We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
Following Porsche’s usual product launch plan, a new Cayenne GTS has surfaced for the 2021 model year, and while this might normally be a small story about blackened trim, Alcantara interior detailing and a lowered suspension, quite a bit has changed since a Cayenne GTS was last offered three years ago.
As many reading this will already be aware, the Cayenne received a ground-up redesign for 2019, and while such would always occur before a new GTS release, this time around there are two third-generation Cayenne body styles instead of just one, including the regular Cayenne and the new Cayenne Coupe, both of which will be available in new GTS trim.
Also new, the two 2021 Cayenne GTS models will be powered by a twin-turbo 4.0-litre V8 instead of the outgoing twin-turbocharged 3.6-litre V6, the change upping horsepower by 13 and torque by 14 lb-ft resulting in a new total of 453 horsepower and 457 lb-ft of torque.
Needless to say the new 2021 Cayenne GTS is faster than its three-year-old predecessor, with both body styles sprinting from standstill to 100 km/h in a scant 4.5 seconds when equipped with their Sport Chrono Packages, which is 0.6 seconds quicker than previous examples. The base Cayenne GTS achieves a zero to 100 km/h sprint in 4.8 seconds, by the way, while both are capable of a 270-km/h terminal velocity, this being an 8-km/h improvement of their predecessor.
The 4.0-litre direct-injection V8 utilizes a new intelligently designed thermal management system as well as adaptive cylinder control to achieve its performance targets, while Porsche’s eight-speed Tiptronic S automatic transmission was once again chosen for shifting duties. Additionally, Porsche Traction Management (PTM) all-wheel drive continues to be standard equipment.
A beefy standard exhaust system shows two large circular tailpipes poking through each side of a sportier rear fascia, for a total of four, the new look appearing menacing to say the least, while in a press release Porsche claimed they produce “a rich, sporty sound with a unique character.” Those opting for the Cayenne GTS Coupe can alternatively choose a special high frequency-tuned sports exhaust system when also upgrading to the Lightweight Sports Package, the tailpipes on this version of the SUV denoted by even larger oval tips emanating from the centre of the rear bumper.
The renewed Cayenne GTS also gets some suspension upgrades such as a set of redesigned Porsche Active Suspension Management (PASM) dampers that, when combined with the standard three-chamber Air Suspension, lower the utility’s ride height by 30 mm compared to the current Cayenne S, while Porsche Torque Vectoring Plus (PTV Plus) is standard equipment too.
The base Cayenne GTS and Cayenne GTS Coupe models ride on a special set of black-silk gloss 21-inch RS Spyder Design alloy wheels, although take note that many wheel and tire packages are available. Likewise, grey cast iron 390 by 38 mm front and 358 by 28 mm rear brake rotors come standard, as are a set of red-painted calipers, but the new GTS can be had with the tungsten carbide-coated Porsche Surface Coated Brake (PSCB) system, or better yet the Porsche Ceramic Composite Brake (PCCB) system. Two additional options include rear-axle steering, and Porsche Dynamic Chassis Control (PDCC) active roll stabilization.
The two new GTS model wouldn’t be complete without a bevy of styling enhancements from the exterior to the interior, so Porsche has added the usual blackened trim bits outside via the standard Sport Design package, which darkens accents on the front air intakes, side window surrounds, exhaust tips, plus the Porsche badges and model designation in back. Likewise, the LED headlamps, which feature the Porsche Dynamic Light System (PDLS), are tinted black too, as is the new LED taillight bar.
As is normally the case with GTS models, Porsche covers the interior door and centre console armrests in rich suede-like Alcantara, not to mention the seat centre panels, the roof liner, and more, while dark-brushed aluminum accents separate the GTS’ cabin from the brighter aluminum used on other Cayenne trims.
The standard eight-way powered front sport seats are improved with larger side bolstering too, as well as “GTS” embroidery on the head restraints, but this isn’t the only place you’ll find the renowned GTS emblem. Check out the primary gauge cluster’s tachometer dial, the door entry sills, and the front outer door panels too. Those wanting more can opt for a GTS interior package that features Carmine Red or Chalk colour accents, including decorative stitching.
The new 2021 Cayenne GTS and 2021 Cayenne GTS Coupe are now available to order from your local Porsche dealer ahead of arriving during Q4 of 2020, while respective pricing starts at $120,400 and $126,500, plus freight and fees.
After eight long years of the sixth-generationJetta, Volkswagen introduced a ground-up redesign for the 2019 model year and Canadian compact sedan buyers responded by boosting the model’s sales by 14 percent. That’s a good news story for VW Canada, but 17,260 units in 2019 is a far cry from the car’s high of 31,042 deliveries in 2014.
All we need do to understand this scenario more clearly is compare the VW Tiguan’s sales of 10,096 units in 2014 to the 19,250 sold in 2019 (which was actually down 10 percent from the 21,449 examples sold in 2018), and thus we see another example of crossover SUVs encroaching on the conventional car’s traditional territory.
As VW fans will already be well aware, the German brand controls more of the compact segment than the Jetta’s sales indicate on their own. Most rivals, including Honda’s best-selling Civic, Toyota’s second-rung Corolla, Hyundai’s third-place Elantra, and the list goes on, combine multiple body styles under one nameplate. This was true for VW’s fifth-place Golf for the 2019 model year too, and previously when available as a Cabriolet, but with the SportWagen being cancelled for 2020 the little hatchback moves forward with just one profile shape. Speaking of that Golf, if its 2019 calendar year sales of 19,668 units were combined with the Jetta’s aforementioned total, created one collective whole, VW would no longer sit in fifth and sixth places respectively, but instead jump past Mazda’s 21,276 unit-sales with a new compact total of 36,928 deliveries. That puts the Golf/Jetta combo mighty close to the Elantra’s 39,463 deliveries.
OK, I got a little carried away with numbers, as I sometimes do (just be glad I didn’t add the 3,667 Ioniq and 1,420 Veloster sales to Hyundai’s 2019 calendar year mix, or the 2,910 now discontinued VW Beetles), but you should now have a better understanding of the situation. Volkswagen continues to be a serious player in compact arena, and the Jetta is a key component of its mostly two-pronged (so far) approach in this market segment. This said, VW has done compact performance better than most of its rivals for a lot longer, with entries like the iconic Golf GTI and hyper-fast Golf R playing it out in the hot hatch sector, and the Jetta GLI being reviewed here pushing VW’s agenda amongst affordable sport sedans.
Yes, Honda deserves kudos for its long-running Civic Si (now with 205 hp) that arrived in 1985 as the CRX Si and in regular Civic form for 1988, and currently puts out a beastly compact sport hatch dubbed Type R (306 hp), which is a similar combo to Subaru’s legendary WRX (268 hp) and WRX STI (310 hp) twins, while Mazda’s less formidable yet still respectable 3 GT is in the mix (186 hp—how we miss the Mazdaspeed3, but there is recent talk of Mazda’s 250-hp turbo 2.5 with 310 lb-ft of torque improving 3 performance), but the South Koreans have recently been stepping up competition with sporty alternatives of their own, respectively including the Elantra Sport (201 hp) and Kia Forte GT (201 hp) that actually use identical powertrains and ride on the same platform architecture. While this is good news for performance fans, Ford recently nixed its fabulous Focus ST (252 hp) and sensational Focus RS (350 hp) along with their entire car lineup (sacrificed to the crossover SUV), Mustang coupe and convertible aside, showing some come and some go. Yes, there’s something to be said for honest to goodness longstanding performance heritage, and the Jetta’s three-letter GLI acronym beats all rivals excepting the GTI in the test of time, with its 1984 inception resulting in 36 years under its belt.
To its advantage, the new Jetta GLI is one good looking sport sedan. Those who might be turned off by Honda’s boy-racer Civic Si design and Subaru’s rally-ready WRX look should gravitate to the sporty VeeDub thanks to its more discreet appearance. The usual blackened exterior trim is once again joined by tasteful splashes of red accenting key areas, this latest version getting a red horizontal divider across its grille as well as big red brake calipers framed by special red trim circling each of its dark grey 18-inch wheels. Of course, the front and rear “GLI” badges are doused in bright red as well, as is a really attractive set of front fender trim pieces that boast this GLI 35th Edition’s unique designation.
As far as the GLI’s glossy black trim goes, there’s a thick strip along the top portion of the grille, plus more of the inky black treatment surrounding the lower front fascia’s corner vent bezels, painting the side mirror housings, finishing the front portion and rear portions of the roof, and coating the tastefully small rear deck lid spoiler. It’s a real looker from front to rear, and more importantly for people my age (let’s just say above 50), the type of compact sport sedan that won’t make you look like you’re trying to relive your glory days when seen behind the wheel.
As expected in any performance-tuned VW, the GLI includes a well-bolstered, comfortable set of perforated leather front seats. They’re highlighted with sporty red contrast stitching and attractively patterned inserts, for a look that’s simultaneously sporty and luxurious. What’s more, the steering wheel is downright performance perfection, featuring a slightly flat bottom section and ideally formed thumb indentations, plus red baseball-like stitching around the inside of the meaty leather-wrapped rim. VW continues the cabin’s bright red highlights with more crimson coloured thread on the leather gear lever boot, plus the centre armrest, the “GLI” portion of the model’s “GLI 35” seat tags, as well as the identical logo on the embroidered floor mats and stainless-steel sill plates.
There’s also a fair share of satin-silver aluminum trim around the cabin, including the previously noted steering wheel’s spokes, the foot pedals, various switches and accents on the centre stack and lower console, plus more. Additional trim worth noting include a small dose of fake carbon-fibre and larger sampling of piano black lacquer on the dash and upper door panels, whereas the former area is wholly soft-touch due to a premium-like composite that wraps down to the instrument panel ahead of the front passenger, before this premium treatment continues to the front door uppers, inserts and armrests.
While all of this luxury-level pampering sounds good, I’m quite certain most would-be buyer’s eyes will be find the standard digital instrument cluster even more appealing, at least at first sight. If you’ve seen Audi’s Virtual Cockpit you’ll know what I’m talking about, although VW calls theirs a Digital Cockpit. Similarly to the fancier German brand, the GLI’s Digital Cockpit includes a “VIEW” button on the left-side steering wheel spoke that transforms the cluster’s look from a traditional two-dial layout with a multi-function display in the middle to a massive MID with tiny conventional gauges below. This is looks especially good when filling the MID with the navigation system’s map, and makes it easier to glance down for directions than when on the centre display. The Digital Cockpit can do likewise with other functions, resulting in one of the more useful electronic components currently available from a mainstream brand.
The Jetta GLI’s centre touchscreen is a big 8.0-inch display boasting high-definition resolution and bright, colourful graphics with rich visual depth and contrast, while just like the primary instrument package it comes well stocked with features such as tablet-style tap, pinch and swipe gesture controls, Android Auto, Apple CarPlay, and Mirror Link smartphone integration, audio, navigation, application, driving mode and fuel-saving eco “pages”, plus finally a performance driving interface with a lap timer and more.
Strangely, active guidelines are not included with the backup camera, which is a bit odd for the GLI’s top-level trim, which included an available $995 ($1,005 for 2020) Advanced Driver Assistive Systems (ADAS) upgrade bundle featuring a multi-function camera with a distance sensor. This package also adds Light Assist auto high beam control, dynamic cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind-spot monitoring with rear cross-traffic alert, and Lane Assist lane keeping capability.
An attractive, well-organized and easy to use three-dial dual-zone auto climate control interface sits just below the infotainment display on the centre stack. It includes switches for the GLI’s standard three-way heated and ventilated front seats, the former warm enough for therapeutic lower back pain relief and the latter helpful for reducing sweat during hot summer months, while under this is an extremely large and accommodating rubber-based wireless device charger as well as a USB-A charging port.
A gearshift lever with a sporty looking metallic and composite knob and aforementioned red-stitched leather boot takes up its tradition spot on the lower console between front occupants, surrounding by an electric parking brake, traction control and idle-stop system defeat buttons, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.
Speaking of centre consoles, the overhead one above houses a handy sunglasses holder as well as switchgear for opening the big power glass sunroof that also includes an opaque fabric sunscreen with an upscale aluminum handle.
And so it should, as the GLI, starting at $32,445 plus freight and fees for the manual, or $33,845 for my as-tested DSG dual-clutch automated model, is starting to encroach into low-end premium territory. Fit, finish, materials tactile quality and overall refinement is only so-so, however, not even measuring up to VW’s own Golf GTI. It used to be that a Jetta was merely a Golf (or Rabbit) with a trunk, the latter useful for mitigating inner-city security risks, but now the two cars look totally different other than the badge on their grilles and backsides and a handful of cross-model components.
The base 2019 Golf GTI is available from $30,845 (and when I recently checked plenty were still available in Canada, probably due to the health situation that I don’t want to name due to being negatively flagged by search engines, etcetera) and $850 less than the $31,695 entry-level Jetta GLI, but the sporty VW hatchback boasts fabric-wrapped A pillars, just like its more affordable Golf counterparts, while no Jetta, including this GLI, gets this semi-premium treatment. All of the Jetta’s hard composites below the waist, and some of them above, don’t feel all that substantive either.
Certainly, we need to factor in the Jetta’s compact status, an entry-level model for Volkswagen that doesn’t sell a subcompact car in North America, but such is not the case for its main rivals that are seeing this compact segment as a growing alternative for those who might have otherwise purchase a mid-size sedan or wagon. The fact is, rivals from Japan and Korea are packing more soft-touch luxury and premium features into their smaller cars, and winning over buyers who want to be pampered instead of punished for choosing a more environmentally conscious small car. Just get into a fully loaded Mazda3, Toyota Corolla or Kia Forte and you’ll quickly figure out what I’m talking about. They’re delivering at a high level, and deserve to attract new buyers that aren’t being gobbled up by the Civic, the Corolla and Elantra.
The shame is VW used to lead in small car refinement, to the point that previous Jettas were probably too good for this segment, even starting to be uncomfortably compared against the automaker’s own Audi A4. Therefore, anyone trading in their 2005–2011 fifth-generation Jetta for the current version, whether trimmed out to top-line GLI spec or not, will probably find the cabin’s finish and materials quality less than ideal.
By the way, I tested a new Forte GT recently, and have to say it does a good job of competing against old guard sport compacts like this GLI and Honda’s Civic Si, but unlike this car the Forte’s rear door panels were finished to the same high-quality, soft-touch level as those up front, whereas none of the above can be found on the GLI’s rear door panels. I can’t think of another car in this class that misses the mark so blatantly in this respect, and call for VW to step things up before it completely loses its reputation for tactile quality.
This said, a set of heated outboard rear seats would’ve been much appreciated by rear passengers mid-winter, not that these aren’t offered by competitors, but once again the panel surrounding the three-way buttons was about as primitive as this class provides. The seats were comfortable and supportive, mind you, as well as attractive due to the same red stitching and perforated leather as those in the front, not to mention sculpted backrests in the outer window positions. A decent sized folding rear centre armrest includes cupholders, but unlike Jettas that came before there’s no cargo pass-through door behind for stuffing long items such as skis. This means you’ll have to lower the 40-percent side of the 60/40-split rear seatbacks when four people are on board, forcing one rear occupant into the less comfortable middle seat, and making the rear seat warmer on that side redundant when that rear passenger will want it most. On the positive, the trunk is large at 510 litres, and could potentially house shorter skis diagonally as well as snowboards. Of course, the Jetta is not alone in choosing less costly 60/40 split-folding rear seatbacks, but the Golf offers the centre pass-through and therefore is the better choice for active owners.
A few minutes behind the wheel and you’ll quickly forget about such shortcomings, however, as the GLI is a blast to drive. Truly, this sport sedan is one of the most enjoyable to drive within its mainstream volume-branded compact sedan class, thanks to a new 228 horsepower 2.0-litre turbocharged four-cylinder engine with 258 lb-ft of torque. That’s an increase of 18 horsepower and 51 lb-ft over the GLI’s predecessor, incidentally, and due to only being available with front-wheel drive the motive wheels/tires have a habit of squealing during quick takeoffs. Certainly, there’s traction control, as noted earlier, but it comes on a bit too late to stop any noisy commotion from down below, so you’ll need to restrain your right foot in order to maintain civility and not engage any police intervention.
The GLI’s new seven-speed dual-clutch automated DSG transmission is as important an upgrade as the engine’s newfound power, and feels even faster between paddle shift-actuated gear intervals than the previous model’s six-speed unit, while gaining a taller final gear to improve fuel economy (it’s rated at 9.6 L/100km in the city, 7.3 on the highway and 8.5 combined with the six-speed manual and a respective 9.3, 7.2 and 8.4 with my tester’s A7 DSG auto).
While the new GLI is nowhere near as fast as the aforementioned Golf R, or some of that model’s equivalently quick super-compact competitors such as Subaru’s WRX STI and Mitsubishi’s awesome EVO X (RIP), it’s more than respectable amongst mid-range sport models like the Civic Si, while making wannabe performance cars like the Mazda3 GT feel as if they’re standing still. Momentary burnouts during takeoff aside, the new Jetta GLI was unflappable when pushed hard through high-speed curving sections of backcountry two-lane roadway, even when pavement was so uneven that the car’s rear end should’ve been hopping and bopping around the road. Fortunately, unlike that top-tier Mazda3 and VW’s more pedestrian Jetta trims below that use a torsion-beam rear suspension, the GLI includes a multi-link setup in back, which absorbed jarring potholes and other road imperfections with ease, allowing most of the stock 225/45 Hankook Kinergy GT all-season tires’ contact patches to remain fully engaged with the road below. To be fair to the Mazda3, it’s surprisingly stable during such otherwise unsettling circumstances due to available AWD with G-Vectoring Plus.
Back in the city, the GLI’s idle-stop system shut off the engine when the car came to a stop amid parallel parking manoeuvres. This wouldn’t normally be a problem, as it should quickly reignite the engine when lifting off the brake, but while I was purposely parked too close to the vehicle ahead in order to straighten the car out, it wouldn’t restart while in reverse. This necessitated shifting back into park and then pressing on the throttle to wake up the engine, and then shifting back to reverse before aligning the car. This is probably a software glitch, but I’d be complaining to my dealer if it persisted. Fortunately, I experienced no other instances of this happening, but remember I only live with test cars for a week at a time.
The previously noted $32,445 (for the base manual) and $33,845 (for the DSG auto) base prices meant the 2019 GLI 35 is nicely equipped, with items not yet covered including fog lamps, LED headlights, proximity entry with pushbutton start/stop, rain-sensing wipers, an auto-dimming rearview mirror, a potent 8-speaker BeatsAudio system with a subwoofer, a power-adjustable driver’s seat with two-way powered lumbar and three-position memory, and the list goes on. The same goes for the 2020 model, by the way, as there haven’t been any changes except for the discontinuation of this model year-specific 35th Edition.
Speaking of model years, VW Canada will give you up to $3,000 in additional incentives on a 2019 Jetta (which remained available when this review was written), while the new 2020 GLI can be purchased with $1,000 in additional incentives, although keep in mind that CarCostCanada member savings averaged $2,500 for the newer 2020 model. To learn more, see our 2020 Volkswagen Jetta Canada Prices page and/or 2019 Volkswagen Jetta Canada Prices page, where members can find out about manufacturer rebates, leasing and financing deals, plus dealer invoice pricing that could add up to even more savings. What’s more, you can now download our free CarCostCanada app from Google Play Store or Apple iTunes/App store so you can have all of our important info in the palms of your hands when negotiating at the dealership, whether purchasing this Jetta GLI or any other new vehicle sold in Canada.
In the end, I can’t help but like the new Jetta GLI, even despite its less than ideal shortcomings. It looks great, takes off like a scared rabbit (GTI) when called upon, and is filled with most of the features premium car buyers are learning to expect. Yes, I’d prefer if Volkswagen improved some of the Jetta’s touchy-feely interior surfaces, but being that most owners will spend all of their time up front in the driver’s seat, it’s shouldn’t be a deal-killing issue.
Modern-day crossover sport utilities are great, but let’s face it, most everyone’s got one these days. There’s a reason, of course, as they combine loads of practicality with car-like attributes, with some even coming close to matching the performance of sport sedans.
Mercedes’ AMG sub-brand is good example of the latter thanks to the German brand providing Canadian luxury buyers with hyper-tuned versions of their GLA subcompact SUV, GLC compact SUV (including the GLC Coupe), GLE mid-size SUV (the GLE Coupe only coming in AMG trims), and rugged G full-size off-road capable SUV, but take note that performance buyers wanting the same kind of utility as an SUV with even better cornering capability, due to inherently lower centres of gravity, can opt for Mercedes’ lineup of performance wagons too.
Mercedes has a long history of producing ultra-quick wagons, the 1979 (W123-body) 500 TE AMG quickly coming to mind, so it’s great news to diehard performance enthusiasts that the tradition continues to this day. Check out the brand’s retail website and you’ll easily find AMG-tuned versions of its C- and E-Class Wagons, including the AMG C 43 4Matic Wagon on this page, plus the AMG E 53 4Matic+ Wagon and AMG E 63 S 4Matic+ Wagon.
While very practical for those with active lifestyles, the last car on this list might be outside of most buyers’ budgets at $124,200, although if you’re late for Johnny or Jenny’s morning skate there’s no better way to make up for lost time than in a five-door that can shoot from standstill to 100km/h in an unfathomable 3.3 seconds. The fire-breathing demon under the hood is Mercedes’ 603 horsepower 4.0-litre biturbo V8, while the $87,800 AMG E 53 4Matic+ Wagon still does pretty well with a 4.5-second run to 100 km/h from its 429 horsepower 3.0-litre inline six.
The smaller AMG C 43 4Matic Wagon is most affordable at $60,900, but don’t let its relatively inexpensive price make you think it’s by any means lethargic off the line. In fact, its 385-horsepower 3.0-litre biturbo V6, which features rapid-multispark ignition and a high-pressure direct injection system, launches it from zero to 100 km/h in just 4.8 seconds, much credit to 384 lb-ft of torque, and the noise emanating from its engine bay and available sport exhaust system means that its auditory delights are almost as delectable as the rush of speed to the head.
Interestingly, the only D-segment wagon on the Canadian market with similar engine specs to this AMG C 43 is Volvo’s 405 horsepower V60 Polestar, but as amazing as its engineering is, the Swedish automaker’s ultra-smooth 2.0-litre turbocharged and supercharged hybrid powertrain is not as stimulating as the AMG C 43 Wagon’s rambunctious V6, or for that matter its new AMG SpeedShift TCT nine-speed transmission, or its AMG tuned 4Matic all-wheel drive system.
I’ve seen the C 43 in black and it looks a lot more menacing than my tester’s Polar White, but Mercedes made up for its angelic do-gooder appearance with plenty of standard matte and optional glossy black exterior accents. Highlights include a black mesh front grille and lower vent gratings within a deeper front fascia, plus gloss-black strakes over corner vents, the mirror housings, the partial glass roof and roof rails, the side window trim, the aggressive rear diffuser, the four exhaust pipes, and the 19-inch alloy wheels encircled by Continental ContiSportContact SSR 225/40 high performance summer tires.
My test model’s LED headlights were style statements of their own, with each featuring a trio of separate lighting elements that look as good as the well-lit road ahead, while nice splashes of chrome around the body remind everything that this is AMG C 43 is a Mercedes-Benz after all, and therefore designed to be just as luxurious as it is sporty.
To that end, proximity keyless entry allows access to the cabin, where your eyes will likely first fixate upon two of the most impressive sport seats in industry. They’re covered in black perforated leather with red stitching and brushed aluminum four-point harness holes on their upper backrests, as well as a small AMG badge at centre. Then again, it’s quite possible you’ll first be distracted by the incredible door panel design, which gets even more brushed and satin-finish aluminum trim, as well as optional drilled aluminum Burmester speaker grilles and black leather with red stitching elsewhere.
The red-stitched, padded leather treatment continues over to the dash top and instrument panel, all the way down each side of the centre stack, while the latter features gorgeous optional carbon-fibre surfacing that extends down to the lower centre console that terminates at a big, bisected centre armrest/storage bin lid finished in yet more soft leather with red stitching.
Big in mind, two large glass sunroofs look like a single panoramic roof at first glance, yet provide more torsional rigidity than a full glass roof would. Considering the C 43 Wagon is capable of a 250-km/h (155-mph) terminal velocity, as well as harrowing at-the-limit handling, it’s critical to have a stiff body structure, and fortunately this minimizes the luxurious wagon’s wind and road noise.
Of course Mercedes wraps the roof pillars in the same high-quality fabric as the roofliner, which helps to reduce NVH levels somewhat, but most is due to the rigid body structure noted earlier, plus the various seals, insulation, engine and component mounts, plus more. Therefore it’s a near silent experience, other than the rumbling of the engine and/or the sensational Burmester audio system.
It’s possible to control the volume of its 13 speakers from a beautifully detailed knurled metal cylinder switch on the right steering wheel spoke, this being only one of the C 43’s impressive array of steering wheel buttons, toggles and touch-sensitive pads. Yes, each spoke gets its own classic Blackberry-like touchpad that lets you scroll through the available digital gauge cluster or the main display on the centre stack. The steering wheel rim is as attractive as the metallic surfaced spokes, its partial Nappa leather-wrapping around flattened sides and bottom for an F1-inspired look, while a slim red leather top marker aligns the centre, and suede-look Dinamica (much like Alcantara) makes for better grip at each side.
I’d have to say there’s more satin-finish and brushed aluminum trimmings in the AMG C 43 than any rival, but rather than looking garish Mercedes pulls it off with a tasteful level of retro steampunk coolness that elevates it into a class of one. The highlight for me are its five circular air vents on the instrument panel, the three in the middle hovering above an attractive row of knurled metal-topped satin aluminum toggle-like switches, and these are only upstaged by a great looking knurled metal cylinder switch for the drive mode select, which includes Comfort, Sport, Sport+ and Slippery settings. There’s a rotating dial for the infotainment system too, this also finished in knurled aluminum, and positioned just underneath Mercedes’ trademark palm rest, which doubles as a touchpad with an upgrade.
Premium brands mostly use better quality digital displays than their mainstream volume competitors, which is how it should be given their loftier prices, and Mercedes is no different. In fact, the most recently updated three-pointed star cars and SUVs include the brand’s ultra-advanced double-display design that seamlessly mates a tablet-style 12.3-inch screen directly in front of the driver for all primary gauges with an identically sized infotainment display. This said the current fourth-generation (W205) C-Class (S205 for the wagon) introduced in September of 2014 for the 2015 model year, and therefore in its seventh production year, hasn’t been updated with latest dash design yet, but its more conventional hooded analogue gauge cluster (with a big multi-information display at centre) can be swapped out for a 12.3-inch set of digital instruments when upgrading to the C 43 Wagon’s Technology package.
Mercedes digital instrument cluster is as colourful as any on the market, and very customizable with a variety of background designs and plenty of multi-info functions. It allows for many feature combinations as well, and can be set up with a traditional dual-gauge look, or the entire display can be a navigation map, for instance.
The AMG C 43 Wagon’s infotainment display is smaller at 7.0 inches, although it can be upgraded to 10.25 inches like my tester. As is common these days (although Mercedes was an initiator of the design), the centre display sits upright atop the dash, while its graphic design is as colourful and appealing as the just-noted gauge cluster. Its features are comprehensive, but take note you’ll need to use the aforementioned lower console-mounted controls for any tap, swipe and pinch finger gestures, as it’s not a touchscreen.
The Technology package I spoke of a moment ago will set you back $1,900, while together with the 12.3-inch digital instruments it also includes the active Multibeam LED headlamps mentioned earlier, plus adaptive high beam assist, while the gloss-black exterior accents mentioned before comes as part of a $1,000 AMG Night package.
The AMG Nappa/Dinamica performance steering wheel that I lauded earlier can be had if you choose the $2,400 AMG Driver’s package, which also adds the free-flow AMG performance exhaust system with push-button computer-controlled vanes, the 19-inch AMG five-twin-spoke aero wheels (the base model sports 18s), increased top speed to 250 km/h (155 mph), and an AMG Track Pace app that allows performance data like speed, acceleration, lap and sector times to be stored in the infotainment system when out on the track.
If you’re really up on your AMG C 43 knowledge, and I have readers who are, you’ll immediately notice that my tester’s steering wheel is devoid of the extra switchgear the AMG Driver’s package includes for 2020, so no I must confess that the car you’re looking at is actually a 2019 model I drove last year, but didn’t get around to reviewing (bad journalist). New this year (2020) is an AMG Drive Unit that with F1-inspired switchgear attached below each steering wheel spoke, these designed for quickly making adjustments to performance settings. The pod of switches on the left can be assigned to features such as manual shift mode, the AMG Ride Control system’s damping modes, the three-stage ESP system, and the AMG Performance Exhaust, while the circular switch on the right selects and displays the current AMG Dynamic Select driving mode.
By the way, the C 43 Wagon on this page is otherwise identical to the 2020 model, except for twin rear USB ports that are now standard in all 2020 C-Class models. Likewise, the $5,600 Premium package included with my test car is the same as the one found in the 2020 C 43 Wagon, both featuring proximity keyless entry, the touchpad infotainment controller, and the 590-watt Burmester surround sound system, as well as an overhead bird’s-eye parking camera, Android Auto and Apple CarPlay smartphone integration, a very accurate navigation system, voice control, satellite radio, real-time traffic information, a wireless phone charging pad, an universal garage door opener, semi-autonomous self-parking, rear side window sunshades, and a power liftgate with foot-activated opening.
The $2,700 Intelligent Drive package was also added, this collection of goodies including Pre-Safe Plus, Active Emergency Stop Assist, Active Brake Assist with Cross-Traffic Function, Active Steering Assist, Active Blind Spot Assist, Active Lane Change Assist, Active Lane Keeping Assist, Evasive Steering Assist, Active Distronic Distance Assist, Enhanced Stop-and-Go, Traffic Sign Assist, Active Speed Limit Assist, and Route-based Speed Adaptation.
While the hot looking $250 designo red seatbelts certainly deserve attention, I’ll refrain from delving into standard features and options as this review is already epic. My C 43 Wagon was nicely loaded up and even base models are generously equipped, while their finishing is second to none in this class. Most important amongst AMG cars is the driving experience, however, and to that end I couldn’t help but also notice the impressive dual-screen backup and 360-degree surround camera with dynamic guidelines as I backed out of my driveway, but strangely to those not familiar with Mercedes-Benz, this sport wagon’s auto shifter remains on the column like classics from the good old days. While this might seem a bit old school, it’s actually efficiently out of the way. One flick of the stalk-like lever and it’s state-of-the-art electronic innards will make themselves known, while pressing the Park button is a dead giveaway that it’s hardly an automotive anachronism. Look to the steering wheel-mounted paddles for manual shifting, something I found myself doing more often than not thanks to the superbly engineered nine-speed automatic gearbox.
Of course it’s smooth, Mercedes never forgetting the C 43 Wagon’s pragmatic purpose, but the transmission’s AMG programming puts an emphasis on performance. Its nine speeds result in a wider range of more closely spaced ratios that shift lickety-split quick, while previously noted AMG Dynamic Select’s Comfort, Sport and Sport+ modes truly add to the magic. This said, Mercedes included three overdrive ratios for optimizing fuel economy, which together with ECO Start/Stop that automatically turns off the engine when it would otherwise be idling adds to its efficiency while also reducing emissions. The end result is good fuel economy considering the power on tap, the C 43 Wagon capable of an estimated 12.4 L/100km city, 8.9 highway and 10.8 combined in both 2019 and 2020 model years.
Of course, all-wheel drive saps energy while enhancing traction, but the C 43’s AMG 4Matic AWD system provides a good balance of efficiency and at-the-limit grip. To manage the latter it has a fixed 31:69 front/rear torque split, while a nicely weighted electromechanical power-assist rack-and-pinion steering system provides good feel, and a standard AMG Ride Control Sport Suspension includes three-stage damping for exceptionally good road-holding. Even with the traction/stability control turned off it delivered good mechanical grip, only stepping out at the rear when pushed ultra-hard and then doing so with wonderful predictability.
If you’ve never taken the opportunity to drive something as fast and capable as the C 43 you’ll be amazed at this compact wagon’s command of the road. This includes stopping power due to a racetrack-ready AMG Performance Braking system featuring perforated 360 mm rotors and grey-painted four-piston fixed calipers in front, and a solid set of 320 mm rotors in back. Astute readers may have noticed I said perforated instead of cross-drilled, and my words were chosen carefully because the C 43’s front discs are actually cast with holes from the onset in order to add strength and improve heat resistance. This process results in extremely good braking prowess, even when laying into them too hard and too often during high-speed performance driving. I’d say they’re the next best thing to carbon-ceramic brakes, although they feel nicer for day-in-day-out use.
As fun as the AMG C 43 is to drive, let’s not forget that it’s five-door layout makes it extremely practical. It’s spacious in front with a driver’s seat that was as comfortable as any in the D-segment, while the rear seats provide good support and plenty of space for stretching out the legs. A folding centre armrest includes pop-out cupholders along with a shallow storage bin, or if you need to load long cargo in back take note the centre portion of the C’s 40/20/40-split rear seatback can be lowered. Additionally, the rear seats flip forward automatically by way of two electric buttons, making the C 43 as convenient to live with as it’s brilliantly fun to drive. In the end, cargo capacity can be expanded from 460 to 1,480 litres, which means that it’s luggage volume sits between the GLA- and new GLB-Class subcompacts.
It truly is cool to be practical, at least if you’re driving an AMG C 43 Wagon. All of Mercedes-Benz’ AMG wagons deliver big on spacious, comfortable, luxurious performance, not to mention prestige, so the fact that Mercedes is now offering up to $5,000 in additional incentives on 2020 C-Class models is impressive.
To learn more go to our 2020 Mercedes-Benz C-Class Canada Prices page where you can find out about all C-Class body styles, trims, packages and standalone options, and then build the car you’re interested in. What’s more, a CarCostCanada membership will fully prepare you before even speaking with your Mercedes retail representative, by informing you about any available manufacturer rebates, financing and/or leasing deals, and dealer invoice pricing (the price the dealer pays for the car before marking it up), which means you’ll be able to negotiate the best deal possible.
Right now most Mercedes-Benz dealers will bring the car you’re interested in to your home so you can so you can test it without having to go to the dealership, and don’t worry as the entire car will have been sterilized before you poke around inside and take it for a drive. Considering the incentives available for the AMG C 43 Wagon and just how impressive it is overall, you may want to take them up on that.
Do you prefer wing spoilers or lip spoilers? You’ll need to contemplate this before purchasing a new Subaru WRX STI. It might be an age thing, or the highest speed you plan on attaining. If you’ve got a racetrack nearby, I recommend the wing.
Being that my slow-paced home of Vancouver no longer has a decent racecourse within a day’s drive my thoughts are divided, because the massive aerodynamic appendage attached to this high-performance Subaru’s trunk adds a lot of rear downforce at high speeds, which it can easily achieve. Speed comes naturally to the STI. It’s rally-bred predecessor won the FIA-sanctioned World Rally Championship (WRC) three years in a row, after all, from 1995 to 1997, amassing 16 race wins and 33 podiums in total. That was a long time ago, of course, and Subaru has not contested a factory WRC team for more than ten years, but nevertheless the rally-inspired road car before you is much better than the production version tested in 2008.
Rivals have come and gone over the years, the most disappointing loss being the Mitsubishi Lancer Evolution (EVO) that was discontinued at the close of 2015, while sport compact enthusiasts are no doubt lamenting the more recent cancellation of Ford’s Focus RS too, that car going away at the end of 2018 due to the death of the model’s less formidable trims. This said, the super compact category isn’t dead. Volkswagen revived its Golf R for 2016 and it’s still going strong, while Honda’s superb Civic Type R arrived on the scene for 2018, while Hyundai is getting frisky with its new Veloster N for 2020, although the last two mentioned don’t offer four-wheel drive so therefore don’t face off directly against their all-weather, multiple-terrain competitors.
The WRX STI seen here is a 2019 model, which means it hasn’t been updated with the new styling enhancements included for the 2020, but both get the 5-horsepower bump in performance introduced for 2018. To clarify, the regular WRX looks the same for 2020, at least from the outside, although its cabin gets some extra red stitching on the door trim plus its engine bay comes filled with a retuned 2.0-litre four, while the differential receives some revisions as well. This means only the STI receives styling tweaks, which include a new lower front fascia and new 19-inch aluminum machined alloy wheels for Sport and Sport-tech trims. The 2020 WRX STI Sport also receives proximity keyless access with pushbutton start/stop.
My 2019 WRX STI tester was in Sport trim, which fits between the base and top-line Sport-tech models. The base STI starts at $40,195 plus freight and fees, with the Sport starting at $42,495 and the more luxury-trimmed Sport-tech at $47,295. And by the way, the wing spoiler is standard with the Sport and Sport-tech, but can be swapped out for the previously noted lip spoiler when moving up to the Sport-tech at no extra charge.
Pickings are slim for a 2019 model, but I poured over Canada’s Subaru dealer websites and found a number of them still available. Just the same, don’t expect to find the exact trim, option and/or colour you want. At least you’ll get a deal if choosing a 2019, with our 2019 Subaru WRX Canada Prices page showing up to $2,500 in additional incentives available at the time of writing. Check it out, plus peruse a full list of trim, package and option pricing for both WRX and WRX STI models, as well as information about special financing and leasing offers, notices about manufacturer rebates, and most important of all, dealer invoice pricing could help you save thousands. This said if you can’t locate the 2019 model you want, take a look at our 2020 Subaru WRX Canada Prices page that’s showing up to $750 in additional incentives.
While the 2019 WRX STI looks no different than the 2018, it remains an aggressively attractive sport sedan. The 2018 STI added a fresh set of LED headlamps for a more sophistication appearance along with better nighttime visibility, while a standard set of cross-drilled Brembo brakes feature yellow-green-painted six-piston front calipers and two-piston rear calipers aided via four-channel, four-sensor and g-load sensor-equipped Super Sport ABS.
Subaru also revised the STI’s configurable centre differential (DCCD) so that it’s no longer a hybrid mechanical design with electronic centre limited-slip differential control, but instead an electric design for quicker, smoother operation, while the car’s cabin now included red seatbelts that, like everything else, move directly into the 2019 model year.
The STI’s interior also features a fabulous looking set of red on black partial-leather and ultrasuede Sport seats, with the same plush suede-like material applied to each door insert, along with stylish red stitching that extends to the armrests as well, while that red thread also rings the inside of the leather-wrapped sport steering wheel, the padded leather-like centre console edges, and the sides of the front seat bolsters. Recaro is responsible for the front seats, thus they are as close to racecar-specification as most would want from a car that will likely get regular daily use. The driver’s is 10-way power-adjustable, including two-way lumbar support, and superbly comfortable.
The rear passenger area is roomy and supportive as well, and impressively is finished to the same standards as the front, even including soft-touch door uppers. Additionally, Subaru added a folding armrest in the middle for the 2018 model year, with the usual dual cupholders integrated within.
If you want a reason why both WRX models sell a lot better than the arguably more attractive BRZ (at least the latter is sleeker and more ground-hugging), it’s that just-noted rear passenger compartment. The BRZ seats four, in a literal 2+2 pinch, but the WRX does so in roomy comfort. It has the rare pedigree of being a legendary sports car, yet provides the everyday usability of a practical sedan. Its 340-litre trunk is fairly roomy too, while the car’s rear seat folds down 60/40 via pull-tab latches on the tops of the seatbacks.
Additionally, all passengers continue to benefit from less interior noise, plus a retuned suspension with a more comfortable ride, while the WRX was given a heavier duty battery last year as well, plus revised interior door trim. What’s more, a new electroluminescent primary instrument cluster integrated a high-resolution colour TFT Multi-mode Vehicle Dynamics Control display, providing an eco-gauge, driving time information, a digital speedo, a gear selection readout, cruise control details, an odometer, trip meter, SI-Drive (Subaru Intelligent Drive) indicators, and the Driver Control Centre Differential (DCCD) system’s front and rear power bias graphic, whereas the 5.9-inch colour multi-information display atop the dash was also updated last year, showing average fuel economy, DCCD graphics, a digital PSI boost gauge, etcetera.
Subaru’s electronic interfaces have been getting steady updates in recent years, to the point they’re now some of the more impressive in the industry. The STI’s two touchscreens are as good as they’ve ever been, but compared to the gigantic vertical touchscreen in the new 2020 Outback and Legacy they look small and outdated. The base 6.5-inch screen in this 2019, in fact, which carries over to the 2020, shouldn’t even be available anymore, at least in a car that starts above $40k. In its place, the top-tier Sport-tech’s 7.0-inch touchscreen should be standard at the very least. Navigation doesn’t need to be included at the entry price, but one would think that one good centre display would make better sense economically than building two for such a niche model. Either way, both feature bright, glossy touchscreens with deep contrasts and rich colours.
The standard infotainment system found in my tester came with Apple CarPlay, Android Auto, and Subaru’s own StarLink smartphone integration, which also includes Aha radio and the capability of downloading yet more apps. I like the look and functionality of the current interface too, which features colourful smartphone/tablet-style graphics on a night sky-like blue 3D tiled background, while additional features for 2019 include near-field communication (NFC) phone connectivity, a Micro SD card slot, HD radio, new gloss-black topped audio knobs, plus more. My Sport tester can only be had with the base six-speaker audio system too, which had me missing the Sport-tech’s nine-speaker 320-watt Harman/Kardon upgrade, but I have say I would’ve been content with the entry sound system if I’d never tried the H/K unit.
Together with everything mentioned already, all three STI trims include a gloss black front grille insert, brushed aluminum door sills with STI branding, carpeted floor mats with red embroidered STI logos, aluminum sport pedals, a leather-clad handbrake lever, black and red leather/ultrasuede upholstery, two-zone auto HVAC, a reverse camera with active guidelines, voice activation, Bluetooth phone connectivity with streaming audio, AM/FM/MP3/WMA audio, vehicle-speed-sensitive volume control, Radio Data System, satellite radio, USB and auxiliary plugs, etcetera.
The STI gets a number of standard performance upgrades as well, like quick-ratio rack and pinion steering, inverted KYB front MacPherson struts with forged aluminum lower suspension arms, performance suspension tuning, high-strength solid rubber engine mounts, a red powder-coated intake manifold, a close-ratio six-speed manual transmission, a Helical-type limited-slip front differential, a Torsen limited-slip rear diff, and more.
Additional Sport trim features include 19-inch dark gunmetal alloy wheels wrapped in 245/35R19 89W Yokohama Advan Sport V105 performance tires, the aforementioned high-profile rear spoiler, light- and wiper-activated automatic on/off headlights with welcome lighting, a power moonroof, Subaru’s Rear/Side Vehicle Detection System (SRVD) featuring blindspot detection, lane change assist, rear cross traffic alert, etcetera.
Finally, top-line Sport-tech features that have yet to be mentioned include proximity keyless entry with pushbutton start/stop, navigation, as well as SiriusXM Traffic and Travel Link with weather, sports and stocks information, while the Sport-tech’s Recaro sport seats only get eight power adjustments.
As is the case with all Subaru models, except the rear-drive BRZ sports car, the WRX STI comes standard with Symmetrical-AWD, the torque-vectoring system considered one of the best in the business. You can fling it sideways on dry or wet pavement, or for that matter on gravel, dirt, snow, or most any other road/trail surface, and remain confident it will pull you through, as long as it’s shod with the right tires for the occasion and your driving capability is at the level needed to correctly apply the steering, throttle and braking inputs as necessary.
As far as performance goes, the WRX STI is a car that is much more capable than most drivers will ever know, unless its deft poise saves them from an otherwise unavoidable accident. Its sporting prowess is legendary, and thanks to changes made a couple of years ago to the shifter and suspension, which made it much more enjoyable to drive in town as well as at the limit, it’s now an excellent daily driver. The manual transmission shifts smoother and easier, clicking into place with a more precise feel than in previous iterations.
The upgraded six-speed manual takes power from a 2.5-litre turbo-four that received beefier pistons, a new air intake, new ECU programming, and a higher-flow exhaust system than the previous generation, resulting in an identical 290 lb-ft of torque and the 5 additional horsepower mentioned earlier, the STI now putting out 310. Additionally, the just-mentioned transmission gets a reworked third gear for a faster takeoff. Translated, the latest STI feels even more enthusiastic during acceleration than pre-2018 models, which were already very quick.
As always, the 2019 STI’s road-holding capability is fabulously good. It feels light and nimble, yet kept the rear wheels locked mostly in place through high-speed curves, whether the tarmac was smooth or strewn with dips and bumps. I only used the word “mostly” because it oversteers nicely when coaxed through particularly tight corners, like those often found on an autocross course. At such events braking is critical, so it’s good that the STI’s big binders noted earlier scrub off speed quickly, no doubt helped in equal measures by the Sport’s standard 245/35R19 Yokohama performance tires.
I can’t see fuel economy mattering much to the majority of STI buyers, but Transport Canada’s 2019 rating is reasonably efficient for a performance sedan just the same, at 14.1 L/100km city, 10.5 highway and 12.5 combined. Notably, these numbers haven’t change one bit from last year, while Subaru doesn’t show any advancements in the STI’s naught to 100km/h time either, once again claiming a sprint time that’s just 0.5 seconds faster than the regular WRX at 4.9 seconds. With only small adjustments made to its 1,550- to 1,600-kilogram curb weight (depending on trims), plus 5 additional horsepower now combined with a stronger third gear, both standstill and mid-range acceleration should be faster, which leaves me wondering whether Subaru is being conservative or if their marketing department merely hasn’t got around to updated the specs in their website.
So is the WRX STI for you? If you’re a driving enthusiast that still needs to stay real and practical, you should consider Subaru’s performance flagship. It’s well priced within the low- to mid-$40k range, and it’s an easy car to live with. Of course I can’t help but recommend it.
My gawd this thing is nuts! The power, the insane sound of the supercharged V8’s sport exhaust system, and the near overwhelming sensation of 550 horsepower and 502 lb-ft of torque pressing head and backside into the opulent red and black diamond-pattern leather-upholstered driver’s seat at launch while fingers grasp at the leather-wrapped sport steering wheel rim, there’s really nothing that completely mirrors it in the compact luxury SUV segment.
With a flagship sport utility like the F-Pace SVR you’d think this SUV would be tops in its hotly contested class, and while it’s certainly the best selling model within Jaguar’s range it appears luxury buyers are more interested in being comforted than having their senses wowed by ultimate performance. Truly, F-Pace and most Jaguar models deserve more attention than they get.
For starters, the F-Pace is inarguably attractive no matter which trim we’re talking about, with this SVR amongst the best looking in its category. There’s no crossover SUV I find more attractive, unless the outrageous Lamborghini Urus enters the discussion, or for that matter Audi’s Q8 that shares much of its running gear, but the ultimate Italian, at least, hovers up in a totally different pricing stratosphere with a base price of $240,569 CAD, compared to a mere $89,900 for this 2019 F-Pace SVR.
The cheapest Q8 will save you $7k and change, but the sporty looking German’s $82,350 entry model merely puts out 335 horsepower, and while a superbly comfortable and wholly attractive, well-made urban and freeway cruiser it’s doesn’t even enter the same performance league as the SVR. The equivalent Q8 is the upcoming near 600-hp RS, but that upcoming model will eventually cost you something around $110,000 (its pricing hadn’t been announced before I wrote these words, and it’s bigger mid-size proportions means it doesn’t directly compete).
Targeted rivals in mind, Audi does offer up the 349-hp SQ5 in the F-Pace’s compact luxury SUV segment, and while a fully capable autobahn stormer, its 5.4-second sprint from zero to 100 km/h can’t line up against the SVR’s 4.3 seconds, and I can attest that its 3.0-litre turbo V6 doesn’t come close to sounding as Mephistophelian as the SVR’s supercharged 5.0-litre V8.
A truer F-Pace SVR competitor is the new Mercedes-AMG GLC 63 4Matic+ that makes 503 horsepower and 516 lb-ft of torque from a 4.0-litre twin-turbocharged V8 resulting in a blast from standstill to 100km/h in only 3.8 seconds. The Merc tops out at 280 km/h (174 mph) compared to the Jag’s slightly quicker 283 km/h (176 mph) terminal velocity, so they nearly share their two key bragging rights evenly. All you need do if you desire the Mercedes is to add about five percent or $4k onto your purchase, the AMG available just over $93k, unless you end up purchasing the 2020 F-Pace SVR that is, which is now $92k even.
Top-selling German compact luxury SUVs in mind, the BMW X3 M deserves mention too, thanks to 503 horsepower (in the Competition model), 442 lb-ft of torque, and a 4.1-second sprint from standstill to 100 km/h, all from an inline TwinPower turbo six-cylinder. The top-tier Competition model will set you back $93,500 plus fees, while the 473 horsepower base X3 M costs just $83,200.
I haven’t driven the BMW X3 M or the GLC 63 4Matic+, but I’ve driven a lot of six-cylinder BMW Ms and AMG V8s, and while brilliant in their own rights, neither sounds as malevolent as Jaguar’s V8. Sure, the zero to 100km/h numbers are better and their prices aren’t much higher, but performance fans will know how important the auditory experience is to the thrill of high-speed driving. As for measuring the few milliseconds of sprint time differences, that’s downright impossible from the seat of the pants.
Using the Mercedes for comparison, both of these compact luxury SUVs provide nearly identical wheelbases of 2,874 millimetres for the SVR and 2,873 mm for the AMG, while their tracks are nearly the same too, the Jag measuring 1,641 mm up front and 1,654 mm in the rear and the Merc spanning 1,660 mm at both axles, but despite the F-Pace being 52 mm lengthier at 4,731 mm, 79 mm wider (mirrors included) at 2,175 mm, and 42 mm taller at 1,667 mm, plus having 100 litres of extra cargo capacity behind the back seats at 650 litres, it tips the scales 67 kilos lighter at just 1,995 kg. That’s thanks to its mostly aluminum body and chassis over Mercedes’ mix of steels and alloys.
I can’t move past this point without mentioning two more compact SUVs capable of contending in this ultra-fast compact luxury SUV category, these being the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio, the German making 400 or 440 horsepower depending on whether you’re looking at the outgoing 2019 model or the new second-generation 2020 variety, or for that matter choosing the older Macan with its Performance Package upgrade (which also puts out 440-hp). The more potent engine options make this German SUV’s acceleration similar to the F-Pace SVR, yet it’s pricing delves into six figures, while the zippy Italian produces 505 horsepower and sprints to 100 km/h in just 4.0 seconds, while its price starts at $95k. These two SUVs are impressive as well, but once again their turbocharged V6 engines, while brilliant, can’t measure up to the sonorous delights of Jaguar’s big, hairy V8.
Truly, you’ve got to hear it at full song to appreciate what I’m talking about. It’s giggle-inducing joy on one hand and devilish horror on the other, particularly after pressing the exhaust button that provides a freer flow resulting in more snap, crackle and pop from its backside when lifting off the gas pedal.
You’d think with this level of dark, malevolent behaviour its interior would be a hard stone dungeon of dank sombreness, and while some trim pulls thoughts of red hot hellfire, the SVR’s cabin gets raised the level of super SUVs from more exotic names. It’s also capable of loading in the kiddies and lots of family gear, thanks to that aforementioned cargo hauling capacity.
You can also experience some light off-roading, as long as you’re willing to change out my testers optional 22-inch black-painted rims and 265/40 front and 295/35 rear Pirelli Scorpion Zero all-season tires to something more useful off pavement. I’d recommend something around 18 inches in diameter with a higher sidewall and much more tread grip, but then again you’re probably not buying this SUV for scaling the Rubicon trail. No, it’s much more capable of turning winding side roads into straight stretches roadway, or at least its near flat stance at breathtaking speeds makes them feel as if they were straight.
The F-Pace SVR’s wide track and lighter than average weight (for its length, big powerplant and over-the-top luxury upgrades), plus the just-mentioned Pirelli rubber (you can get even better performance from a set of Jaguar-specified P Zeros, available from tire retailers) and its stiffer aluminum-intensive front strut and rear multi-link suspension featuring sportier tuning to its adaptive setup, plus sharper electric power-steering tuning, all come together for about as much sports car feel as most any SUV can provide (Urus aside).
The SVR shines on the types of narrow, undulating, ribbons of asphalt that the mind conjures up when looking at an F-Type SVR, but I have to say I really appreciated the added ride height this SUV provided over any low-slung sports car when coursing through heavily treed backroads. To be clear, the F-Type remains the Jaguar to beat through winding roads, not to mention road courses, but when visibility around curves or over sharp declines becomes difficult, the extra few inches of added sight line makes for a bit more confidence at high speeds, as does the wheel travel and more compliant suspension of the bigger, heavier SUV. Both SVRs work best when their previously noted Dynamic driving modes are selected, over their more comforting and economical options at least, this more assertive adaptive suspension setup stopping its tall body from pitching and rolling.
Of course, I didn’t drive it like I stole it during my entire weeklong test, and not just because of the otherworldly fuel cost. Transport Canada estimates a 14.5 L/100km city, with 11.0 highway and 12.7 combined, which not too bad considering its outrageous power. Alfa Romeo’s most formidable Stelvio is rated at 14.1, 10.4 and 12.4 respectively, while the new 2020 Macan Turbo manages 14.2 in the city, 10.1 on the highway and 12.0 combined. How about the Merc-AMG GLC 63? It’s pretty bad at 15.0 L/100km in the city, 10.9 on the highway and 13.2 combined, but BMW’s X3 M is the least fuel conscious amongst all rivals with an embarrassing rating of 16.6 city, 12.1 highway and 14.2 combined, if buyers in this class actually care.
Together with the SVR’s Dynamic sport mode mentioned before, which I kept engaged most of my test week, there’s also a Comfort mode for rougher road surfaces or more relaxing moods, plus an Eco mode, which I likely should have chosen more often for overcoming the fuel economy noted above. The latter two drive modes let the engine turn off when it would otherwise be idling, saving fuel and reducing emissions. The big Eco screen that estimated how much fuel I saved while using its most economical driving mode was a bit humourous in this beast of an SUV, but fortunately the centre display offers up a Performance panel too, which I found much more useful.
Unlike most in this class, the F-Pace only uses a touchscreen for accessing infotainment, which will put off those who prefer to make commands via a lower console-mounted controller. I like touchscreens so it’s not an issue, and even better Jaguar’s interface has wholly improved in recent years. The display itself is fairly big at just over 10 inches, while the digital interface is divided into three big tiles for navigation/route guidance/maps, media, and phone, or whatever functions you choose as it can be organized for personal preferences. Swipe the display to the left and a second panel with nine smaller tiles shows up, providing access to most any function you could want. It’s a simple, straightforward system and thus user-friendly, with its just-mentioned swipe gesture control accompanied by the usual smartphone/tablet-type tap and pinch capabilities, the latter helpful when using the nav system’s map. Android Auto and Apple CarPlay smartphone integration apps are included too, as are myriad additional features (although you’ll need to pay more for satellite radio), Jaguar’s system being fully up to the class standards.
Better yet, the SVR’s 12.3-inch Interactive Driver Display (a.k.a. digital instrument cluster) is wonderful. It’s fully configurable, with the ability to appear like a classic two-dial primary gauge package, a single driving dial with a numeric speed readout surrounded by a graphical tach at centre with a panel filled with alternative info to each side, while you can also transform the entire cluster into a giant map. Go ahead an configure almost any way you want, while an available head-up display can provide even more key info right on the windshield.
There’s decent device connectivity within a minuscule centre bin, including dual USB-A ports, a Micro SD card slot, plus a 12-volt charger. Why Jaguar didn’t include a wireless charging as part of the rubberized pad ahead of the shifter that fit my Samsung S9 perfectly is anyone’s guess, but such is life. Oddly it’s not even available as an option for 2019 or 2020, so ask your dealer if there’s an aftermarket solution.
From the quality of electronics to the quality of the F-Pace SVR’s interior materials, not to mention interior quality and style of the five compact luxury SUVs discussed in this review, it’ll come down to personally taste, with all presenting fairly dramatic interior designs packed with better than average materials quality and worthwhile digital screen time. Having spent time with each of these vehicles in lesser trims for weeks apiece, I’d probably give the overall quality nod to Porsche quickly followed by BMW and Mercedes, with Jaguar SUVs seeming to have conceded the ultimate interior mantle to its Land Rover sister brand. The F-Pace is related to the Range Rover Velar, which provides a far more appealing cabin), whereas my Stelvio tester was the only vehicle in 20 years of reviewing cars that’s ever left its ultra-cheap hood release lever in my hand after trying to take a look at the engine (which I unfortunately never saw or photographed due to this bizarre malfunction).
The SVR does up the quality of its cabin materials plus its overall sense of occasion when compared to lesser F-Pace trims, especially when the optional black Suedecloth roofliner and pillars get added. Contrast stitched premium leather can be found just about everywhere else, the bottom portion my test model’s dash and centre console, plus its armrests and seat bolsters finished in a rich Pimento red colour, while Ebony Lozenge hides covered most other surfaces, including the quilted leather seat inserts. It’s an eye-catching design, but I personally would want something less red. I loved the carbon-fibre detailing elsewhere, mind you (this being an upgrade over the standard textured Weave aluminum inlays), while plenty of piano black lacquer glitz things up further. Ditto for brushed aluminum trim, the SVR replete with genuine aluminum accents, my favourite bits being seat backrest cutouts front and back.
While some in the super-SUV class only provide space for four, the F-Pace SVR includes a middle seat in back, but I personally wouldn’t want to sit on top of it, as it’s little more than a padded bump between two wonderfully sculpted outboard seats. For those who need somewhere to strap in a smaller child, it could be a dealmaker, but bigger kids and adults alike will be snapping up the window seats first, which provide excellent support all-round. Rear passengers can also benefit from as-tested available quad-zone automatic climate control, featuring its own control panel on the backside of the front console. Included are switches for the rear outboard seats’ three-way heated and ventilated cushions.
Another dealmaker is the rear passenger/cargo configuration, featuring a 40/20/40-split down the seatbacks. This means you wont be forced to stick one child (or friend) on the centre hump when heading to the ski hill, which might end up in some heated arguments when factoring in those just-noted seat warmers. Jaguar also offers cargo wall levers for folding down those seats automatically, but you’ll need to pay a bit extra for them.
I know I’m sounding all practical in a review that should really be more about power and performance, but if you only wanted to go as fast as possible you’d probably be reading one of my F-Type SVR reviews. The F-Pace SVR is a best of all worlds alternative, with one of the best sounding engines currently being made. If you’re wishing our compact SUV looked and felt more like a supercar, Jaguar’s F-Pace SVR might be just the ticket.
Hyundai’s Veloster could easily be seen as an automotive anomaly, a sports coupe cum four-door hatchback that doesn’t quite fit in to either category, but I see it as a best-of-both-worlds alternative, a sporty two-door coupe when seen from the driver’s side and a low-slung four-door liftback from the passenger’s side.
There’s good reason that such a small number of volume-branded compact sport coupes remain in today’s car market after all. Owners eventually tired of stuffing family and friends into their abbreviated back seats, so they purchased sporty four- and five-door alternatives instead. These days, even the legendary VW Golf GTI is only available with four doors and a hatch, but instead of ultimately conforming to such wagon-like levels of pragmatism, Hyundai adapted General Motors’ 1999 Saturn SC’s terribly executed yet brilliantly idea, which included a single door on the passenger’s side and a second rear-hinged half-door on the driver’s side for easier rear seat access, by adding a conventionally-hinged rear door to the more appropriate passenger’s side for easier entry from the curb.
During its first full calendar year of 2012, Canadian Veloster sales were fairly strong at 5,741 units, but they’ve steadily tapered off since resulting in a low of 1,077 units in 2018, but thanks to a total redesign for this 2019 model year the second-generation Veloster has found 36.6 percent more buyers than it did during the first 10 months of 2018, resulting in 1,295 deliveries as of October 2019. Still, that’s nothing to get excited about in a market that saw Hyundai sell 25,894 Tucson compact SUVs during the same time period, let alone 33,670 Elantras, while a recent downturn of just 279 Velosters sold during Q3 of 2019, representing a plunge of 55.1 percent compared to the same three months of 2018, isn’t the kind of response the brand wants to see for a completely redesigned model, so we’ll need to watch closely to find out how it fares during Q4.
Before Hyundai decides to transform the Veloster into a mainstream version of Mercedes’ new GLC Coupe in order to keep its sporty dreams alive while the entire globe realigns its interests away from cars towards crossovers and SUVs (kind of like how Mitsubishi did with its Eclipse Cross), those who still appreciate the lower centres of gravity and inherently better cornering prowess allowed by cars should be made aware of the new Veloster’s transformation from a torsion beam rear suspension to an independent multi-link design, the revision completely improving its at-the-limit handling and ride quality.
The updated Veloster’s undercarriage is much more compliant, resulting in a more comfortable city cruiser with less commotion over rough, uneven tarmac, yet the compact coupe still feels firm enough to come off like a sports car. Nevertheless, despite its more comforting suspension tuning the new Veloster Turbo is a lot more capable through fast-paced corners, particularly noticeable over mid-apex bumps and potholes that would’ve unsettled the previous car. Now you slice through the turn with less worry about the shape of the pavement below, its rear suspension now capable of absorbing such irregularities without losing grip.
Base Velosters come standard with a 2.0-litre four-cylinder engine making 147 horsepower and 132 lb-ft of torque, driving the front wheels through a standard six-speed manual or optional six-speed automatic transmission, while the Veloster Turbo tested here utilizes a 1.6-litre turbo-four capable of 201 horsepower and 195 lb-ft of torque. A six-speed manual gearbox remains standard, as witnessed here in the photos, but buyers wanting less daily hassle can opt for a new seven-speed dual-clutch EcoShift DCT automatic with steering wheel paddles. I’ve driven the previous six-speed DCT (in 2014, 2015 and 2016) and found it shifted quickly enough while offering smooth operation during day-to-day commutes, so it make sense the new seven-speed version provides the same level of drivability with the addition of a taller final gear to improve fuel economy, but I’d personally save $1,500 by opting for the manual and enjoy the benefits of rowing through the gears myself.
It really is a nicely sorted six-speed manual, with an easy, progressive clutch that’s well matched to the torquey turbo-four. Max twist arrives at just 1,500 rpm and maintains boost all the way to 4,500, while maximum thrust arrives at 6,000 rpm before the engine spins to its 7,000 rpm redline (or just above). Activating the optional “SPORT” button just next to the shift lever immediately transforms the Veloster Turbo from an enjoyably tame economy coupe to a seriously fun performance machine, so a move up to the Tech package is well worth it.
Before itemizing standard and optional features, we should talk fuel economy. I know the Veloster is a performance model, but even those looking to save at the pump might want to consider this sporty little car, especially the Turbo. Yes, despite its stronger performance the Turbo is better on fuel (as long as you don’t lay into the throttle too often), with a manual transmission comparo showing 9.4 L/100km in the city, 7.0 on the highway and 8.3 combined for the Turbo, next to 9.4 city, 7.1 highway and 8.4 combined for the base model. The Turbo looks even better when comparing automatic transmissions, at 8.5 city, 6.9 highway and 7.8 combined for the quicker car against a respective 9.1, 7.1 and 8.2.
Now that we’re being so practical, the rear tailgate opens up nice and high, plus it’s wide enough to fit in large items. The cargo area isn’t as sizeable as most of its compact hatchback rivals, but compared to challenging sport coupes it’s very accommodating. In fact, it measures 565 litres (20 cubic feet) behind the rear seatbacks, or approximately the size of a large sedan’s trunk, while it’s also 125 litres (4.4 cu ft) larger than its 440-litre (15.5 cu-ft) cargo compartment. If you need more storage you can drop the back seats down, their uniquely configured 66/33-split design making more sense for a car only capable of seating two rear passengers. With both seats lowered the Veloster can manage up to 1,260 litres (44.5 cu ft) of what-have-you, which once again is a major improvement when compared to the 982 litres (34.7 cubic feet) offered by the outgoing generation.
The lengthy driver’s door and proximity keyless access make entering to the driver’s seat easy, while the two passenger-side doors means that no one coming along for the ride needs to compromise. Certainly, the first rear passenger to sit down must slide along the seat to find the other side, making me wish Hyundai hadn’t added a fixed centre console with cupholders in the middle, and while a folding centre armrest would’ve worked better, it wasn’t all that difficult to get over and does provide some helpful convenience when seated.
After positioning the driver’s seat for my five-foot-eight, long-legged, short-torso body, I was left with approximately four to five inches in front of my knees, as well as plenty of space for my feet, but it was a bit tight for my toes below the driver’s seat. Still, I had ample room to move around from side to side, plus about three inches over my head, making me confident that those under six feet should find it spacious enough in back.
The rear seats are carved out like buckets too, providing decent lateral support and good lower back comfort. Other than rear window switches there aren’t any rear amenities, while the side armrests will be the only padded surfaces you’ll be able to find (seats and carpets aside).
Such is true for those up front as well, this shortcoming my only serious complaint with the new Veloster. I understand that we should expect too much in this category, but Hyundai normally punches above its weight in the compact class, so I expected them to do more with this redesigned model. As it is, the new Veloster offers no soft-touch composite surfaces, but the mostly attractive matte textured plastics provided a nice upgrade over the otherwise glossy hard plastic cabin.
Most peoples’ eyes will naturally gravitate to the red on black front sport seats anyway, and I must say the one for the driver was as comfortable and supportive as it looks. While not included full powered actuation, its optional two-way powered lumbar support was a useful addition that nearly met the small of my back perfectly. Ergonomics are also good, with the long reaching tilt and telescopic steering column a good match to the six-way adjustable driver’s seat, plus the seat heaters and warming steering wheel came on fast and stayed hot.
Quickly pressing the start/stop button on the instrument panel ignites the engine while prompting a head-up display to power upwards from within the cowl covering the primary gauges. I initially found it slightly distracting, because it’s right in the line of sight, but when choosing sport mode it placed a cool tachometer graphic on the screen that was useful when pushing the engine to redline, while I eventually learned to look past it the rest of the time. The mostly analogue gauge cluster noted a moment ago is easy to see in any light and features a colour multi-information display at centre, while the switchgear on the steering wheel, plus all the buttons and knobs to the left and right of the steering column were good quality, nicely damped, and within easy reach.
Ditto for the infotainment display, but the only button next to the screen turned on the hazard lights. Instead, the touchscreen’s analogue controls are lower down the centre stack, in between the audio system’s power/volume and tuning/scrolling dials, although I found myself using the steering wheel switches and touchscreen for the majority of features.
Due to Hyundai adding the $3,000 Turbo Tech package, which includes the aforementioned head-up display unit, the leather upholstery, the driver’s seat lumbar support, and the Sport mode, plus rain-sensing windshield wipers, rear parking sonar, and the automatic HVAC system, which incidentally comes with automatic defog, my tester had a larger 8.0-inch display featuring embedded navigation plus excellent (for the class) sounding eight-speaker Infinity audio with an external amplifier.
Before getting ahead of myself, you can get into the 2019 Veloster for just $20,999 plus freight and fees before discount, with the Turbo starting at $25,899. The Turbo Tech package ups the price to $28,899, while a $500 Performance package was added to my tester, including sportier 18-inch rims encircled by 225/40 Michelin Pilot summer-performance rubber.
This said, even base Velosters get 18-inch alloy wheels, as well as auto on/off headlamps, LED daytime running lights, power-adjustable and heated side mirrors, remote access, a heated and leather-wrapped multifunction steering wheel, tilt and telescopic steering, cruise control, powered windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Android Auto and Apple CarPlay, a backup camera with active guidelines, six-speaker audio, Bluetooth hands-free phone and audio streaming, a leather-clad shift knob, heatable front seats, a manual six-way driver’s seat, a four-way front passenger seat, blind spot detection with rear cross-traffic alert, all the usual active and passive safety features, etcetera.
The Veloster Turbo upgrade adds LED headlamps, LED side mirror turn signals, LED tail lamps, a special grille plus extended side sills, proximity entry with pushbutton star/stop, a 4.2-inch TFT multi-information display instead of a more conventional 3.5-inch trip computer, a big power moonroof, silver vent bezels, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, plus more.
I could go into colour options and more, but considering this 2019 model is being replaced by the 2020 version while this review is being published, you’ll have to get what you can if wanting to avail model year-end discounts as well as 0-percent financing (the 2020 model was available with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more right here at CarCostCanada, where all trim, package and individual option prices are itemized, as well as manufacturer rebate info and otherwise hard to get dealer invoice pricing that could save you thousands.
If you like the idea of the new Veloster but were hoping for more performance, you may also want to consider new N trim. It includes a new 2.0-litre turbo-four with 275 horsepower and 260 lb-ft of torque, and comes exclusively with a six-speed manual featuring downshift rev matching. An electronically controlled limited slip differential helps put the power down to the pavement, while an electronically controlled suspension support a big set of 19-inch alloys on 235/35 Pirelli summer-performance tires. Also included are Normal, Sport, N and Custom drive mode selections, while a driver-adjustable active exhaust system makes this ultimate Veloster even more exciting to drive. Even its fuel economy is decent at 10.6 L/100km city, 8.3 highway and 9.5 combined, while it starts at just $34,999.
Notable when comparing 2019 to 2020 Velosters, the new base model won’t be available with a manual transmission anymore, which will only cause performance purists and custom tuners to feel a bit miffed. This change causes the 2020 Veloster’s base price to go up by $1,400 to $22,399, with the cheapest manual now the $27,499 Turbo.
Also important to note, Hyundai has modified its trim naming scheme for 2020, eliminating the GL and Tech designations from the 2019 model while adding Preferred and Luxury to the 2020. The 2020 Veloster N remains a single-trim car for the same price, although those searching for it on CarCostCanada will need to choose it as a separate model from the regular Veloster line.
Whether opting for a 2019 or 2020 model, an old GL, Tech or N, or the new Preferred, Luxury or N trim, the new second-generation Veloster is a much more advanced car than its predecessor. It still combines an extremely sporty look with a very practical layout, but now mixes in stronger performance, newer electronics, and new features, resulting in one of the smartest urban runabouts currently available.
Porsche’s Panamera is a sport sedan like no other. Certainly there are a number of low-slung four-door coupes within the premium sector, but the Panamera is longer, wider and lower than most, and looks as close to the iconic 911 Carrera than any other car on the road.
The four-door coupe category is still relatively new, but it’s expanding while other segments are contracting. Mercedes-Benz created this segment along with the CLS-Class 15 years ago, five years before the Panamera became its first competitor in 2009. Audi’s A7 and Aston Martin’s Rapide quickly followed in 2010, a fair bit before BMW showed up in 2012 with its 6 Series Gran Coupe. Perfectly timed with the latter Bavarian model’s cancellation and the new 2020 8 Series Gran Coupe’s arrival, Mercedes will soon deliver a four-door coupe triple threat thanks to the all-new higher-priced (and clearly named) GT 4-Door Coupe, which will soon join the recently updated second-generation CLA-Class and third-gen CLS, so it’s not as if growth in this category is slowing, or at least sales aren’t falling off as quickly as they are amongst more traditional luxury sedans.
Some notable four-door coupe mentions at higher and lower levels of the auto market include the limited production (120 units) Aston Martin Rapide-based 2015 to 2016 Lagonda Taraf, which was gorgeous to my eyes at least, but priced at a stratospherically $1 million-plus, while possibly more interesting has been the success of smaller entries, including the just-noted Mercedes-Benz CLA-Class, the BMW 4 Series Gran Coupe, and the Audi A5 Sportback, which have pulled this rakish body type down-market nearly as far as the Volkswagen Arteon (previously the CC) and Kia Stinger.
Returning to the loftier price bracket, Lamborghini has been teasing us with a potential production model along the lines of the beautiful 2008 Estoque concept for more than a decade (I think it would’ve been a strong seller), while Bentley hasn’t stopped talking up the possibility of an even sleeker sport sedan. Otherworldly to some, these two models could actually be sensible business cases due to their Volkswagen group ownership and familial connection to this very Panamera. Bentley, for one, already uses the same VW AG-created MSB architecture found under this Panamera for its new Continental GT coupe and convertible plus its Flying Spur sedan, a version of which could also be modified to work with a future Estoque.
It’s not like this would be an unusual move, with the Bentley Bentayga and Lamborghini Urus sharing underpinnings with the Porsche Cayenne and new Cayenne Coupe respectively, not to mention the Audi Q7, Q8 and new global market Volkswagen Touareg (that we no longer get here), but as exciting as it might be for these exotic players to dip their toes in the four-door coupe waters, buyers who want to spend $300,000-plus in this class, yet still requiring a reliable option, have no other choice but a loaded up Panamera.
And yes, if you check off every 2019 Panamera Turbo S E-Hybrid Executive box on Porsche’s online configurator you’ll be paying north of $320k, which will provide you with an optional exclusive colour, the car’s largest set of 21-inch alloys coated in the same exclusive paint choice, an upgraded interior with the highest quality of leathers covering almost every possible surface that’s not already trimmed in hardwood or carbon-fibre, plus all available technologies.
The Panamera Turbo S E-Hybrid was new for 2018, and thanks to Porsche I was able to drive it along with a number of other new and updated models last year. The version I tested featured the regular sloped trunk lid and normal non-extended wheelbase, and it was mind-blowingly fast thanks to 680 net horsepower. I also tested last year’s entirely new Sport Turismo wagon, that I happen to like best, although that car’s drivetrain was identical to the Panamera 4S shown right here in this review, and therefore made 440-horsepower from a 2.9-litre twin-turbo V6.
Bringing all things Panamera up to 2019 speed, no changes have been made to any of the models mentioned in this review so far, other than minor increases to pricing across the line, the car on this page precisely as it was for the 2017 model year when the second-generation Panamera was introduced. This said 2019 hasn’t been without improvements to the Panamera line, thanks to the addition of a 453-horsepower twin-turbo 4.0-litre V8-powered GTS model that now slots between this 4S and the Panamera Turbo in both performance and price. The car I’m reviewing here starts at $119,600, by the way, while the new GTS can be had for $147,400, and the Turbo for $174,200.
No GTS was available at the time of testing, unfortunately, but I was truly okay having another stint in a 4S. It makes 110 more horsepower than the 330-horsepower base Panamera after all, and uses all four wheels for added grip. The snarling exhaust note is fabulous in Sport mode, crackling and popping when lifting off the throttle, but rest assured that the fiercer Hyde side of its personality becomes a docile Jekyll when the drive mode selector is moved over to its default setting.
The Panamera’s ideal balance between opulent luxury and outrageous performance is its best asset. No other four-door combines its level of sports car-like agility with such impressively detailed interior finishings. Its low-slung bodywork bucks against today’s taller SUV trend; Porsche providing its Macan and Cayenne for folks who want go-fast performance with a better view of the road.
The Panamera manoeuvres through serpentine corners like nothing so sizeable has ever been able to before, yet its ride is impressively smooth. Whether enduring inner-city laneways, overcoming inadequately paved railroad crossings and aging bridge expansion joints, or coursing down a circuitous backcountry road inundated with broken asphalt, the Panamera offers ample suspension travel for dealing with the worst bumps and potholes without becoming unsettled. Its compliance and/or firmness depends on the trim and wheel options chosen, of course, but I’ve driven every grade on offer other than the new GTS, and all provide track-worthy performance with comfort levels that I’d be more than satisfied to live with for all regular commutes and errand runs, let alone weekend getaways.
My test car’s optional Satin Platinum finished 21-inch alloy wheels on 275/35 front and 315/30 rear Pirelli Cinturato P7 performance tires are the biggest available, so it wasn’t like I was cossetted with the base 4S model’s 19s, which are identical to the most entry-level of Panamera’s 265/45 front and 295/40 rear ZRs, by the way, a car that can be had for only $99,300 plus freight and fees.
That base Panamera in mind, it’s hardly a slouch thanks to a 5.7-second launch from zero to 100km/h, or 5.5 seconds with its available Sport Chrono Package, whereas my 4S tester can do the deed in a mere 4.4 seconds in standard trim or 4.2 seconds with its Sport Chrono Package. The 4S also blasts past 160km/h in only 10.3 seconds, slicing 3.3 seconds off of the base trim’s zero to 160km/h time, all ahead of a terminal velocity of 289km/h, a stunning 25km/h faster on the track than the most basic Panamera.
As phenomenally fun as all this high-speed action sounds, there are plenty of quicker Panameras available. The new GTS, for instance, can hit 100km/h from standstill in only 4.1 seconds, while the Turbo blasts past the mark in a scant 3.8 seconds, and finally the sensational Turbo S E-Hybrid needs just 3.4 seconds to charge past 100km/h. Top speeds increase similarly, with the Turbo S E-Hybrid capable of a lofty 310 km/h, but when compared to the majority of sport sedans even this Panamera 4S performs better.
Its new eight-speed twin-clutch PDK transmission delivers fast, smooth, paddle-activated shifts, and torque-vectoring all-wheel drive maintains the chassis’ awesome adhesion to tarmac no matter the weather or road conditions, while I must also say it looks just as eye-arresting when blurring past at high speed as it does when cruising around town.
As mentioned earlier, glossy black exterior trim isn’t standard, but nevertheless my test car’s darkened accents were an attractive contrast against its white paint. Normally the Panamera gets satin silver and/or bright metal detailing, but on the other hand you can also have the mirror caps, door handles, badges, etcetera painted in gloss black.
This said the possibilities are almost limitless inside, but each Panamera’s incredibly fine attention to detail is what makes its interior stand out above many peers, such as all of the industry’s best composites and leathers, available hardwoods, aluminum or carbon-fibre inlays, plus digital interfaces that are so brilliantly high in definition that it seems like you can dip your fingers right into the depths of their fabulously rich contrasted displays and graphically illustrated imagery.
Yes, the Panamera provides some of the best digital displays available, whether ogling the classic Porsche-style five-dial instrument cluster, its centre ring being the only analogue component in an otherwise wonderfully colourful arrangement of screens, the one on the left for driving-related info and the right-side monitor incorporating a comprehensive multi-information display including mapping for the route guidance system.
Alternatively you can choose to view that map over on the long, horizontal infotainment display atop the centre stack, which looks nearly three-dimensional when doing so. All the usual touchscreen gesture controls make this as simple to use as a smartphone or tablet, and speaking of your phone it also syncs with Apple CarPlay or Android Auto, while providing all of the types of functions expected in this class including an as-tested surround camera system that, together with audible and visual front and rear sonar, makes parking a lot easier.
The majority of controls on the raked centre console are touch-sensitive, needing only a slight push and click to engage. All the buttons, knobs and switches feel very high in quality too, the Panamera’s interior second to none for quality construction. The console’s surrounding surface treatment is glossy black, but nevertheless it’s quite easy to keep clean due to a glass-like smartphone material, although the piano black lacquered detailing found elsewhere in my tester’s cabin, particularly a section on the ashtray at the very base of that centre console, was always covered in grime, dust, etcetera. On the positive you don’t have to opt for piano black, but can choose one of many options that will keep the cabin looking tidier even when dirty, although it should be said there’s absolutely nothing wrong with being able to see what needs cleaning for the sake of sanitation.
Fortunately the leather-clad sport steering wheel, where my hands were most of the time, had no such yucky buildup of filth. Instead, I was greeted to one of the best of its type in the industry. Its narrow spokes are elegant, hollowed out at centre for an even lighter, more performance-oriented appearance, while its integrated buttons and scrolling knurled-metal dials are well crafted with especially tight fitment and good damping. As per usual, the button for the heatable rim is hidden within the base of the lowest spoke, an intelligent design for sure, but some may find it too easy to turn on or off when spinning the wheel. I like that it automatically turns on when starting the car, or likewise stays off, depending on the way you’ve set it up.
Features in mind, my test car came stocked up with three-way heated and ventilated front seats, plus a superb optional 710-watt 15-speaker Bose Centerpoint 14-channel surround sound stereo upgrade, which should only be shown the door if going for the 1,455-watt 22-speaker Burmester 3D High-End Surround system (I’ve tested this top-line system before and it’s amazing). As good as the audio performance was, my tester didn’t include the previously noted Sport Chrono Package, so it was 0.2 seconds slower off the line (not that I could notice), and the clock on top of the dash only featured an attractive looking black dial with white numerals and indices, instead of the upgraded chronometer version with both analogue and digital readouts.
Still, due to including an available full rear console incorporating a large high-definition touchscreen, three-way heatable seat switches, twin rear auto climate controls resulting in a four-way auto HVAC system front to rear, powered side and rear window sunshades, plus a large two-pane panoramic moonroof above, not to mention the Panamera’s usual set of ideally shaped sport bucket rear seats that are as comfortable and supportive as those up front, I might have been just as happy being chauffeured as I was driving, but as life has it I didn’t have the means (or an available friend) to do the driving, so I simply enjoyed my nice quiet rest in the back seat while taking notes.
To be clear, the second-gen Panamera is now so excellent in every way that it’s near impossible to find much to complain about. Of course there’s not as much room in the rear as a 7 Series or S-Class, but providing limousine levels of roominess is hardly the Panamera’s purpose. Truth be told, no matter the model tested I have never been uncomfortable in back, and let’s not forget that Porsche would be more than happy to provide you with a longer-wheelbase Executive body style if driving around larger passengers is part of your routine, which means that you won’t have to say goodbye to beautiful design and sensational performance just to maintain a practical lifestyle.
And that’s the gist of the Panamera. Thanks to its wide variety of trims, packages and options, all of which are viewable right here on CarCostCanada, where you can also learn about manufacturer rebates and dealer invoice pricing that could save you thousands, this four-door Porsche provides something for almost every sport/luxury car shopper.
Some brands are so small they don’t really get the press they deserve, and Mini fits into that mould both figuratively and literally.
Ok, I just had a little fun with a small play on words. The just-used term “literally” was straight-forward, in that Mini’s lineup of cars and its single crossover are made up of subcompacts and compacts (they’re small), while the word figuratively should actually be used as a substitute for metaphorically, but instead I improperly chose it for its root word “figure” in order suggest that Mini’s sales figures reside on the smaller side of the scale as well (they only delivered 4,466 3-Door Hatch, 5-Door Hatch, Convertible and Clubman models last year). Clever? Not really. Grasping at straws for a witty opener? Guilty as charged.
In reality, however, I almost completely forget Mini exists as a brand until checking my schedule on a given Sunday evening, at which point I’m reminded that one of their cars will be in my weeklong possession starting the following day. That’s when I get giddy with excitement and start planning my week to make sure I have time to drive somewhere unpopulated on the side of a body of water (ocean, lake or river), a mountain, or anywhere else with ribbons of winding black asphalt.
Truly, their cars are so much fun they’re addictive, especially when the model loaned out is tuned to “S” specification or better, and has its hardtop replaced by a slick power-operated retractable cloth top. Such is the car before you, the 2019 Mini Cooper S Convertible, which is upgraded further with this year’s special $2,900 Starlight Blue Edition Package, meaning that it receives a special coat of stunning Starlight Blue Metallic paint, as well as unique 17-inch machine-finished Rail Spoke alloys featuring black painted pockets on 205/45 all-season runflat rubber, piano Black Line exterior trim replacing most of the chrome, including the front grille surround plus headlamp, taillight and outside mirror surrounds, etcetera.
The “more” that I just noted includes rain-sensing automatic on/off LED headlights with active cornering, LED fog lamps, piano black lacquered interior detailing, a two-zone auto HVAC system, an accurate Connected Navigation Plus GPS routing system housed within Mini’s already superb infotainment system, a wonderful sounding Harman Kardon audio system, Sirius/XM satellite radio, stylish Carbon Black leatherette upholstery, and heated front seat cushions, while my test model’s only standalone option was a $1,400 six-speed automatic transmission, with all of the above upping the Mini Cooper S Convertible base price of $33,990 to $38,290, plus a destination charge and additional fees.
To be clear, you can purchase the new 2019 Mini Cooper Convertible (sans S) for as little as $29,640 before any discount, or you can spend the slightly pricier amount noted above for my tester’s sportier and more feature-filled “S” trim. Alternatively, you could choose a base 3-Door Hatch (hardtop) for as little as $23,090, while other models in the Mini lineup include the Cooper 5-Door available from $24,390, a six-door Clubman that starts at $28,690, and the Countryman crossover that can be had for as little as $31,090, plus destination charges of course.
Incidentally, all 2019 Mini prices, including trims, options and standalone features, were sourced right here on CarCostCanada, where you can also get otherwise difficult to find manufacturer rebate info, plus dealer invoice pricing that could save you thousands.
Before I share what makes this Cooper S Convertible and all Minis so enjoyable to live with, I need to focus on the quality of the Mini product overall. Mini’s acceptance as a premium brand is questionable, which makes sense when you can buy one for a mere $23k, but nevertheless quality of materials, fit and finish and features found in each Mini model is much better than average when comparing most subcompact and compact rivals, especially when discussing mainstream brands.
Just the same, the majority of high-volume compact models have been on a refinement trend as of late, with the most-recent Mazda3 getting closest to premium status without raising its pricing into the stratosphere, but like its compact sedan and hatchback competitors (such as the Honda Civic, Toyota Corolla, Hyundai Elantra, et al) the 3 is quite a bit larger than all Mini models this side of the Clubman and Countryman, and therefore when comparing a regular Cooper to any top-selling mainstream subcompact rival (like a Hyundai Accent, Honda Fit or Toyota Yaris), the Mini’s finishing and performance is on a much higher scale.
The Cooper S Convertible before you, for example, is very well made, from its outer fit to its inner detailing. The paint finish is excellent and other exterior embellishments impressive, from my tester’s eye-catching LED headlamps and Union Jack-emblazoned taillights, to its nicely crafted leather-clad steering wheel and stitched leather-wrapped shift knob, as well as its primary instrument pods hovering overtop the steering column, the ever-changing circle of colour lights rounding the high-definition 8.8-inch infotainment display, the row of brightly chromed toggles and red ignition switch in the middle of the centre stack, and the similarly retrospective line of toggles overhead, it’s a car that completely separates itself from everything else on the market. Those who love retro-cool designs and brilliantly artistic attention to detail will adore today’s Minis.
As grand as everything about this car sounds so far, the Mini Cooper S Convertible is at its best when in its element, on the road—prefe¬rably a winding road. S trimmed Coopers begin with a sonorously high-revving 16-valve twin-scroll turbocharged 2.0-litre four-cylinder engine capable of 189 horsepower and 207 lb-ft of torque, which is a sizeable 55 hp and 45 lb-ft more than the base Cooper’s 1.5-litre three-cylinder turbocharged powerplant. This allows the S to slice 1.6 seconds off of the base model’s 0 to 100km/h acceleration time, dropping it from 8.8 to 7.2 seconds with the manual, or from 8.7 to 7.1 with my tester’s six-speed automatic transmission.
If more speed is still required you can ante up for the John Cooper Works Convertible, which reduces its zero to 100km/h time down to 6.5 seconds by way of a more formidable 228 horsepower version of the 2.0-litre TwinPower Turbo four-cylinder engine, featuring a much more robust 236 lb-ft of torque. It starts much higher up the affordability ladder at $41,490, yet thanks to sport suspension improvements that include larger wheels and tires, plus more standard styling, luxury and convenience upgrades, most Mini fans will find it well worth the price of entry.
Then again, even the mighty John Cooper Works won’t cause Honda Civic Type R drivers to quiver from fear in their form-fitting Recaro racing seats, but lower the roof and drop the clutch of a JCW or this Cooper S Convertible and you’ll quickly be enjoying your drive much more than you might expect, while never worrying about draining the bank account at the pump.
Mini claims a very reasonable fuel economy rating of 10.2 L/100km city, 7.4 highway and 9.0 combined with the manual, or 9.4, 7.2 and 8.4 respectively with the automatic when upgraded to S trim, while the base Cooper Convertible manages a mere 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined with its manual, or 8.8, 6.8 and 7.9 respectively with its autobox.
Together with the performance upgrade, going from base to Cooper S adds some performance-focused items like default “MID”, “GREEN” and “SPORT” driver-selectable modes, the latter perfect for boosting takeoff and enhancing responsiveness all-round, while Mini also provides this trim with sportier front seats featuring heated cushions. And just in case going topless isn’t your thing, hardtop Cooper S trims receive a big panoramic sunroof as standard equipment.
That just-noted Sport mode does a great job of increasing the Cooper S Convertible’s get-up-and-go while enhancing the quick-shifting nature of its transmission, while take note that its front-wheel drive system is never overpowered from torque steer, even when pounding on the throttle from an angled standing start. Those who read me often will know that I’d rather have any Mini with the brand’s wonderfully notchy manual gearbox, but nevertheless this automatic delivered strong performance while its manual mode, despite only being swappable via the gear lever, is plenty responsive.
Yes, that means it has no steering wheel mounted paddles, which is strange for this sportier S model. The current JCW autobox doesn’t come with paddle-shifters either, but reportedly Mini will rectify this shortcoming in 2020 with respect to the Clubman and Countryman JCW models, which are said to be fitted with a new eight-speed auto and much quicker 301-hp 2.0-litre engine making 331 lb-ft of torque, so it’s possible that in time we’ll see paddles on lesser trims as well. As it is, I left the autobox to its own devices more often than not, being that it shifts smoothly and was therefore ideal for congested city streets. Still, when the road opened up and consecutive curves arrived I found that manual mode significantly increased the fun factor, while helping to increase control.
Just like with all Minis, the Cooper S Convertible comes standard with a brilliantly sorted fully independent front strut and multi-link rear suspension setup that can humble most front-drive rivals, other than those enjoying the aforementioned Civic Type R. Still, it slices and dices up serpentine tarmac like it’s some sort of front-drive BMW, jest intended.
Those in the know (yes, we car nerds) will already be aware that second-generation Minis share UKL platform underpinnings with some modern-day BMWs. To be clear, however, the UKL platform is divided into UKL1 and UKL2 architectures, the former only used for Minis thus far (including the 3- and 5-door F56 Hatch plus this F57 Convertible), and the latter for larger Minis (the F54 Clubman and F60 Countryman) as well as the global-market BMW 1 Series Sedan (F52), 1 Series 5-door hatch (F40), 2 Series Active Tourer (F45), 2 Series Gran Tourer (F46), X1 crossover SUV (F48), X2 crossover coupe (F39) and Brilliance-BMW Zinoro 60H (a Chinese-market X1/F48 crossover with unique sheetmetal).
We don’t have the 1 Series or 2 Series Active Tourer here in Canada, and so far I haven’t been able to get behind the wheel of these two while parked in my second Manila, Philippines home, so I can’t say anything useful about their driving dynamics compared to counterparts from Mini, but I truly don’t believe they could be much better than a Cooper 3- or 5-Door Hatch or Clubman. I can attest to the Countryman S and the new Countryman S E ALL4 plug-in hybrid being more planted at high speeds than the latest BMW X1 xDrive28i, however, the latter seeming to have been designed as more of a comfort-oriented, practical alternative.
The Cooper S Convertible, on the other hand, is hardly as big and accommodating inside or out, its rear passenger area and luggage compartment actually the tightest in the entire Mini line. The back seats are probably best used for smaller adults and/or children, whereas the trunk measures 160 litres when the divider is moved lower and top is down, or 215 litres with the top up and moveable divider raised. It’s only accessible through a smallish opening too, but on the positive loading is assisted thanks to a really useful wagon-style folding tailgate that provides a temporary shelf for placing cargo before shifting it inside, while you can expand on cargo capability via 50/50 split-folding rear seatbacks when hauling longer cargo such as skis or snowboards is required. All in all, the Cooper Convertible’s passenger/cargo capability is fairly flexible when put up against most rival ragtops, especially similarly priced roadsters like the Mazda MX-5 or Fiat 124 Spider.
Of note, Mini’s cloth top is a very well insulated “3-in-1” design that’s truly quiet, not to mention capable of retracting or closing in just 18 seconds via an almost completely automated process (you just need to keep holding the overhead toggle switch). When opening, it first stops halfway to form a big sunroof, which is perfect for those times when totally dropping the top isn’t ideal. Pressing and holding it again causes the roof to completely retract, while repeating the same two-step process in reverse powers the top upwards. The convertible can be opened or closed while driving up to 30 km/h, so don’t worry about how much time you have while waiting at a stoplight. Additionally you can open or close the roof from your key fob while outside, handy if you left the interior exposed in your driveway when it unexpectedly starts to rain.
The Cooper S Convertible isn’t without competition, the soon to be discontinued Volkswagen Beetle Convertible and cute little Fiat 500 Cabrio (which is available in sporty Abarth trim) being the closest four-seat rivals, but most would agree that the car on this page offers more luxury and performance than either European challenger.
In short, Mini’s drop-top is a comparatively roomy four-place convertible with decent stowage, premium-like interior refinements, excellent onboard electronics, agreeable fuel-efficiency, and a fun-to-drive personality that’s hard to beat, all for a competitive price when adding up all its positive attributes. Those who simply want to own a really well made car that’s an absolute blast to drive each and every day will likely love the Mini Cooper S Convertible.
Volvo has been seriously upping its game over the past few years, with an entirely redesigned lineup of highly competitive premium models, and even an entirely new “Polestar” all-electric performance-luxury brand that’s designed to go head-to-head against Tesla.
Bridging the gap is “Polestar Engineered”, a performance division responsible for tuning Volvo’s regular crop of luxury cars. Late last year we saw the result of its engineering prowess, the S60 T8 Polestar Engineered that sold out so quickly we hardly realized it came and went, but it set the stage for two additional models we think will fare equally well, the upcoming 2020 V60 T8 Polestar Engineered and XC60 T8 Polestar Engineered.
“At Volvo Car Canada, we are very excited about the addition of the new Polestar Engineered products in our portfolio,” said Alexander Lvovich, Managing Director, Volvo Car Canada Ltd. “Polestar always played a special role in the Volvo business in Canada, as in the last 2 years we achieved one of the highest levels of Polestar optimized product sales in the world. We plan to fully capitalize on this upcoming opportunity to strengthen both Volvo and Polestar brands in Canada.”
Like last year’s S60 variant, the new Polestar Engineered cars once again use Volvo’s turbocharged, supercharged and electrified T8 Twin-Engine Plug-in Hybrid powertrain, which is specially tuned to produce 415 horsepower and 494 lb-ft of torque, 15 horsepower and 22 lb-ft of torque more than the regular T8 AWD power unit.
Updates to powertrain software allow torque to arrive earlier for quicker throttle response, while more of that power gets sent to the wheels in back for better all-round performance. To clarify, along with the boosted 2.0-litre four-cylinder engine, the T8 drivetrain utilizes two electric motors (one up front and one in the rear), with a battery that’s both plug-in for pure electric driving over short distances, plus gasoline-electric hybrid powered.
Together with its rear-wheel biased handling, the new Polestar Engineered models received stiffer body structures from an Öhlins-designed front strut bar that allows for “more precise and responsive control,” according to a Volvo Canada press release, while Öhlins also provided a set of adjustable dampers that utilize special dual flow valves, which respond more “quickly to road imperfections.”
What’s more, six-piston Brembo calipers, painted gold in Polestar tradition, improve braking performance, while sets of lightweight 19-inch forged alloy wheels, unique to each of the three Polestar Engineered S60, V60 and XC60 models, add aggressive character while providing more air to cool those beefier brakes.
If you were hoping for aggressive aero upgrades, ducts and hood scoops plus other boy racer visual performance statements, the Polestar Engineered models take a subtler approach that should appeal to more mature clientele, with the only additional exterior modifications being high-gloss black for the grille, flared wheel arches, black chrome exhaust finishers, and small Polestar emblems front and rear.
Likewise, the new models’ cabins will receive a unique leather-wrapped sport steering wheel and shifter knob, metal mesh aluminum décor trim, gold seatbelts, special charcoal-coloured Nappa leather and “open-grid” textile seat upholstery, plus more.
The new 2020 V60 and XC60 T8 Polestar Engineered models will arrive this summer, but if you hope to own one you’ll need to contact your local Volvo dealer now, because if the S60 version is any indication to go by they’ll be snapped up quickly.