takes the MKZ’s finishings up a major notch when compared to the blue-oval car, with a totally pliable composite instrument hood and dash-top, which even extends down to the lower knee area, plus soft-touch surfaces on each side of the centre stack and the lower console, even including the side portions of the floating bottom section.
I’m hardly finished praising this interior, but this is where I should probably interject that storage space is another MKZ strong point. The floating centre console just mentioned provides a large area for stowing smartphones, tablets, etcetera, while Lincoln also includes a big glove box, a sizeable storage compartment below the centre armrest, another smaller one within the folding rear armrest, most of which are lined with a plush velvety fabric, plus bottle holders in each lower door panel, and finally an amply sized 436-litre trunk that expands via 60/40-split rear seatbacks, or a helpful centre pass-through.
Incidentally, the MKZ Hybrid’s trunk only measures 314 litres, and this electrified car is all that’s available for the 2020 model year. Sad, but the brilliantly quick V6 is now history, or at least you can’t get a 2020 MKZ with this ultra-strong powerplant, yet you should have no problem locating a 2019, albeit don’t hesitate to contact your local Lincoln dealer if you want bonafide performance along with your mid-size Lincoln luxury sedan experience.
Also on the positive, you can save up to $7,500 in additional incentives with the 2019 MKZ, as per our 2019 Lincoln MKZ Canada Prices page. Lincoln provides up to $1,500 in additional incentives for the 2020 MKZ, by the way, plus you can theoretically save up to $13,000 in additional incentives if you can find a new 2018 model (there’s likely some still available).
Now that we’re talking model year changes, the transition from 2018 to 2019 left mid-range Select trim off the menu in the conventionally powered car, leaving only Reserve trim with the entry-level 2.0-litre turbocharged four-cylinder engine, this mill capable of a motivating 245 horsepower and 270 lb-ft of torque, while the as-tested Reserve 3.0-litre V6 was (is) also available. The hybrid’s combustion engine produces 141 horsepower and 129 lb-ft of torque, by the way, although its net output is stronger at 188 horsepower, whereas the electric motor makes 118 horsepower (88 kW) and 177 lb-ft of torque (I wouldn’t both trying to add them up, as quantifying hybrid output numbers is far from simple math).
Fuel economy is easier to calibrate, and considering the regularly fluctuating Canadian pump prices, which may very well get impacted by our national government’s lack of will to enforce the rule of law against a much more radical set of blockading protestors, the price of a litre of fuel could increase dramatically anytime, thus choosing a fuel-efficient car is probably smart. As it is, the MKZ Hybrid’s 5.7 L/100km city, 6.2 highway and 5.9 combined results are twice as efficient as the 3.0 V6 version I’m reviewing now, the hybrid model’s continuously variable transmission (CVT) no doubt helping out, but nowhere near as much as the electrified portion of its drivetrain. By comparison the MKZ’s V6 AWD setup is rated at 14.0 L/100km in the city, 9.2 on the highway and 11.8 combined, while the same car powered by the non-hybrid 2.0-litre four-cylinder does reasonably well with a 12.1 city, 8.4 highway and 10.4 combined rating.
Earlier I claimed to not being finished praising the MKZ’s interior, and it truly is impressive for a modest entry price of $47,000 to $53,150 for the Hybrid. A Reserve AWD can be had for $52,500, incidentally, while my 3.0-litre V6 tester caused the price of the latter model to jump by $6,500. Just like the dash-top and instrument panel, the MKZ Reserve’s inside door panels feature nicely stitched composite door uppers, inserts and armrests, plus the doors’ lower panels are also made from a pliable composite. While most wouldn’t do so, it’s reasonable to compare the MKZ Reserve to the much pricier compact-to-midsize German luxury cars rivals, as they won’t wholly improve on the domestic luxury model’s fine detailing and refinement. This Lincoln includes genuine hardwood inlays as well, plus exquisite drilled aluminum speaker grilles featuring a elegant spiralling pattern, while the quality of the MKZ’s various buttons, knobs and switches can match many in the premium sector.
The same holds true for its electronic interfaces, particularly the stunning new mostly-digital instrument cluster. At first glance it seems conventional, with a duo of circular primary dials with a large colour multi-information display in the middle, but instead all of the gauges are digital graphics, with Lincoln housing the TFT screens within round dial-like frames, the left one featuring an analogue-like tachometer around the outer edge and a multi-info display within, or alternatively a much bigger MID. The speedometer on the right boasts a digital needle and dial markers, plus other gauges within. It all gives the MKZ a fully up-to-date look, which is complemented by an infotainment touchscreen on the centre stack that was already impressive.
Lincoln’s infotainment system builds on Ford’s Sync 3 system, albeit with earthy brown and gold tones on black instead of the mainstream namesake brand’s various shades of light blues on white. No matter the overlying design, it’s a very good interface that needs no updating in this MKZ. Features include complete audio controls, two-zone front auto HVAC functions with three-way heatable/coolable front seats, Bluetooth phone and audio streaming connectivity, plus Apple CarPlay and Android Auto smartphone integration, an easy-to-use navigation system with good accuracy, an app menu that comes stock with Sirius Travel Link and lets you download additional mobile apps too, plus a car settings menu with two full panels of features as well as a third panel offering ambient lighting colour choices and multi-contour seat controls.
The MKZ Reserve’s seats in mind, those up front are extremely comfortable thanks to good support all over. Yes, even their side bolstering is good, helping this luxury car live up to its high-horsepower performance. They include four-way lumbar support, this being a very good reason to choose this Lincoln over the directly competitive Lexus ES that only offered two-way powered lumbar in the 2019 model I tested recently. A button in the middle of the lumbar controller immediately triggers a panel within the centre display to customize the multi-contour seat controls, including a massage function that does a great job of relaxing sore muscles.
As good as the front seats are, your passengers should be comfortable in the back too. The second row is detailed out just as nicely as the front seating area, with the same high quality, pliable composite and leather door panels, including the gorgeous aluminum speaker grilles. The folding centre armrest is infused with the usual twin cupholders, of course, while Lincoln provides rear vents on the backside of the front centre console too, as well as buttons for a set of two-way seat warmers in the outboard positions, plus two USB-A charging points and a three-prong 110-volt household-style socket for plugging in laptops.
A powered trunk lid provides access the previously noted cargo area, and it’s a nicely finished compartment too, with high-quality carpeting on the floor, the sidewalls, and under the bulkhead, plus the backsides of the rear folding seatbacks of course. It’s too back Lincoln only split them with a less convenient 60/40-split, the Euro-style 40/20/40 configuration much better for slotting longer items like skis down the middle, but at least Lincoln included a small centre pass-through that’s good for a single pair of downhill boards or two narrower sets for cross-county skiing.
As for features, the multi-contour front seats noted earlier were made standard in the MKZ Reserve for 2019, as were a set of rear window sunshades, plus active motion and adaptive cruise with stop-and-go, and 19-inch satin-finish alloys. Additionally, Lincoln included a windshield wiper de-icer on all trims, plus rain-sensing wipers, blindspot monitoring and lane keeping assist, while the options menu included a new package with premium LED headlights, a panoramic sunroof and 20-speaker audio.
After everything is said and done, the only issue reason a person might choose to purchase a Lexus ES, or another big family sedan from a non-premium maker like the Toyota Avalon, Nissan Maxima, or Chrysler 300 instead of the Lincoln MKZ comes down to its imminent discontinuation. This said the MKZ’s scenario is not an anomaly thanks to plenty of large sedans getting the axe, including Lincoln’s own Continental (I’m saddened a lot more by that news as it’s a superb car for excellent value) and Ford’s Taurus, plus some Buicks and Chevy sedans, so therefore it’s quite possible any new four-door model you happen to choose might get killed off if Canadian consumers don’t step up and start buying them in volume, so it’s probably best to take one home while you can.
Not to long ago people were calling for the traditional SUV to die. GM cancelled Hummer, Ford said goodbye to the Excursion, and a number of 4×4-capable sport utilities were converted to car-based crossovers in order to appeal to a larger audience. While the general public has certainly eschewed rugged off-roaders as well as passenger cars for crossover SUVs, there’s certainly a healthy niche for true 4x4s.
The 4Runner has been at the centre of this mix, and has been doing so as long as I’ve been out of school. Yes, the 4Runner came into existence the year I graduated in 1981, and is now well into its fifth generation, which was introduced more than a decade ago. The original 4Runner was little more than the pickup truck with a removable composite roof, much like the original Chevy Blazer and second-gen Ford Bronco that came before, but the next version that came in 1989 included a full roof, and the rest of the story is now history.
Over the years Toyota has stayed true to the 4Runner’s off-road-capable character and garnered respect and steady sales for doing so. Now it’s one of a mere handful of truck-based SUVs available, making it high on the shopping list for consumers needing family transportation yet wanting something that can provide more adventure when called upon.
The 2019 model being reviewed here is currently being replaced by a new 2020 model, which changes up the infotainment system with a new larger 8.0-inch touchscreen, Apple CarPlay and Android Auto, satellite radio and USB audio, plus the brand’s Connected Services suite. Push-button ignition gets added too, as does Toyota’s Safety Sense P bundle of advanced driver assistance features including pre-collision system with vehicle and pedestrian detection, lane departure warning and assist, automatic high beams, and dynamic radar cruise control.
A new Venture trim level gets added as well, which builds on just-above-base TRD Off-Road trim. This means it begins with 4×4 features like 4-Wheel Crawl Control with Multi-Terrain Select, a locking rear differential, and the Kinematic Dynamic Suspension (KDSS) upgrade, while it also gets a hood scoop plus a navigation system with traffic and weather, all before adding black mirror caps, trim, and badging, Predator side steps, 17-inch TRD Pro alloy wheels, and a basket style roof rack.
All of that sounds pretty impressive, but serious off-roaders will still want the TRD Pro that I tested for a week. Not only does it look a lot tougher, particularly in its exclusive Voodoo Blue paint scheme with matte black trim, but it also gets a unique heritage “TOYOTA” grille, a TRD-stamped aluminum front skid plate, a whole lot of black accents and badges nose to tail, and superb looking matte black 17-inch alloys with TRD centre caps on massive 31.5-inch Nitto Terra Grappler all-terrain tires (my tester’s rubber was a set of Bridgestone Blizzak 265/70 studless snow tires).
Overcoming obstacles is aided via TRD-tuned front springs and TRD Bilstein high-performance shocks with rear remote reservoirs, while the 4Runner TRD Pro also gets an automatic disconnecting differential to overcome the really rough stuff, as does its rear differential lock if the ground is slippery, and multi-terrain ABS when it’s a downward grade.
Previously noted Crawl Control is ideal for going up, down or just motoring along a low-speed stretch of horizontal terrain, and is selectable via a dial on the overhead console next to a similar dial for the Multi-Terrain Select system that makes choosing the four-wheel drive system’s best possible response over “LIGHT” to “HEAVY” terrain an easy process. Of course, overcoming a really challenging trail will require shifting from “H2” or “H4” to “L4” to engage the 4Runner’s lower set of gears via the console-mounted 4WD Selector lever.
This SUV is an amazingly good 4×4, something I was reminded of when trudging through a local off-road course I use whenever I have something worthy of its rutted trails and long, deep swampy pools. I recently tested Jeep’s Wrangler Unlimited Sahara through this course, and did likewise with a Chevrolet Colorado ZR2 turbo-diesel that had mucky water splashing over its hood. Heck, I even proved that Toyota wasn’t trying pull one over on compact crossover buyers with its new RAV4 Trail, that can actually hold its own through this mud-fest, although I didn’t push it anywhere near as hard as the others just mentioned, or this 4Runner TRD Pro.
My 4Runner test model’s hood scoop never tasted water, incidentally, nor did it ever require the Tacoma TRD Pro’s cool looking snorkel, and trust me, I was careful not to muck up the white and red embroidered floor mats, or even soil the breathable leather-like Black SofTex seat upholstery, highlighted by red contrast stitching and red embroidered “TRD” logos on the front headrests I should add. It would have been easy enough to wash off, but I keep my test vehicles clean out of respect to the machinery.
This 4Runner TRD Pro makes it easy to drive through most any 4×4 course or wayward trail, even if there’s not much drive down. Simply choose the best Multi-Terrain setting and engage Crawl Control if you think you’ll want to push yourself up higher in the driver’s seat in order to see over a ridge, which would make it so you couldn’t modulate the gas pedal. Alternatively you can use it in order to relax your right foot, like a cruise control for ultra-slow driving. We had a mechanical version of this on my dad’s old Land Cruiser FJ40, which was basically a choke that held the throttle out, and it worked wonders just like the 4Runner’s modernized version. The now discontinued FJ Cruiser had one too, a model that shared its platform with this much bigger and more spacious SUV, as does the global market Land Cruiser Prado and Lexus GX 460.
V8-powered 4x4s in mind, I remember when Toyota offered the fourth-generation 4Runner with a 4.7-litre V8. I really liked that truck and its smooth, potent powertrain, but I’d rather have the 2.8-litre turbo-diesel found in the current Prado, as it’s fuel economy would be advantageous in the city and on the highway, let alone in the wilderness where it could 4×4 a lot farther from civilization than the current 4.0-litre V6. Yes, the 4Runner’s big six-cylinder drinks healthily to put it kindly, with a rating of 14.3 L/100km city, 11.9 highway and 13.2 combined, while it goes through even more regular unleaded in low gear while off-roading. That’s this SUV’s only major weakness, and now that Jeep is bringing its Wrangler to our market with a turbo-diesel, and the aforementioned Chevy Colorado gets one too, it’s might be time for Toyota to provide Canadian off-road enthusiasts an oil burner from its global parts bin.
Another weakness at the pump is the 4Runner’s five-speed automatic transmission, but on the positive it’s rugged and reliable so it’s hard to complain, while shifts smoothly. The TRD Pro adds red stitching to the leather shift knob, almost making this gearbox feel sporty when engaging its manual mode, and I should also commend this heavyweight contender for managing the curves fairly well, no matter if it’s on tarmac or gravel, while its ride quality is also quite good, something I appreciated as much in town as I did on the trail.
I would have appreciated the 4Runner even more if it included shock-absorbing seats like my old ‘86 Land Cruiser BJ70, but the TRD Pro’s power-actuated seats with two-way powered lumbar managed comfort decently enough, while the SUV’s tilt and telescoping steering column provided enough reach to set up my driving position for comfort and control.
The steering wheel’s rim is wrapped in leather, but doesn’t get the nice red stitching from the shift knob, yet its spokes are filled with all the most important buttons. Framed through its upper section, the Optitron primary gauge cluster is a comprised of truly attractive blues, reds and whites on black with a small trip computer at centre.
At dash central, the infotainment touchscreen may be getting replaced for the 2020 model year, but the one in this 2019 4Runner was certainly sized large enough for my needs, plus was reasonably high-resolution and packed full of stylish graphics and loads of functions. Its reverse camera lacked active guidelines, but was quite clear, while the navigation system’s route guidance was accurate and its mapping system easy to read, plus the audio system was pretty good as well.
The 4Runner’s window seats are comfortable and the entire second row amply sized for most any body type, but the TRD Pro model’s third row gets axed, leaving plenty of room for gear. There’s in fact 1,337 litres of space behind the 60/40-split second row, or up to 2,540 litres it’s lowered, making the 4Runner ideal for those that regularly haul tools or other types of equipment, campers, skiers, etcetera.
You can buy a new 2019 4Runner for $46,155 or less (depending on your negotiating chops), while leasing and financing rates can be had from 1.99 percent (or at least they could at the time of writing, according to the 2019 Toyota 4Runner Canada Prices page here at CarCostCanada). CarCostCanada also provides its members with money saving rebate info and dealer invoice pricing that could save you thousands, so be sure to purchase a membership before you head to the dealer. As for the 2020 4Runner, which starts at $48,120 thanks to the new equipment I detailed out before, only has leasing and financing rates from 4.49 percent as seen on the CarCostCanada 2020 Toyota 4Runner Canada Prices page, so the 2019 may be the smart choice for those on a budget. If you’re after this TRD Pro, you’ll be forced to find $56,580 plus freight and fees (less discount), and take note this is the most expensive 4Runner trim available.
Yes this is luxury brand territory, and the 4Runner won’t try to dazzle you with soft-touch interior plastics or any other pampering premium treatments, but this should be okay because it’s a rugged, off-road capable 4×4 that shouldn’t need to pamper its passengers to impress them. Instead, together with its superb off-road-worthiness, overall ease of use and general livability, the 4Runner achieves top placement in the 2019 Canadian Black Book Best Retained Value Awards for its “Mid-size Crossover-SUV” category. I don’t know about you, but this matters more to me than pliable interior composite surfaces.
In the end, the 4Runner remains one of my favourite SUVs. It does most everything it needs to well, and is one of the better off-roaders available for any money. That suits my outdoor lifestyle to a tee.
If you were wondering how the fledgling Genesis brand would manage to grow while only offering passenger cars, its new GV80 crossover SUV should certainly appeal more to a luxury market mostly focused on sport utilities.
Genesis, Hyundai Motor Group’s luxury brand, just revealed a few photos of the all-new premium crossover this week, and it certainly grabs attention. It sports a larger, stronger updated version of the Korean brand’s new pentagonal grille, shown first in production trim on the brand’s recently redesigned 2020 G90 luxury sedan, plus it incorporates a number of additional styling elements from that full-size four-door, such as horizontal LED Quad Lamp headlights and wraparound tail lamps, not to mention side vents on the front fenders. The initial design was formed from the GV80 Concept launched at the 2017 New York auto show, but we must say it looks nicer in production trim than the prototype.
“GV80 allows us to expand our definition of Athletic Elegance design language to a new typology, while retaining sublime proportionality and sophistication of form,” said Luc Donckerwolke, Executive Vice President, Chief Design Officer of Hyundai Motor Group.
Genesis gives its design language the name “Athletic Elegance”, and while this descriptor might sound somewhat generic, the luxury crossover’s overall presence certainly isn’t. Its grille pays some tribute to Cadillac, mind you, only missing the American brand’s big crested-wreath shield at centre. Genesis even names the SUV’s most prominent feature the “Crest Grille” and claims it as a “signature Genesis design element,” but to be fair a lot of brands have tried to adapt a five-sided shape for a grille design, including Acura and Honda. No doubt Genesis would rather we focus on its trademark headlamps, and to that end few will likely argue against any of the GV80’s other styling details or its appearance overall.
“The Quad Lamp, our design signature, introduces an unmistakable visual impression completely unique to Genesis,” said Sang Yup Lee, Senior Vice President, Head of Genesis Design. Like other lighting elements throughout the SUV, the headlights feature a “G-Matrix pattern” that was “inspired by beautiful orchids seen when diamonds are illuminated by light,” stated Genesis in a press release, also mentioning that the GV80’s wheel design was similarly inspired.
Anyone who’s sat in one of Genesis’ new models should have been impressed by its materials quality and refinement, so rest assured the GV80 won’t be the exception. The brand states the new SUV “focuses on the beauty of open space, characteristic of the elegant South Korean architectural aesthetic,” and while this claim might be difficult for some to conceptualize, the new SUV does appear to offer up an elegantly minimalist cabin.
Once again it shares some inspiration from the new 2020 G90’s interior, but its instrument panel is more traditional thanks to an arcing primary gauge cluster hood and a more conventional tablet-style infotainment display fixed to the top of the dash. The horizontal theme continues, however, with slim air vents that span the entire instrument panel, this hovering atop a downward flowing centre stack featuring an attractive climate control touchscreen. The lower console is almost entirely flush with no shift lever at all, Genesis integrating a “jewel-like” rotating gear selector instead, which provides a more upscale, sophisticated appearance, while open-pore hardwoods, rich leathers and what looks to be genuine aluminum trim embellish the surroundings.
The upcoming GV80 rides on fresh new rear-wheel drive underpinnings and will be available in both rear- and all-wheel drivetrains in the U.S. market, but take note the RWD model probably won’t make it to Canada. If the GV80 comes close to performing like other Genesis models, we should be in for a treat as the Korean brand does an excellent job of balancing performance and comfort.
The GV80 is a mid-size utility, sized to go up against the Lexus RX, BMW X5, Mercedes-Benz GLE, Audi Q7, and many others including the new Cadillac XT6. It will come standard with five seats from two rows, but unlike some of its competitors it will be available with three rows for a total of seven passengers, while staying true to the “V” in its GV80 designation, which stands for “versatility”, it should be competitive with respect to passenger space and cargo room.
When it goes on sale later this year, it will expand Genesis’ lineup to four, also including the G70 compact sedan, G80 mid-size sedan, and aforementioned G90 full-size sedan. No doubt the new SUV will strengthen the upstart luxury brand’s sales, therefore giving it a more solid financial stance within its global markets.
Lexus will refresh its top-selling RX mid-size crossover luxury SUV for 2020, so therefore I rounded up three 2019 examples as a sort of sayonara to the outgoing version. The changes aren’t dramatic, but most of those who’ve lived with this popular model should be happy with everything they’ve done.
Now that I’ve teased your curious mind, the 2020 RX updates include new front and rear fascias, slimmer triple-beam LED headlights and reworked tail lamps with fresh “L” shaped LED elements, new 18- and 20-inch alloy wheels, and promised improvements in driving dynamics thanks to thicker yet lighter stabilizer bars as well as a tauter retuned suspension system designed to benefit handling via new dampers that also enhance ride quality.
Also new, the addition of active corner braking is said to reduce understeer, while paddle shifters, which are standard across the RX lineup for 2020, should allow for more hands-on engagement. Lexus has also increased standard safety features with daytime bicyclist detection and low-light pedestrian detection as well as Lane Tracing Assist (LTA), while finally the infotainment system has been updated with a new lower console-mounted touchpad controller, and, a first for Lexus, Android Auto smartphone integration has been added to its standard features set.
Despite the 2020 RX being a completely new model, CarCostCanada members can still save up to $2,000 in additional incentives, while those ok forgoing some of the upgrades in order to get a discount can access up to $4,500 in incentives on a 2019. CarCostCanada members are actually saving an average of $2,777 on both 2019 and 2020 models, first by learning about available manufacturer rebates that your local retailer might rather keep for themselves, and then by finding out about a given model’s dealer invoice price before starting the negotiation.
The same four RX models will be available for 2020, which include the RX 350 and RX 450h hybrid, plus the new extended-wheelbase, three-row RX L with either powertrain. The RX continues to represent good value in its class with a base price of just $55,350 for the entry-level 2019 RX 350, while the 2019 RX 450h starts at $64,500, the RX 350 L at $66,250, and lastly the RX 450 L at $77,600. The refreshed 2020 base model’s pricing rises by $700, which isn’t too bad when factoring in all the previously mentioned standard improvements, but interestingly pricing for all other trims have been lowered by $5,700, $7,200, and $1,500 respectively thanks to more affordable decontented packaging. This smart move down market makes the base long-wheelbase and base hybrid models accessible to many more potential buyers.
Of the three 2019 RX models gathered together for this review, the two regular length models came in Lexus’ performance-focused F Sport trim, and the longer model in six-passenger Executive trim. As you might expect, the second row bench seat of this particular example was swapped out for two individual buckets, while the $6,050 upgrade also includes LED illuminated aluminum front scuff plates, premium leather upholstery, a hardwood and leather-wrapped steering wheel, a head-up display, a 15-speaker Mark Levinson surround sound audio system, a wireless device charger, 10-way power-adjustable front seats, power-recline rear seats, rear door sunshades, power-folding rear seats, and a gesture-controlled powered tailgate.
As the name implies, F Sport trim takes a more sporting approach to styling and features, with the former including more aggression in the front grille and fascia design, upgraded LED headlights with cornering capability, sportier 20-inch alloy rims, an adaptive variable air suspension, Vehicle Dynamics Integrated Management (VDIM), unique “F SPORT” branded scuff plates, a mostly digital primary instrument cluster, a sport steering wheel with paddles and a special shift knob, aluminum sport pedals with rubber inserts, performance seats, premium leather upholstery, and more.
As has long been the case, Lexus offers the RX with both conventional and hybrid electric powertrains, housing a 3.5-litre V6 under the hood in both instances. Interestingly, the regular and long-wheelbase models powered solely by the internal combustion engine (ICE) put out different numbers, with the RX 350 good for 295 horsepower and 268 lb-ft of torque, and the RX 350 L only making 290 horsepower and 263 lb-ft of torque. The RX 450h, on the other hand, makes more power at 308, yet comes up a bit weaker for torque at just 247 lb-ft.
You might not mind that weakness when it comes time to fill up, however, as the RX 450h gets a claimed fuel economy rating of just 7.5 L/100km in the city, 8.4 on the highway and 7.9 combined with its regular wheelbase, or 8.1 city, 8.4 highway and 8.1 combined when extended. The RX 350 and RX 350 L, on the other hand, manage 12.2 L/100km city, 9.0 highway and 10.8 combined in two-row trim, or 13.1, 9.4 and 11.1 respectively with its third row installed.
Like most all-wheel drive hybrids, the RX 450h powers its front wheels with the ICE and rears via an electric motor, but its 160-kg of added curb weight doesn’t allow its extra power to lend an advantage off the line. The hybrid’s CVT (continuously variable transmission) doesn’t seem to help in this respect either, although it probably doesn’t hamper straight-line acceleration, yet the conventionally powered model’s eight-speed automatic delivers a more engaging driving experience that I prefer, especially when mated up with paddle shifters.
As mentioned, those paddles come as part of the F Sport upgrade, as does a special Sport+ driving mode. It gets added to the base RX model’s Normal, Sport, and Eco drive mode settings, while the hybrid models get an EV mode to eke out better mileage. EV mode only stays engaged at slow parking lot speeds however, so don’t expect to be able to drive it around town unless you’re slowed to a crawl. At the other end of the performance spectrum, I couldn’t feel a lot of difference between Sport to Sport+ modes, other than firmness added via the adaptive variable air suspension, that is.
Ride and handling in mind, the RX’ fully independent MacPherson strut front and double-wishbone rear suspension feels a bit firmer in the F Sport than with more comfort-focused trims all around, while the extended-wheelbase RX L was comfortable without giving up too much when it came to carving corners. Either way the RX is a lot more about comfort than performance, which is why Lexus went to such lengths to reduce noise, vibration and harshness levels by creating a very rigid body structure, being generous with sound insulation, and making sure its powertrains are well refined.
Soft-touch surfaces and leather help to reduce NVH too, yet as good as the RX is when it comes to materials quality it doesn’t quite measure up to the three Germans and sole Swede in this class. Above the waste it’s mostly high-quality pliable composites, glove box lid included, while some surfaces on the dash leather-like with stitching and padding, but surprisingly, just to the left of the steering column, harder plastics prevail, these also found on the lower portions of the dash, centre console (that otherwise has its top edges finished in stitched leatherette) and door panels.
Both F Sport trims received stylish metallic inlays across the dash, lower console and upper doors, but I was wowed even further when seeing the extended-wheelbase model’s beautiful hardwood trim. Most was a high-gloss dark hardwood, but every half-inch or so there were thin pieces of lighter hardwood laminated within for a gorgeous double pinstripe appearance. Lexus won’t shortchange you on brushed metal trim either, with some of it appearing authentic and other areas not so much, but interior build quality is generally quite good, including the buttons, knobs, toggles and rocker switches.
All three RX models appeared to have similarly sporty seat designs, or at least they did at first glance. This may have been due to their contrast-stitched black perforated leather coverings, but upon closer inspection both F Sport models’ seats received a bit more side bolstering, aiding lateral support when pushing harder through curves. While all looked great and were comfortable overall, only the longer 350 L with its Executive package upgrade featured four-way lumbar support. These 10-way powered front seats were therefore very good, but if the two-way powered lumbar in the F Sport models hadn’t met up with the small of my back I would’ve certainly been complaining.
Fortunately the RX has always provided plenty of space front to back, with the second row near limousine-like, but the recently added long-wheelbase RX L isn’t in the same league to most three-row competitors. You’d think after all the years Lexus has been planning to introduce a three-row SUV they’d immediately get it right, but even my five-foot-eight body had trouble fitting in comfortably. Getting in and out is plenty easy due to a second row that slides far enough forward for a large opening, but even after moving the second row as far forward as possible before I’d become uncomfortable if seated there, I still didn’t have enough room for my knees when seated in the third row, whereas my head rubbed up against the roofliner.
It’s hard to argue against the RX L’s extra 77 litres of cargo space when all seatbacks are folded flat, mind you, shifting the maximum from 1,657 litres up to 1,580, but I’m guessing the last row adds a bit of height to the RX L’s cargo floor, because space behind its second row is down some 43 litres, from 694 litres in the regular wheelbase model to 651. With all seats in use both six- and seven-passenger RX Ls leave 212 litres of free space in the very back, which is good enough for some small suitcases or a golf bag.
Reading over my notes from all three weeklong RX tests, my biggest complaint was clearly the infotainment system. Not the screen up top that’s actually very impressive, but rather the joystick-style controller on the lower console. Lexus replaces this with its newer touchpad control for 2020, so kudos to them for finally modernizing an aging system, but those hoping to buy a 2019 will want to test out both systems before taking the plunge. It’s a functional system, made better by side entry buttons, but it simply feels antiquated in this world of touch-sensitivity. Haptic feedback locks in its various prompts, helping with the user experience, but this will be true of the new touchpad design so I can’t see many sorry for the joystick’s departure. As just noted, the high-definition display hovering above is excellent, while it’s also difficult to find fault with the overall functionality of the infotainment system itself, nor its features and functions, but Android phone users should be reminded that Android Auto smartphone integration won’t be available until next year.
Digital interfaces in mind, I was surprised to find out that the RX’ uninspiring standard instrument cluster carries forward for 2020. It’s about as basic as analogue gauges get for this class, consisting of a large speedometer and tachometer plus two sub-dials for engine temperature and fuel, centered by a tall, narrow full-colour multi-information display that’s really more like a trip computer. The package looks tired and dated in a vehicle as edgy and modern as the RX, particularly when factoring in that a number of RX challengers now come with standard digital instruments, or at the very least offer them as options. Of course, Lexus provides a mostly digital cluster optionally too, but only with the F Sport. My long-wheelbase RX 350 L tester had the most basic gauge cluster, even when optioned out with the Executive package, at it was priced higher than the RX 350 F Sport. This said, even the upgraded LFA-inspired digital gauges don’t provide the ability to transform most of the cluster into a big map, like Audi’s Q7 and some others, which is a bit of a letdown in this class.
It’s probably not fair to harp to harshly on Lexus’ RX, being that it’s been with us for some time and is only about to go through a mid-cycle refresh. After all, the auto industry moves at an amazingly fast pace when it comes to digital interfaces. What should matter more is everything else the RX does so very well, and the fact that so many Canadians believe it’s the best way to spend their mid-size luxury SUV dollar. Good looking, refined, efficient, luxurious, reliable and priced well, it’s hard to argue against any RX model.
Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.
This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.
Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.
Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.
The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.
Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.
While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.
The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.
If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.
As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.
As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.
As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.
Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.
Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.
Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.
Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.
I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.
The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.
Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).
In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.
That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.
Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.
Subaru has long provided a nicely balanced lineup of performance-oriented yet practical cars and crossover SUVs, with the Outback not only typifying this ideal, but together with the smaller compact Crosstrek it actually bridges the gap between family wagon and sport utility.
The Outback’s best of both world’s design means that it’s always been a strong seller for Subaru, but I think it would do even better if more mid-size crossover SUV buyers knew just how roomy it is inside. Despite its lower overall height, the Outback’s 1,005 litres (35.5 cubic feet) of dedicated cargo capacity and 2,075 litres (73.3 cubic feet) of space when the rear row is flattened is much more capable of swallowing up gear than Nissan’s Murano and Chevy’s new Blazer, while it’s on par with Ford’s Edge, Hyundai’s Santa Fe, and even Jeep’s off-road dominating Grand Cherokee.
Subaru could make it even more accommodating if they’d offer a second-row centre pass-through, mind you, or better yet 40/20/40 split-folding rear seatbacks like some premium European brands, but the Outback does include a convenient set of cargo wall-mounted levers for laying its 60/40-split seats flat automatically, while a nice retractable cargo cover and rugged available cargo mat make it a perfect companion for the majority of family hauling duties such as carting four individuals plus their ski/snowboard gear up to the slopes.
That’s when you’ll be glad for the Outback’s standard all-wheel drive, and that it’s not just any AWD system. Subaru’s Symmetrical AWD is well respected for providing an even distribution of torque to each wheel and more even weight distribution overall, not to mention a lower centre of gravity due to its lineup of horizontally opposed “boxer” engines. I’ve been test driving Outbacks since I started covering the automotive industry two decades ago, and I even spent a week in a near identical (other than colour) 2018 Outback 3.6R Limited last year, so I’ve experienced how well its AWD system works in tandem with its standard electronic traction and stability control systems to deliver go-near-anywhere capability in almost any weather condition.
Of course, the Outback is capable of climbing out of much deeper snow than the mere wisp of white surrounding our test vehicle, with many of my weeklong tests including stints up the mountain trudging through thickly blanketed snow sport parking lots and a number of trips up country to visit family, where its family of flat four- and six-cylinder engines always provided strong highway performance and enough torque to dig the car out of deep snow banks.
Back to the here and now, Subaru gave the Outback a mid-cycle update for the 2018 model year, while the Japanese brand is smack dab in the middle of launching its fully redesigned 2020 model as this review gets published, so if you decide to drive on down to your local Subie retailer you’ll probably see the latest version parked in their showroom and a smattering of new 2019s outside on the lot, the latter cars no doubt reduced in price to find homes quickly.
CarCostCanada was reporting up to $3,000 in additional incentives for 2019 Outbacks at the time of writing, while you’ll also find trim, package and option prices there, as well as rebate information and even dealer invoice pricing that could save you thousands when you sit down to negotiate, therefore you really should consider a 2019 unless you really want the updated version.
Choosing the new replacement Outback or soon to be replaced model shouldn’t solely be up to finances, unless budget limitations demand, but I still don’t see most buyers of the 2020 version sold merely on styling. After all, while they’re obviously different when seen side-by-side, the updated model is no radical departure. In fact, I’d say it’s actually less rugged looking at a time when most car-based crossover SUVs are working overtime to pretend otherwise.
Inside, it gets the mainstream volume sector’s largest centre touchscreen at 11.6 inches, positioned vertically instead of horizontal, as with this 2019 model’s still amply sized 8.0-inch touchscreen. I won’t go into too much detail about the 2020 model, being that I haven’t tested one yet, but suffice to say the new centre display could very well make moving into the latest Outback worthwhile all on its own.
Then again, I could see someone choosing a 2019 Outback just to acquire my test model’s wonderful 3.6-litre six-cylinder engine, which is sadly on its way out of the entire Subaru lineup. It has recently only been available in upper-crust Outbacks and top-tier versions of the brand’s Legacy mid-size sedan, but the advent of Subaru’s new Ascent mid-size three-row crossover SUV last year, and its lack of H6 power, initially signified an uncertain end to six-cylinder performance within blue-oval, silver star products, and now the 2020 Legacy and Outback have confirmed such.
Looking back, Subaru’s flat-six came into being as an option for the 1988–1991 XT (Alcyone VX) sports coupe, and was based on the brand’s four-cylinder of the time. It was upgraded for that model’s successor, the 1991–1996 SVX (Alcyone), a car I tested and was thoroughly impressed by way back in ’94. Next came the EZ30, which was a complete engine redesign notably nearly as compact as the EJ25 four-cylinder of the era, the smaller 3.0-litre version being optional in Legacy/Outback models from 2002/2001-2008/2009, and the almost identically sized yet more formidable 3.6-litre EZ36 available optionally for respective 2009 and 2010 models. Both versions of the EZ were used for the new Ascent’s three-row crossover SUV predecessor, incidentally, the 2006-2007 Tribeca integrating the smaller version and 2008-2014 versions using the bigger engine.
As it is, 2019 Outback engines include a base 2.5-litre four-cylinder good for 175 horsepower and 174 lb-ft of torque, plus the 3.6-litre H6 I’ve already talked about a length, except for output figures that measure up to 256 horsepower and 247 lb-ft of torque. For 2020, the entry-level 2.5i gets a total overhaul including 90 percent of its components replaced for 6 more horsepower and 2 lb-ft of additional torque, which now equal 182 horsepower and 176 lb-ft of torque, while the aforementioned Ascent’s new 2.4-litre turbocharged four-cylinder engine is optional as is its impressive 260 horsepower and 277 lb-ft of torque, which equals a small increase of 4 horsepower yet a robust 30 lb-ft of added torque over the old six-cylinder engine.
As you might expect, the updated 2020 engines are more efficient than their predecessors too, with the current 2019 Outback 2.5i achieving an estimated 9.4 L/100km city, 7.3 highway and 8.5 combined compared to 9.0, 7.1 and 8.0 for the new 2020 base engine, which is an obvious gain, while the 2019 Outback 3.6R manages a claimed 12.0 L/100km city, 8.7 highway and 10.5 combined rating compared to a much thriftier 10.1, 7.9 and 9.0 respectively for the new turbo-four. While Subaru certainly deserves credit for delivering such major gains in both efficiency and performance, I’ll miss the six-cylinder’s smooth, refined operation and throatier growl at higher revs.
The brand’s High-Torque Lineartronic CVT (continuously variable transmission) is smooth too, and thanks to its ability to shift through its eight forward “gears” just like a conventional automatic, even via steering wheel paddle shifters, it’s relatively sporty as well. Then again, when revs climb higher it’s not quite as convincing as a sport model, which meant I didn’t end up using those paddles as much as I would normally have.
Either way the Outback 3.6R is no slouch off the line and fully capable of passing slower traffic on the freeway or better yet, a winding two-lane highway, and to that end it’s a pretty good handler too, even when pushed through tight curves at high speeds, but this said it’s no WRX STI. Of course, few vehicles can keep up to Subaru’s most famous performance model, let alone tall wagons primarily designed for comforting their occupants. Its comfort-oriented attitude is why I left the Outback’s super-smooth transmission is Drive and just enjoyed the ride more often than not. Its suspension is wonderfully compliant, making it perfect for managing rough backcountry roads and trips to the ski hill, plus of course overcoming some of the worst trails anywhere, those dreaded inner-city lanes.
If I were to claim Subaru’s standard full-time symmetrical all-wheel drive as the best AWD system in the mainstream industry I wouldn’t be alone, especially when factoring in “X-MODE” that controls the engine’s output, the transmission’s shift points, the AWD system’s torque-split, plus the braking and hill descent control systems so as to overachieve when off the beaten path. Obviously the Outback won’t walk away from a Jeep Wrangler on a level 8 or 9 trail (it wouldn’t even make it five feet on a level 8 or 9 trail), but its highly advanced AWD system and better than average 220 mm (8.7 inches) of ground clearance give it an advantage over most car-based crossover competitors when the going get tough.
I’m sure you can imagine that I’m intrigued by the new 2020 Outback and want to get behind the wheel, something I’ll be doing next week. Of course, its bigger centre touchscreen will be impressive, and I’m guessing Subaru will make improvements in refinement as well. Nevertheless it’ll need to be particularly good to beat the current model’s near premium details, such as fabric-wrapped A-pillars, soft synthetic dash-top and instrument panel that’s contrast-stitched and continues all the way down each side of the centre stack, padded door uppers, inserts and armrests front to back, and its leather upholstery with contrast stitching in my near top-line Limited tester.
The Outback Limited’s leather-clad steering wheel looks and feels great, the latter thanks to ideally shaped thumb spats. The comprehensive switchgear on the 9 and 3 o’clock spokes are high-quality too, while all of the interior’s buttons, knobs and switches are good, with the audio and two-zone auto HVAC dials on the centre stack especially so.
Some of Subaru’s biggest gains in recent years have been in the electronics department, with this 2019 Outback not as mind-blowing as the 2020 model, but still on par with rivals. Both 2019 and 2020 models utilize relatively conventional primary gauge clusters sporting a circular analogue tachometer and speedometer to the sides of a tall, vertical multi-information display (MID), but the 2020 car waves goodbye to the sportier dual-binnacle motorbike-like gauge design now in use, for a much more conventional look that I find a tad disappointing when focused on base trims, but this said the 2019 model’s 5.0-inch optional MID can now be upgraded to a full 12.3-inch digital instrument cluster in the 2020 car.
What this means for those interested in the outgoing 2019 Outback, particularly in Limited and Premier trims, is a gauge cluster that’s hardly more exciting than what you’ll find in more basic 2.5i, Convenience and Touring models, but the base 3.5-inch MID gets replaced by a significantly better colour 5.0-inch version when EyeSight gets added to the mix (I’ll talk about EyeSight shortly), but turn your eyes to the centre stack and it’s a completely different story.
The most basic 2020 Outbacks start off with a 7.0-inch touchscreen, which is an upgrade from the 2019 model’s 6.5-inch centre monitor, while the top-line 2019 model gets a reasonably large 8.0-inch touchscreen, as noted earlier. I can understand you may have seen something even more impressive if you’ve just stepped out of the updated Outback or something premium from Germany, but my tester’s infotainment interface was still well laid out and plenty attractive due to lots of gloss black surfacing around the touchscreen so that it all blends nicely together as if it’s one oversized display, while the background graphics offer up Subaru’s trademark starlit blue night sky and bright, colourful smartphone/tablet-style candy drop buttons for choosing functions.
The backup camera is very good, helped along by active guidelines, while features include Android Auto, Apple CarPlay and Subaru’s own StarLink smartphone integration. Of course, the usual AM/FM/CD/MP3/WMA audio sources can be found too, plus satellite and Aha radio, USB and aux ports, SiriusXM advanced audio services, SiriusXM Travel Link, and Bluetooth with audio streaming. It all gets funneled through four speakers in lower trims and six speakers in Touring trims and above, while the latter also includes the aforementioned 1.5-inch larger touchscreen and a second USB port.
Being that you won’t be able to factory order a 2019 Outback, I won’t delve into all the trim line details, but some as yet mentioned features found in my Limited trimmed test model include 18-inch alloy wheels, auto on/off LED headlights with steering-responsive capability, fog lights, welcome and approach lights, proximity keyless access, pushbutton ignition, brushed aluminum front doorsill protectors, authentic looking matte woodgrain and silver metallic interior accents, auto-dimming side and centre mirrors, a heated steering wheel rim, three-way heatable front seats, a navigation/route guidance system, dynamic cruise control, a 10-way powered driver’s seat with power lumbar and two-way memory, a four-way power front passenger’s seat, a universal garage door opener, a great sounding 12-speaker, 576-watt Harman/Kardon audio system, a power glass sunroof, two-way heated rear outboard seats, a power rear tailgate, plus more.
Those EyeSight advanced driver assistance systems mentioned earlier include pre-collision braking, pre-collision brake assistance, pre-collision throttle management, lane departure warning, lane sway warning, lane keep assist, lead vehicle start alert, reverse automatic braking, adaptive cruise control, and auto high beams.
My as-tested Limited 3.6R with the EyeSight tester can be had for $41,395 plus freight and fees, which is $1,500 more than the Limited 3.6R with no EyeSight, while that model is also $3,000 more than Limited trim with the four-cylinder powerplant. A base Outback 2.5i can be purchased for just $29,295, incidentally, while additional 2019 trims include the $32,795 Touring 2.5i and $39,295 Premier 2.5i, the latter trim coming standard with EyeSight. You can upgrade Touring trim with the Eyesight package and engine upgrade, but, no-cost colour choices aside, the flat-six is the only available option with Premier trim.
The 2019 Outback’s retail price ranges from $29,295 to $42,295, but take note that up to $3,000 in additional incentives were available at the time of writing, so be sure to check out our 2019 Subaru Outback page for all the details, plus pricing, rebate, and dealer invoice pricing that could save you thousands.
As I explained when starting this review, the Outback can manage mid-size SUV-levels of cargo, so as you might expect there’s also ample space for adult passengers in both rows of seats. It’s comfortable too, the front seats ideally shaped for optimal support, particularly at the lower lumbar region, while the side bolsters also support well laterally. The rear seating area is amply large as well, particularly with respect to headroom.
Also important, the rear compartment is just as refined as the front. Along with surface treatments and other details finished nicely, a large armrest flips down from the centre position filled with well designed cupholders that actually hold drinks in place when underway thanks to rubber grips (most are nowhere near as useful), while the backside of the front centre console features a covered compartment with two USB chargers plus an auxiliary plug, as well as a set of rocker switches for the previously noted rear seat heaters and the rear HVAC vents. Rear passengers needing overhead light will appreciate the reading lamps above, while each door panel includes a big bottle holder.
It seems just about perfect to finish this Subaru Outback review on such a practical subject matter, even after factoring in the premium-like cabin, luxuriously smooth powertrain and equally plush ride. It’s a crossover wagon/SUV that’s actually better than advertised, and that makes it a truly rare commodity. Believe me, you’ll be well served whether you opt for this impressive 2019 Outback or the new 2020 version.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
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).
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.
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.
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).
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.
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.
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.
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.