Plenty of carmakers build hybrid vehicles, but none has been as successful at partial electrification as Toyota. Of course, it had a head start, creating the entire sector in 1997 with the launch of its original Prius. Now, 23 years later, Toyota has filled the world with more than 15 million hybrid vehicles, while accounting for 80 percent of all hybrid sales globally.
An updated version of that first-generation Prius arrived in Canada for 2000, and now that model is well into its fourth generation and an automotive icon. No other hybrid electric car has sold anywhere near as well as the Prius, plus Toyota has a number of other hybrids to its credit as well.
While the full-size Prius v (for volume) was discontinued in 2017 and subcompact Prius c was cancelled last year, the plug-in Prius Prime is pointing Toyota in a more fully electrified direction. That model, which gets unique styling and the ability to drive at regular city and even highway speeds under full electric power, will be joined by a plug-in RAV4 Prime for 2021, which should be even more popular.
Speaking of popular, Toyota added a Corolla Hybrid to the gasoline-electric fleet for 2020, this model now going head-to-head against Honda’s Insight, which is little more than a restyled Civic hybrid, whereas the Camry Hybrid remains popular with those who require a bigger sedan.
Toyota doesn’t offer its full-size Avalon Hybrid in Canada, but the aforementioned RAV4 Prime currently comes as a RAV4 Hybrid too, and its popularity will make sure no one in Canada is lamenting the loss of Toyota’s big flagship four-door sedan. Another SUV worth considering is the near-full-size Highlander Hybrid that’s oddly the only mid-size SUV available in the mainstream sector with a hybrid powertrain. Last but hardly least, Toyota offers fleet buyers one of the only hydrogen fuel cell-powered vehicles available, the one-of-a-kind Mirai taking the hybrid concept into a totally new direction.
Notably, a considerable number of the 15 million hybrids sold under Toyota’s umbrella wore the Lexus badge, the Japanese automaker’s luxury division adding seven additional gasoline-electric models to the namesake brand’s eight. Starting from the least expensive is the entry-level UX 250h subcompact crossover, which is followed by the NX 300h compact crossover, the ES 300h mid-size luxury sedan, the RX 450h mid-size crossover SUV, the longer three-row RX 450h L, the LC 500h personal sport-luxury coupe, and lastly the Lexus LS 500h full-size sedan flagship (gone are the HS 250h, CT 200h and GS 450h).
If you think that 15 hybrid models from two brands is an impressive accomplishment, considering for a moment that Toyota and Lexus sell 44 unique hybrid vehicles outside of Canada, while hybrids combined for 52 percent of Toyota’s overall sales volume in Europe last year.
So what does the future hold? Toyota plans to increase hybrid integration into more models moving forward, while continuing to develop its hydrogen fuel cell and full electric programs too. Toyota Executive Vice President Shigeki Terashi announced in June 2019 that half of the carmaker’s global sales would be electrified by 2025. Expect a combination of hybrid (HEV), plug-in hybrid (PHEV) and fully electric (BEV) vehicles, and with that latter category in mind, Terashi pointed out that an entirely new line of full electrics would be designed for international consumption.
As usual I’ve scanned the many Toyota Canada retail websites and found plenty new 2019 Prius Prime examples to purchase, no matter which province I searched. What this means is a good discount when talking to your local dealer, combined with Toyota’s zero-percent factory leasing and financing rates for 2019 models, compared to a best-possible 2.99-percent for the 2020 version.
While these pages weren’t created with the latest COVID-19 outbreak in mind, and really nothing was including the dealerships we use to test cars and purchase them, some who are reading this review may have their lease expiring soon, while others merely require a newer, more reliable vehicle (on warranty). At the time of writing, most dealerships were running with full or partial staff, although the focus seems to be more about servicing current clientele than selling cars. After all, it’s highly unlikely we can simply go test drive a new vehicle, let alone sit in one right now, but buyers wanting to take advantage of just-noted deals can purchase online, after which a local dealer would prep the vehicle before handing over the keys (no doubt while wearing gloves).
Back to the car in question, we’re very far into the 2020 calendar year, not to mention the 2020 model year, but this said let’s go over all the upgrades made to the 2020 Prius Prime so that you can decide whether to save a bit on a 2019 model or pay a little extra for the 2020 version. First, a little background info is in order. Toyota redesigned the regular Prius into its current fourth-generation iteration for the 2016 model year, and then added this plug-in hybrid (PHEV) Prime for the 2017 model year. The standard hybrid Prius received many upgrades for 2019, cleaning up styling for more of a mainstream look (that didn’t impact the version being reviewed now, by the way), but the latest 2020 Prius Prime was given a number of major updates that I’ll go over now.
Interestingly (in other words, what were they thinking?), pre-refreshed Prius Prime models came with glossy white interior trim on the steering wheel spokes and shift lever panel, which dramatically contrasted the glossy piano black composite found on most other surfaces. Additionally, Toyota’s Prius Prime design team separated the rear outboard seats with a big fixed centre console, reduced a potential five seats to just four for the 2019 model year. Now, for 2020, the trim is all black shiny plastic and the rear seat separator has been removed, making the Prime much more family friendly. What’s more, the 2020 improves also include standard Apple CarPlay, satellite radio, a sunvisor extender, plus new more easily accessible seat heater buttons, while two new standard USB-A charging ports have been added in back.
Moving into the 2020 model year the Prime’s trim lineup doesn’t change one iota, which means Upgrade trim sits above the base model once again, while the former can be enhanced with a Technology package. The base price for both 2019 and 2020 model years is $32,990 (plus freight and fees) as per the aforementioned CarCostCanada pricing pages, but on the positive Toyota now gives you cargo cover at no charge (it was previously part of the Technology package). This reduces the Technology package price from $3,125 to $3,000, a $125 savings, and also note that this isn’t the only price drop for 2020. The Upgrade trim’s price tag is $455 lower in fact, from $35,445 to $34,990, but Toyota doesn’t explain why. Either way, paying less is a good thing.
As for the Prius Prime’s Upgrade package, it includes a 4.6-inch bigger 11.6-inch infotainment touchscreen that integrates a navigation system (and it also replaces the Scout GPS Link service along with its 3-year subscription), a wireless phone charger, Softex breathable leatherette upholstery, an 8-way powered driver seat (which replaces the 6-way manual seat from the base car), illuminated entry (with step lights), a smart charging lid, and proximity keyless entry for the front passenger’s door and rear liftgate handle (it’s standard on the driver’s door), but interestingly Upgrade trim removes the Safety Connect system along with its Automatic Collision Notification, Stolen Vehicle Locator, Emergency Assistance button (SOS), and Enhanced Roadside Assistance program (three-year subscription).
My tester’s Technology package includes fog lamps, rain-sensing windshield wipers, a helpful head-up display unit, an always appreciated auto-dimming centre mirror, a Homelink remote garage door opener, impressive 10-speaker JBL audio, useful front parking sensors, semi-self-parking, blind spot monitoring, and rear cross-traffic alert.
You might think an appropriate joke would be to specify the need for blind spot monitoring (not to mention paying close attention to your mirrors) in a car that only makes 121 net horsepower plus an unspecified amount of torque from its hybrid power unit, plus comes with an electronic continuously variable automatic (CVT) that’s not exactly performance-oriented (to be kind), all of which could cause the majority of upcoming cars to blast past as if it was only standing still, but as with most hybrids the Prime is not as lethargic as its engine specs suggest. The truth is that electric torque comes on immediately, and although AWD is not available with the plug-in Prius Prime, its front wheels hooked up nicely at launch resulting in acceleration that was much more than needed, whether sprinting away from a stoplight, merging onto a highway, or passing big, slower moving trucks and buses.
The Prius Prime is also handy through curves, but then again, just like it’s non-plug-in Prius compatriot, it was designed more for comfort than all-out speed, with excellent ride quality despite its fuel-efficient low rolling resistance all-season tires. Additionally, its ultra-tight turning radius made it easy to manoeuvre in small spaces. Of course, this is how the majority of Prius buyers want their cars to behave, because getting the best possible fuel economy is prime goal. Fortunately the 2019 Prius Prime is ultra-efficient, with a claimed rating of 4.3 L/100km city, 4.4 highway and 4.3 combined, compared to 4.4 in the city, 4.6 on the highway and 4.4 combined for the regular Prius, and 4.5 city, 4.9 highway and 4.7 for the AWD variant. This said the Prime is a plug-in hybrid that’s theoretically capable of driving on electric power alone, so if you have the patience and trim to recharge it every 40 km or so (its claimed EV-only range), you could actually pay nothing at all for fuel.
I might even consider buying a plug-in just to get the best parking spots at the mall and other popular stores, being that most retailers put their charging stations closest to their front doors. Even better, when appropriate stickers are attached to the Prime’s rear bumper it’s possible to use the much more convenient (and faster) high-occupancy vehicle (HOV) lane when driving alone during rush hour traffic.
The Prime’s comfort-oriented driving experience combines with an interior that’s actually quite luxurious too. Resting below and in between cloth-wrapped A-pillars, the Prime receives luxuriously padded dash and instrument panel surfacing, including sound-absorbing soft-painted plastic under the windshield and comfortably soft front door uppers, plus padded door inserts front and back, as well as nicely finished door and centre armrests. Toyota also includes stylish metal-look accents and shiny black composite trim on the instrument panel, the latter melding perfectly into the super-sized 11.6-inch vertical touchscreen infotainment display, which as previously mentioned replaces the base Prime’s 7.0-inch touchscreen when moving up to Upgrade trim.
Ahead of delving into the infotainment system’s details, all Prius Primes receive a wide, narrow digital gauge package at dash central, although it is slanted toward the driver with the majority of functions closer to the driver than the front passenger. I found it easy enough to look at without the need to remove my eyes from the road, and appreciated its stylish graphics with bright colours, deep and rich contrasts, plus high resolution. When you upgrade to the previously noted Technology package, you’ll benefit from a head-up display as well, which can positioned for a driver’s height, thus placing important information exactly where it’s needed on the windscreen.
The aforementioned vertical centre touchscreen truly makes a big impression when climbing inside, coming close to Tesla’s ultra-sized tablets. I found it easy enough to use, and appreciated its near full-screen navigation map. The bottom half of the screen transforms into a pop-up interface for making commands, that automatically hides away when not in use.
Always impressive is Toyota’s proprietary Softex leatherette upholstery, which actually breathes like genuine hides (appreciated during hot summer months). Also nice, the driver’s seat was ultra comfortable with excellent lower back support that gets improved upon by two-way power lumbar support, while its side bolsters held my backside in place during hard cornering as well. The Prime’s tilt and telescopic steering column gave me ample reach too, allowing me to get totally comfortable while feeling in control of the car. To be clear, this isn’t always possible with Toyota models.
I should mention that the steering wheel rim is not wrapped in leather, but rather more of Toyota’s breathable Softex. It’s impressively soft, while also featuring a heated rim that was so nice during my winter test week. High quality switchgear could be found on its 9 and 3 o’clock spokes, while all other Prius Prime buttons, knobs and controls were well made too. I particularly liked the touch-sensitive quick access buttons surrounding the infotainment display, while the cool blue digital-patterned shift knob, which has always been part of the Prius experience, still looks awesome. All said the new Prius Prime is very high in quality.
Take note that Toyota doesn’t finish the rear door uppers in a plush padded material, but at least everything else in rear passenger compartment is detailed out as nicely as the driver’s and front passenger’s area. Even that previously note rear centre console is a premium-like addition, including stylish piano black lacquered trim around the cupholders and a nicely padded centre armrest atop a storage bin. While many will celebrate its removal for 2020, those who don’t have children or grandkids might appreciate its luxury car appeal. Likewise, I found its individual rear bucket seats really comfortable, making the most of all the Prime’s rear real estate. Yes, there’s a lot of room to stretch out one’s legs, plus adequate headroom for taller rear passengers, while Toyota also adds vent to the sides of each rear seat, aiding cooling in back.
Most should find the Prius Prime’s cargo hold adequately sized, as it’s quite wide, but take note that it’s quite shallow because of the large battery below the load floor. It includes a small stowage area under the rearmost portion of that floor, filled with a portable charging cord, but the 60/40-split rear seats are actually lower than the cargo floor when dropped down, making for an unusually configured cargo compartment. Of course, we expect to make some compromises when choosing a plug-in hybrid, but Hyundai’s Ioniq PHEV doesn’t suffer from this issue, with a cargo floor that rests slightly lower than its folded seatbacks.
If you think I was just complaining, let me get a bit ornery about the Prius’ backup beeping signal. To be clear, a beeping signal would be a good idea if audible from outside the car, being that it has the ability to reverse in EV mode and can therefore be very quiet when doing so, but the Prius’ beeping sound is only audible from inside, making it totally useless. In fact, it’s actually a hindrance because the sound interferes with the parking sensor system’s beeping noise, which goes off simultaneously. I hope Toyota eventually rights this wrong, because it’s the silliest automotive feature I’ve ever experienced.
This said the Prius’ ridiculous reverse beeper doesn’t seem to slow down its sales, this model having long been the globe’s best-selling hybrid-electric car. It truly is an excellent vehicle that totally deserves to don the well-respected blue and silver badge, whether choosing this PHEV Prime model or its standard trim.
As new vehicles are turning into little more than rolling computers for transporting people and their gear, they’re in fact becoming less complicated than their predecessors, at least from a driving and styling perspective.
Hyundai’s new Prophecy Concept EV is a good example of minimalism meets modern-day tech thanks to the automaker’s new Optimistic Futurism design language that’s been created with the purpose of connecting consumers more completely with their vehicles, or so says the head of Hyundai’s global design center, SangYup Lee, as part of the electric’s car’s press release.
“We have brought to life yet another icon that establishes a new standard for the EV segment as well as pushing Hyundai’s design vision to even broader horizons,” commented Lee. “A part of that expansion is what we call Optimistic Futurism, a design concept embodied by ‘Prophecy’. With Optimistic Futurism, our aim is to forge an emotional connection between humans and automobiles.”
Developing emotional ties between buyers and products is a top priority of every effective brand, and this in mind Hyundai should do well with whatever comes of its new Prophecy, or at least the design language behind it. With the Prophecy, the Korean automaker’s namesake brand has created a styling exercise that’s both retrospectively minimalist and brilliantly detailed, resulting in a look that pulls cues from some iconic rivals, yet sets off on its own course too.
Yes, the complex curves that make up its outward design could have just as easily been concocted by Porsche for a future Panamera or even the new Taycan EV, not that it appears like either, but this said few automakers dare attempt to style a car with as many rounded edges as Porsche, let alone a grille-less front end like Tesla’s Model 3.
This said its seemingly vented rear end styling, which pulls attention from the large transparent acrylic rear wing resting above, reminds of the post-war Tucker 48, also particularly aerodynamic for its time, while mixed in with its pixelated 3D elements are LEDs for a set of protruding tail lamps. A similar pattern can be seen in the headlamp clusters up front, which use the same transparent acrylic as the rear spoiler and in the camera monitoring system, but the two headlights look a great deal more conventional than the eye-catching taillight design.
All of the features above improve aerodynamics, of course, which is why forerunning EVs have chosen their own unique variations of the Prophecy’s familiar design theme, but Hyundai’s propeller-inspired alloy wheels, which direct air down each side of the car’s body, are unique.
Hyundai hasn’t released any exterior or interior dimensions, but an open set of clamshell doors makes its mid-size four-door coupe layout clear, while the only available technical specifications depict a 100-percent electric power unit with a battery housed under the passenger compartment floor. Therefore, we expect it will ride on a completely new architecture that could provide multiple body styles on top.
The Prophecy’s interior features tartan-patterned upholstery that pays yet more homage to Porsche, particularly its 1975-1980 911, 924 and 928 models with blue-green being a popular colour combination at the time, yet nothing the Stuttgart-headquartered performance marque has ever done managed to achieve the eyeball-popping wow factor of Hyundai’s new creation, and not only because the South Koreans use the aforementioned Scottish kilt pattern for the seats’ side bolsters as well as their central insets.
The Prophecy’s sizeable wraparound digital display, which frames the windshield’s base, isn’t all that impressive these days either, but the pop-out primary instrument cluster is, yet even that won’t upstage the car’s driving controls. Obviously missing is a steering wheel, which has been replaced by a pair of pivoting joysticks, this ode to gaming apropos in a car that’s designed to be driven autonomously.
Of course, we won’t ever see the Prophecy on the road, its existence designed only to show new car buyers that Hyundai has an exciting future styling direction. If produced as is, we think Hyundai would have a hit in their hands.
Hyundai | “Prophecy” Concept EV Unveiling (16:04):
Back in 1983, a Porsche skunkworks division transformed a 409-horsepower Type 935 racecar into a hand-built, slant-nose, massive winged, one-off road-ready super car crammed full of cream-colour leather upholstery and handcrafted hardwood trim. It was made-to-order exclusively for Techniques d’Avant Garde (TAG) owner Mansour Ojjeh, his company now known best for the popular TAG Heuer line of luxury wristwatches.
The specialized team of crafts people soon became known as the Porsche “Personalisation Programme.” It continued building special versions of its legendary 911 sports car for individual customers, one such client a wealthy sheikh that purchased six identical customized 959 supercars, while the division also built low run special editions before being renamed Porsche Exclusive in 1986 and Porsche Exclusive Manufaktur in 2017. Along the way the team produced a special Panamera Exclusive series, a modified Macan, a unique version the new Cayenne Coupe, plenty of special 911s, and others.
Big changes are afoot at Porsche, however, thanks to the introduction of the all-electric Taycan four-door sports car, so it only makes sense to produce Exclusive Manufaktur upgrades for this all-new model. So far the division is offering 90 customization options and three different Sport Design packages.
The three packages “differ with respect to the inlays in the lower front apron, in the sill panels and in the side fins of the diffuser,” stated Porsche in a press release. A larger aero section than shown before can be seen below the headlights in the photos, while the Exclusive Manufaktur equipped Taycans also included more sculpting to their front fascias. Porsche also says that each car’s side fins can be painted in body-colour or left in woven carbon fibre, depending on which package is chosen.
Also available from Porsche Exclusive Manufaktur are LED matrix headlights “with a three-dimensional circuit board graphic in the headlight housing as well as daytime running light elements in Glacier Ice Blue or other colours,” added Porsche in the same press release, while the headlights also include Dynamic Light System Plus. Making the Taycan’s exterior design look even better, it can be had with a sensational set of 21-inch Exclusive Design wheels with eye-arresting aeroblades formed from forged and milled carbon, these taking 3.2 kg (6.6 lbs) of weight from each standard alloy wheel.
Along with all the exterior modifications, Porsche Exclusive Manufaktur provides upgrades for the Taycan’s cabin as well, one being a Carbon Interior Package that can be had in a wide variety of contrasting colours, seatbelts available in eight special colours including Blackberry, Bordeaux Red, Crayon, Graphite Blue, Lime Beige, Meranti Brown, Slate Grey, and Truffle Brown, plus matte carbon fibre accents on the front and rear doors plus the centre console.
In order to keep up with demand, Porsche is expanding the Exclusive Manufaktur facility by one third over its once 2,000 square-metre (21,528 sq-ft) footprint, the larger floor plan adding four new lifting platform workstations, more storage space, and a direct line to the finished-vehicle loading platform.
If you’d like to have Porsche Exclusive Manufaktur enhance your new Taycan, or any other model offered by the German automaker, make sure to let your local Porsche dealer know.
To find out more about 2020 Porsche Taycan Turbo pricing, plus source detailed information about any other new model in Porsche’s lineup or any other brand’s portfolio, check out our individual CarCostCanada model pages like this one on the new 2020 Taycan. We also provide info on manufacturer rebates, in-house financing and leasing deals, and dealer invoice pricing that could save you thousands when it comes time to negotiate.
There are certain market segments an automaker wants to do well in. Obviously, higher end models like large sedans, SUVs and sports cars present the opportunity for higher profits, and are therefore important to any brand’s bottom line, while larger compact and mid-size models are critical for volume, but if you’re not able to pull buyers into the fold early on, when they’re moving up from pre-owned to new, or from a mainstream volume brand to luxury, then it’s more difficult to sell those higher end models later on. Or at least that’s the theory.
One might say BMW group owns the subcompact luxury SUV category in Canada. After all, together with the segment’s most popular X1, which found 4,420 entry-level luxury buyers last year, this Mini Countryman that was good for 2,275 slightly less affluent up-and-comers, and the sportiest (and priciest) BMW X2 that earned 1,383 new customers of its own, its total of 8,078 units sales more than doubled what Audi or Mercedes-Benz could deliver in Canada last year.
While BMW would no doubt like to eventually pull Mini customers up into its namesake brand, and some now doubt do make the progression, it really exists on its own. What I mean is that Mini has a completely unique character that car enthusiasts aspire to, and not kept around merely as a gateway brand. If a Mini owner was fortunate enough to trade in their Countryman for a larger, pricier SUV, they might just as well choose a Range Rover Velar instead of an X3 or X5. Then again, it’s probably just as likely they’ll stick with their Mini, choosing instead to move up within the brand to a John Cooper Works trim level or maybe even this top-line Countryman S E ALL4 plug-in hybrid.
The Countryman was one of the first subcompact luxury SUVs on the market, arriving way back in 2010. Mini made major improvements for its 2017 redesign, so now this second-generation model has been with us for four years if we include the 2020 model. If you looked at a 2020 and this outgoing 2019 model you wouldn’t be able to notice many changes. Some wheel designs have been changed, a normal occurrence every now and then, with the big updates found under the skin, and then only impacting buyers wanting a manual transmission. Yes, it’s been axed for 2020, mostly because Mini’s U.S. division swapped it out for a standard seven-speed dual-clutch automated gearbox in front-wheel drive models not available here, so it’s almost entirely the previously optional eight-speed automatic across the Countryman line in Canada, whether DIY enthusiasts like it or not.
Almost entirely? Yes, the very Countryman S E ALL4 hybrid on this page uses a six-speed Steptronic automatic driving the front wheels via a 136-horsepower 1.5-litre three-cylinder Twin Power Turbo engine. The ALL4 in the name designation denotes all-wheel drive, but unlike the other ALL4s in the Countryman lineup, this model’s rear wheels are solely powered by an 88-horsepower (65kW) synchronous e-motor via electricity stored in a 7.6 kWh Li-Ion battery.
Like with most all-wheel drive systems, power can be apportioned front or back, with the wheels in the rear employed fully in EV mode, or partially when the Countryman detects front slippage and needs more traction. That means it feels as if you’re driving a regular hybrid, with each axle using its motive power sources seamlessly as needed, all working together harmoniously via Mini’s drivetrain management system. The S E ALL4’s electric-only range is a mere 19 km after a complete charge, but who’s counting.
Not even 20 km? Ok, that is pretty minuscule, and many of my colleagues are reporting real world results of 12 and 13 km. Thank goodness Mini made another change to the Countryman line for 2020, a larger batter for a 30-percent gain in EV range for 29 km in total. While this will hardly cause BMW i3 fans to shift allegiances, the added range allows the Countryman S E ALL4 to be used as a regular commuter without the need to recharge until you get to work, as long as your daily commute falls within most peoples’ average. If you really want to go green you can stop along the way for more energy, and it won’t take too much time for the new 10-kWh battery to recharge.
It’s probably not a good idea to use EV mode all the way to work if you need to take the highway, unless it’s bumper to bumper all the way. While the Countryman S E ALL4 can achieve speeds of up to 125 km/h with just its e-motor, you’ll drain the battery in minutes if you try. Instead, you can use its hybrid mode on the highway (up to 220 km/h if you’re feeling frisky) and switch back to EV mode when traveling slower, which maximizes a given charge. The regenerative brakes help to charge up the battery when coming to stops or going downhill, doing their part to maximize zero emissions driving.
I made the point of recharging the battery whenever possible during my weeklong test. I’d grab a coffee at McDonalds and give it a quick charge outside, drop by the local mall and do likewise, and one time stayed a little longer at Ikea’s restaurant in order to fully top it up, plus of course I charged it overnight. Being that it takes quite a bit of effort to find somewhere in public to charge it that’s not being used, the novelty quickly wears off when the battery runs out of juice in a matter of 20 or 30 minutes. Still, its fuel economy is good even when not charging it up all the time, with an 8.4 L/100km rating in the city, 8.8 on the highway and 8.6 combined. Plugging it in more often can give you an equivalent rating of 3.6 L/100km combined city/highway, however, so it’s obviously worth going through the hassle.
At least as important for any Mini, the Countryman S E ALL4 is fun to drive. I can’t think of many hybrid SUVs that include a manual mode shifter, let alone a Sport mode (that actually does something), but all you need to do is slide the switch at the base of the gearbox to the left and this PHEV shoots away from a stoplight with plenty of energy, taking about seven seconds to reach 100 km/h thanks to a total of 221 net horsepower and 284 pound-feet of torque (the electric motor puts out an immediate 122 lb-ft of twist by itself), and while it can’t quite achieve the 301-hp John Cooper Work’s Countryman’s ability to get off the line, the JCW managing just over 6 seconds to 100 km/h, this 1,791-kilo cute ute still feels quick enough.
The S E ALL4 is even more sporting around fast-paced curves, with the kind of high-speed handling expected from a Mini. It’s not as firmly sprung as a JCW, but then again it provides a more comfortable ride. Likewise, the Countryman S E ALL4 is a complete pleasure on the freeway, tracking well at high-speed and excellent at overcoming unexpected crosswinds, my test model’s meaty 225/50R18 all-season tires providing a sizeable contact patch with the tarmac below.
A fabulously comfortable driver’s seat made longer stints behind the wheel easy on the back, my test model’s boasting superb inherent support for the lower back and thighs, with the former benefiting from four-way lumbar support and the latter from a manually extendable lower cushion to cup under the knees (love that). It’s spacious too, both up front and in the rear, with the back seats roomy enough for big adults as long as the centre position stays unoccupied. A wide armrest folds down from middle, housing the expected twin cupholders, while two vents on the backside of the front console keep fresh air flowing. A 12-volt charger has me wondering when Mini plans to modernize with USB charging ports, while no rear seat heaters were included in this trim. At least there was a wonderfully large power panoramic glass sunroof up above, making the Countryman’s smallish dimensions feel bigger and more open.
I’ve read/heard a number of critics complain about the Countryman not offering enough cargo space, however, but this little Mini’s cargo compartment design has me sold. Of course it’s relatively small compared to a larger compact or mid-size luxury utility, which is par for the course when choosing a Mini, its dimensions measuring 487 litres behind the rear seatback and 1,342 litres when lowered, but it’s the folding centre section I appreciate most. This allows longer items like skis to be laid down the middle while rear passengers enjoy the more comfortable window seats. The Countryman’s 40/20/40 rear seat split is the most convenient in the industry, while the seats’ folding mechanism feels very well made with everything clicking together solidly. The rear compartment is finished well too, with high quality carpets most everywhere. It all helps Mini make its argument for premium status.
Some buyers don’t consider Mini a premium brand, while those in the know place it alongside (or slightly below) BMW, at least when it comes to the Bavarian automaker’s entry-level models, like the X1. Of course, the X1 xDrive28i starts at a lofty $42,100 when compared to the $31,090 Countryman, but this fully loaded S E ALL4 plug-in hybrid, featuring upgrades like the previously noted sunroof, plus LED cornering headlights and fog lamps, a head-up display, navigation, real-time traffic info, superb Harman/Kardon audio, a wireless device charger, and more, will set you back more than $50k (the S E ALL4’s base price is $44,390), so Mini is in the same league. This pricing spread makes it clear that Mini sits well above most other mainstream volume branded subcompact SUVs, which range in price from $18,000 for the most basic to $35,000 for something fancier in full dress.
By the way, you can find out all about 2019 and 2020 Mini Countryman pricing right here on CarCostCanada, with details about trims, packages and individual options included, plus you can also access money saving manufacturer rebate info, the latest deals on financing, and best of all dealer invoice pricing that could help you save you thousands when it comes time to negotiate. CarCostCanada provides all this and more for every volume mainstream and luxury model available in Canada, so make sure to go there first before stepping into a dealership.
The base S E ALL4 is well equipped too, by the way, including 18-inch alloy wheels on run-flat tires, puddle lamps, a keyless toggle start/stop switch, a sporty leather-wrapped steering wheel rim, well bolstered sport seats with leatherette upholstery, adaptive cruise control, park distance control, two-zone automatic climate control, a large high-definition centre touchscreen with excellent graphics, and more.
Additionally, all of the high-end features just mentioned are housed in an interior that’s finished to premium levels, or at least it’s premium for this compact luxury SUV category. This means it includes fabric-wrapped roof pillars and plenty of pliable composite surfaces, while the switchgear is nicely made too, not to mention brilliantly retrospective with respect to the chromed toggles on the centre stack and overhead console.
All in all, the Countryman S E ALL4 might be a fuel-efficient hybrid, but it’s also a Mini, which means it lives up to the performance expectations the British brand’s loyal followers want, while also providing a high level of style, luxury, features, roominess, and more. That it’s possible to drive emissions-free over short distances is a bonus, as is access to your city’s high occupancy vehicle (HOV) lanes, plug-in parking spots closer to the entrance of shopping malls, stores, etcetera, and better than average fuel economy whether using EV mode or just its hybrid setup. It’s a bit pricey, but the Countryman S E ALL4 delivers a lot for the money asked.
With the current U.S. administration loosening new vehicle emissions restrictions, it might not seem prudent to announce an all-electric vehicle strategy, but the European Union, China and many other markets are tightening emissions regulations, with respect to vehicles at least. Europe will soon be warming its homes and powering businesses with new fossil fuel pipelines from Russia, while China seems to be building coal-fired electric power plants (to no doubt fuel such electric cars) faster than anyone can keep count.
This said it only makes sense that Subaru would want to continue selling into these markets once internal combustion engines (ICE) are no longer allowed, thus it’s planning to soon offer battery power to its lineup, with the eventual result being 100-percent electric.
The electrification process will start off with a new hybrid-electric drivetrain with motive electric components sourced from Toyota, which holds 16.5-percent of Fuji Heavy Industries (FHI) stock (Subaru’s parent company). The 2014-2016 Subaru Crosstrek Hybrid was the first hybrid-electric project the two automakers undertook, but with few buyers it was cancelled after just three years.
A move to hybrids and then electric powertrains is a risky move for any automaker, with the risk even greater for small, niche brands like Subaru. The quirky brand has made a name for practical yet fun-to-drive cars and crossover SUVs powered by its unorthodox horizontally opposed “boxer” engine. While other brands like Volkswagen, with its Type 1 Beetle, Type 2 van, Type 3 and 4 sedan/coupe/wagon, and Type 14/Type 34 Karmann Ghia, or Porsche with its 911/912, 914 and 718 models, and even Ferrari with its 1973-1976 Berlinetta Boxer, 1976-1984 BB 512, 1984-1991 Testarossa, 1991-1994 512 TR and 1994-1996 F512 M), have offered this unique engine type as well, the Italian supercar maker and VW no longer do, while Porsche only provides it in its sports car range which makes up much fewer sales than its sedan and SUV lineup.
Speaking of model lineups, the best-selling Subaru in Canada last year was the Crosstrek subcompact crossover SUV at 15,184 units, followed by the Forester compact SUV with 13,059 deliveries, the Outback mid-size five-passenger crossover with 10,972 new sales, the Impreza compact sedan and hatchback with 9,065 new buyers, the Ascent mid-size seven-passenger crossover SUV with 4,139 new sales, the WRX/STI performance sedan with 2,707 new customers, the Legacy mid-size sedan at 1,752 clients, and the BRZ compact sports coupe with 647 new sales last year. To find out more about these cars and crossover SUVs, including their trim, package and individual option pricing, plus available rebate information, financing/leasing promotions, and dealer invoice pricing that could save you thousands, click directly on their names.
All of the unique models just mentioned makes it clear that retaining as much of its distinctive brand character as possible while moving into the brave new world of automotive electrification is important for Subaru, yet the horizontally opposed engine configuration will eventually have to go if it’s plans for full electrification materialize. Fortunately all-wheel drive (AWD being standard with most of its models) can stay for both its future hybrid and electric cars and SUVs.
The short-lived Crosstrek Hybrid came standard with AWD, while incorporating Toyota’s hybrid technologies and Subaru’s 2.0-litre boxer engine. This allowed it to perform and sound like other Subaru models, keeping its brand identity intact. Subaru doesn’t want badge-engineered cars in its lineup, such as the Toyota/Subaru co-developed Subaru BRZ/Scion FR-S/Toyota 86, or for that matter the Yaris Sedan that was merely a Mazda2 with a Toyota front fascia and Toyota badging. Doing something similar with such a niche automaker would run the risk of diluting its hard-won brand image.
“Although we’re using Toyota technology, we want to make hybrids that are distinctly Subaru,” commented the brand’s chief technology officer, Tetsuo Onuki, to Reuters news agency. “It’s not only about reducing CO2 emissions. We need to further improve vehicle safety and the performance of our all-wheel drive.”
While Onuki-san was clear to point out that all-wheel drive would continue as a key Subaru character trait while it adapted to hybrid and electric technologies, AWD is becoming more common with its main rivals. Nissan and Mazda recently introduced redesigned passenger cars with optional AWD (the Mazda3 now providing an AWD alternative to Subaru’s Impreza, while Nissan’s Altima now makes AWD standard in Canada and therefore becomes a key rival to Subaru’s mid-size Legacy), and even though Subaru’s trademarked “Symmetrical AWD” is believed to be more capable in inclement conditions than challengers’ AWD systems, it’s not known if its even power delivery can be achieved effectively with an electric powertrain. What’s more, AWD often comes standard with electric vehicles, so it’s quite likely the AWD traction advantage Subaru cars currently enjoy won’t be unique in 15 years, making the Japanese automaker no more unique than any other brand.
On the subject of electric vehicles, Subaru and Toyota are in the process of co-developing an electric powertrain that will result in an electric vehicle per brand sometime this decade, with additional models to follow. Subaru is saying that hybrid and fully electric models will make up 40 percent or more of its annual worldwide production by 2030, with the hybrids no longer available five or so years after that.
In today’s fast-paced world, particularly in the automotive sector, 2030 is a long way off, and of course a lot can happen with respect to battery development, advancements in other alternative fuels, progress with car/ride sharing, etcetera, as well as geopolitical concerns that are completely out of an automaker’s influence (much of which can be negative), so changes to Subaru’s plans will be more than likely.
This said, the positive for Subaru is its ability to garner green accolades right now without having to take much initial action, which can make its customers feel as if their chosen brand is well on its way toward electrification, yet the ultimate target is so far off into the future that its long-term plans can be changed anytime along the way. Of course, some new hybrid models are likely within the next few years, plus at least one EV, so there is forward progress being made.
It should be noted that Subaru isn’t alone in making such long-term electrification plans, with GM having pitched a U.S. national environmental program in 2018 designed to motivate all carmakers to make at least 25 percent of their lineups into zero-emissions vehicles; Ford introducing $11.5 billion worth of new spending toward a dozen new hybrid and EV models by 2022; Toyota, as part of its Environmental Challenge 2050 program, pledging to lower vehicle life-cycle emissions by 25 percent plus by 2030, while targeting 2050 for eliminating 100-percent of their carbon emissions; Mercedes-Benz vowing to make at least half of its passenger car lineup electric by 2030, plus achieve full carbon neutrality within the next two decades.
Volvo may be vying to become the world’s greenest automaker, however, due to its commitment for half of its passenger cars to become electric by 2025, plus also make sure each cars’ life-cycle carbon footprint is reduced by 40 percent in five years time as well. It also wants the carbon output of its entire global operations (including suppliers) to be lowered by 25 percent by 2025, and finally has a plan to use a minimum of 25-percent recycled materials in its vehicle production by this very same year.
While Subaru’s plans aren’t quite as ambitious as Volvo’s, the Japanese automaker’s announcement marks a major step for such a niche automaker, and could be seen as a significant risk if electric vehicle take rates don’t improve enough to overcome investment costs.
Even though the Volvo XC90 is deep into its fourth model year, you’ll have trouble finding a more impressively detailed or more opulently appointed mid-size luxury crossover SUV. The big three-row Swede is impeccably finished, especially when upgraded to its most luxurious Inscription trim line, which is just the way it was most recently presented to me.
This was the fourth second-generation XC90 I’ve tested, and the second Inscription model, the other two in sportier R-Design trim. Of these, two were equipped with the 316 horsepower mid-range powertrain and the other two matched up with the considerably more motivating 400 horsepower plug-in hybrid configuration. This said, I hadn’t driven the less potent drivetrain since 2016, when this model was completely overhauled with an all-new LED headlight-infused, ultra-clean design language plus a level of bejeweled luxury Volvo had never ventured into. The result was an automaker pulled back from near death (before its August, 2010 takeover by Hangzhou, Zhejiang, China-based Zhejiang Geely Holding Group), to one of relative financial health.
Volvo’s Canadian sales more than doubled in the final quarter of 2015 when the 2016 XC90 arrived, from 10,964 vehicles during October, November and December 2014 to 22,507 cars and SUVs in Q4 of 2015, while the XC90’s deliveries jumped from 427 examples in calendar year 2014 to a total of 957 throughout 2015 and a phenomenal 2,951 in 2016. Amazingly, after a slight pullback in 2017 the growth continued with 3,059 XC90 sales in calendar year 2018, making the brand’s largest vehicle its most popular last year.
Interestingly, the new second-gen XC90 has found more Canadian luxury buyers each year than the XC60, and yes I’m talking about the totally new, wholly redesigned second-generation XC60 that went into production in March of 2017. The smaller five-passenger compact luxury SUV had consistently outsold Volvo’s much bigger three-row mid-size crossover before both models’ remakes, which is in-line with what most brands experience due to the affordability of the smaller SUVs.
The phenomenon is made even more unusual when factoring in that the new XC60 comes closer to matching the XC90’s high-level materials quality, overall refinement, superb digital interfaces, and varied choice of powertrains than any competitive brand, and that opting for the lesser model would actually leave about $13k in the pockets of would-be purchasers at the lowest end of both cars’ trim lines, and nearly $12k for top-tier Inscription T8 eAWD Plug-In Hybrid models.
Why would this occur? Volvo knows its customers better than I, and their marketing department hasn’t shared anything specific to this issue, but it seems as if its Canadian base prefers larger, more substantive, pricier vehicles, which should certainly have everyone at the company’s Richmond Hill, Ontario headquarters smiling, not to mention its growing retailer base.
While not the largest in its segment, the XC90 is clearly a mid-size three-row luxury crossover SUV. It measures 4,950 mm (194.9 inches) from nose to tail, with a 2,984-mm (117.5-inch) wheelbase, plus it’s 2,140 mm (84.3 inches) from side-to-side, including its exterior mirrors, while it’s 1,775 mm (69.9 inches) from the base of its tires to the top of its roof rails. It also provides a sizeable 237 mm (9.3 inches) of ground clearance, which certainly doesn’t hurt when trudging through deep snow.
The XC90’s generous dimensions make it more than just roomy inside. I first learned this when climbing inside the 2016 Volvo XC90 T6 AWD R-Design noted earlier, and confirmed it fully during a road trip in the 2017 XC90 T8 Twin Engine eAWD Inscription. My partner and I left Vancouver, drove up, over and down the Coquihalla Highway, and then up, over and down the 97C connector to Kelowna, BC during a wonderfully warm autumn in 2016, and while only two of us enjoyed this weekend getaway we carried a reasonable amount of cargo (including late season Okanagan fruit, preserves and wine) in the XC90’s 1,183-litre (41.8 cubic-foot) cargo hold, the volume available after dropping the third row into the floor.
If I owned an XC90 (or any three-row SUV) this is how I’d leave the seats set up most of the time, as the kids are now grown and have no need the third row. Yes it would be a shame to waste those nicely shaped individual bucket seats, each of which can easily accommodate my five-foot-eight, medium-build frame quite comfortably, making me wish Volvo configured it as a less expensive two-row model with additional under-floor storage, but no such luck.
As it is, the XC90 gets a decently sized 447-litre (15.8 cubic-foot) dedicated cargo hold aft of the third row, which expands to 2,427 litres (85.6 cubic feet) when both rear rows are laid flat. Even better, its second row can be folded in thirds so rear passengers can enjoy the more comfortable, optionally heated window seats while skis or other types of long items are loaded in between. I wish Volvo had added a pass-through for the third row as well, but that’s probably asking too much. As it is, the XC90 is one of the more flexible luxury SUVs from a passenger/cargo perspective.
As it has throughout its four-year tenure, the 2019 XC90 can be had in Momentum, R-Design and Inscription trims, the base model starting at $59,750 (plus freight and fees), the mid-range model beginning at $69,800, and top-line available from $71,450. Speaking of threes, this model also lets you choose from all of the brand’s 2.0-litre, four-cylinder power units, starting with the T5 AWD that’s only available in Momentum trim and simply uses a turbocharger to produce 250 horsepower and 258 lb-ft of torque. Above this is the T6 AWD in my tester that adds a supercharger to the mix for a total of 316 horsepower and 295 lb-ft of torque, while at the top of the Volvo heap is the T8 eAWD “Twin Engine” hybrid system that combines a 60-kW electric motor and externally charge-able plug-in battery for a maximum of 400 net horsepower and 472 net lb-ft of torque.
As for pricing, moving up to the T6 in Momentum trim will add $4,250 to the bottom line, while the Momentum T8 adds another $10,950. Alternatively you’ll be charged $12,650 in either R-Design or Inscription trims when moving from T6 to T8 power units, although take note you can save up to $5,000 in additional 2019 XC90 incentives right now by visiting the 2019 Volvo XC90 Canada Prices page right here at CarCostCanada, where you’ll also be able to get all the pricing details about trims, packages and individual options, plus manufacturer rebate information and otherwise difficult to find dealer invoice prices.
Along with standard all-wheel drive (as noted by all the “AWD” designations in the trim names), each XC90 powertrain comes mated up to an efficient eight-speed Geartronic automatic transmission with auto start/stop that automatically shuts the engine off when it would otherwise be idling, and restarts it when lifting your foot from the brake pedal. Obviously that autobox is set up differently in conventionally powered models to the hybrid, but the driveline is even more unique in when factoring in eAWD, which leaves the internal combustion engine to power the front wheels and aforementioned electric motor to rotate those in back.
Unlike early hybrid systems, the XC90’s T8 powertrain can also be driven solely on electric power at regular speeds, although with about 30 kilometres of EV range available you’ll probably need to rely on its gasoline-fed engine for supplemental energy when the battery drains, unless your commutes and/or errand runs cover short distances with as little highway driving as possible. Nevertheless, if you manage to keep your enthusiasm bridled and not dig into all of its 400 horsepower, the XC90 T8’s claimed 10.1 L/100km city, 8.8 highway and 9.5 fuel economy rating makes it one of the thriftiest SUVs in its class. Alternatively, the conventionally powered T5 and T6 powertrains are good for 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the former and 12.1 city, 8.9 highway and 10.7 combined for the latter, which are very impressive as well.
Yes, my T6 tester was the least efficient XC90, but compared to Lexus’ conventionally powered three-row RX 350 L it’s an absolute fuel miser, the Japanese luxury utility good for 11.1 L/100km combined. Then again Lexus makes a hybrid version that’s stingier than the XC90 T8, eking by at just 8.1 combined, while Acura’s regular MDX is rated at 10.8 L/100km combined and its hybrid at 9.0 in a mix of city/highway driving.
Amazingly these are the only electrified models in the mid-size, three-row luxury segment, but the XC90 T6’s efficiency still improves on Infiniti’s QX60 (10.9 combined), Audi’s Q7 (11.0 combined), Buick’s Enclave (11.9), Mercedes-Benz’s GLS (13.2), BMW’s X7 (10.8), Land Rover’s gasoline-powered Discovery (13.0), the 2020 Cadillac XT6 (11.5), and the 2020 Lincoln Aviator (11.6), with the only non-hybrid vehicle to beat it in this class being the just-noted Discovery when mated up to its turbo-diesel, a rare beast these days, yet capable of 10.4 L/100km combined city/highway.
I know for a fact the XC90 T6 is much quicker off the line than that Disco oil burner, however, not to mention most other entry-level models on this list (I used base models when comparing fuel economy numbers), while there’s absolutely no contest when comparing acceleration between hybrids. Truly, put your foot into the XC90 T6 AWD’s throttle and it’s hard to believe there’s a 2.0-litre four-cylinder mill pushing and pulling this big SUV forward, the little turbocharged, supercharged and direct-injected mill needing just 6.5 seconds to zip from standstill to 100 km/h. That makes the T6 1.4 seconds quicker to 100 km/h than the base T5 that crosses the same time line in 7.9 seconds, plus it’s less than a second (0.9) slower than the T8 that blasts the hefty Volvo from zero to 100km/h in a mere 5.6 seconds.
The T6 AWD doesn’t only look fast by the numbers, it feels even quicker when sprinting away from a stoplight or passing on the highway, while it also does a good job of hustling through corners. I’m not going to go so far as to say it can out-manoeuvre one of the aforementioned Germans on a tight, circuitous test track, but it’ll easily run rings around most of the others while delivering one of the smoothest, most compliant rides in its category, combined with one of the best driver’s seats in the business.
Before falling into the trap of listing out every single XC90 feature Volvo offers (click through to my 2018 XC90 R-Design review for this info, as I cover all trims and the 2019 model hasn’t notably changed), let’s just say Volvo’s mid-size SUV provides a good value proposition, especially when factoring in the superbly crafted interior I mentioned at the beginning of this review. Truly, the XC90 Inscription gets one of most luxuriously appointed cabins available south of a Bentley Bentayga, and to be honest, much of the Swedish utility’s switchgear is made from denser (and therefore higher quality) composites than the big British ute, whereas every one of the XC90’s digital displays is beyond compare (I should mention here that Bentley will update the Bentayga with much-needed new infotainment for 2020).
In front of the XC90’s driver is a completely digital gauge package capable of adding navigation mapping/route guidance to its centre multi-information section, where it can also house most of the infotainment system’s other functions, as well as the usual trip, fuel economy, etcetera info. Volvo’s award-winning Sensus infotainment system sits on the centre stack, its vertical, tablet-style touchscreen one of my favourites to use and its feature set replete with everything found in rival systems. Its overhead camera provides incredible detail, climate control interface some of the coolest temperature setting sliders around, and other functions right at the top of this segment, while its audio panel connected through to a sensational sounding $3,250 optional Bowers & Wilkins stereo featuring 1,400 watts of power and 19 speakers.
That upgraded stereo boasts a beautiful set of drilled aluminum speaker grilles on each door, plus a small circular tweeter atop the dash, but you’ll need to look back to the photo gallery for my 2018 XC90 tester to see what was missing, a stunning Orrefors crystal and polished metal shift knob. Remember I said that nothing below a Bentley comes close to this XC90? You really need to see and feel the gorgeous diamond-patterned metal edges of the rotating multi-function centre stack controller first-hand to appreciate how exquisitely crafted it is, or for that matter twist the similarly ornate lower console-mounted engine start/stop switch and cylinder-shaped scrolling drive mode selector, while the matte-finish hardwood found on the scrolling bin lids that surround the just-noted switchgear and shifter, plus the instrument panel and doors, is otherworldly. It’s difficult to argue against my Inscription trimmed tester’s contrast-stitched padded leather upholstery either, which can be found on nearly every other surface that’s not already covered in high-quality pliable composite materials. I’m not saying Volvo’s competitors don’t do a good job of detailing out their mid-size SUVs’ interiors, it’s just that the XC90 provides such a rare sense of occasion that few of its rivals can measure up.
Therefore, the next time a Volvo XC90 pulls up beside you, maybe nod with the same level of reverence shown to a Rolls-Royce Cullinan, Bentley Bentayga or Range Rover Autobiography, because it’s providing a similar level of opulent luxury while going much further to mitigate fossil fuel consumption and reduce emissions. That it can be had for a five-figure sum shows that its owners are pretty savvy too, which might be worth even greater respect.
Take a look at your phone, or maybe your partner’s. Is it rimmed in gold? The colour of royalty, jewellery and all things decadent was a bit out of fashion for the past few decades, with most watches and trinkets finished in platinum, white gold, silver or (ahem) stainless steel, but more recently gold has made a comeback, now blinging up our electronic devices, accessories and even our cars.
Thoughts of glittering gold adorned Cadillac Eldorado Biarritz coupes and convertibles might be a painful a memory for some, so don’t worry, the new 2020 Porsche Panamera 10 Years Edition, which celebrates a full decade of the four-door coupe’s production, uses a softer hue dubbed White Gold Metallic that’s tastefully applied to the 21-inch Panamera Sport Design alloy wheels as well as a special “Panamera10” insignia painted onto the front doors, while simultaneously getting etched into the door treadplates and inlaid within the instrument panel inside.
A number of global markets will be offering the new Panamera 10 Years Edition package for the Sport Turismo body style, but Porsche Canada will only make the stylish new upgrade available with its regular four-door design, particularly with its base Panamera, all-wheel drive Panamera 4, and electrified Panamera 4 E-Hybrid. This said Porsche is only providing prices for the latter two trims, with the Panamera 4 10 Years Edition beginning at $122,000 plus freight and fees, which is a $17,400 increase when compared to the regular Panamera 4, and the Panamera 4 E-Hybrid 10 Years Edition that starts at $132,700, a $14,900 increase over the regular base 4 E-Hybrid.
While the cars in Porsche’s launch photos are black, all the usual standard and optional Panamera 4 and 4 E-Hybrid colours are available with the 10 Years Edition, while the same can be said for the interior, although you may want to stay with the unique model’s black cabin with contrasting White Gold stitching, as you’ll be forced to pay more for alternative two-tone colourways.
You can learn more about 2020 Panamera 10 Years Edition packages, options and pricing right here on CarCostCanada, where you can also find out about any available rebates and otherwise difficult to find dealer invoice pricing that could save you thousands.
Standard Panamera 4 10 Years Edition features that haven’t been mentioned yet include LED matrix headlamps, ParkAssist with Surround View, Lane Change Assist with Lane Keep Assist (LKA), 14-way comfort seats featuring Porsche crests on their headrests, soft-close doors, plus Bose surround-sound audio, while standard performance features include Porsche’s adaptive three-chamber air suspension with Porsche Active Suspension Management (PASM) and Power Steering Plus. Those choosing the hybrid will also benefit from a more capable 7.2-kW on-board charger instead of the usual base 3.6-kW charge system.
The Panamera 4 10 Years Edition also comes standard with Porsche’s 3.0-litre turbo-V6 engine that makes 330 horsepower, whereas the Panamera 4 E-Hybrid 10 Years Edition joins a twin-turbo 2.9-litre V6 up with an electric motor for a combined total of 457 horsepower.
The first examples of the Panamera 10 Years Edition should start arriving at Canadian Porsche dealerships during the first quarter of 2020, so be sure to call to your local Porsche retailer to learn more.
Porsche revealed two final production Taycan EVs last month, but without doubt some potential buyers found the Turbo and Turbo S models’ respective $173,900 and $213,900 price tags a bit too rich for their budgets. Of course, the Stuttgart, Germany-based performance brand promised more affordable versions to follow, and therefore the $119,400 Taycan 4S is upon us. Priced much closer to the $108,990 base Tesla Model S, this is the EV “volume” model Porsche needs.
So what does the $55k (or $95k) buy you? Performance. Wheels aside there’s no obvious difference to exterior or interior design, or materials quality for that matter, but in place of the Taycan Turbo’s 671 horsepower, 627 lb-ft of torque, and launch control-assisted 3.2-second run to 100 km/h sprint from standstill to 100 km/h, or the Turbo S model’s even more outrageous 750 horsepower, 774 lb-ft of torque, and 2.8-second second run to 100 km/h, the new 4S uses makes due with “just” 522 horsepower, 472 lb-ft of torque and a 4.0-second dash to the 100-km/h mark.
A Performance Battery Plus package is available, boosting output to 562 horsepower and torque to 479 lb-ft for a nominal difference in naught to 100 km/h sprints (although Porsche rates it at 4.0 seconds as well), yet this upgraded Taycan 4S’ shoots from standstill to 160 km/h in a scant 8.5 seconds instead of dawdling along at just 8.7 seconds. Both 4S power units limit the Taycan’s terminal velocity to 250 km/h, which incidentally is 30 km/h less speedy than the Turbo or Turbo S.
Under the Taycan 4S floorboards are 79.2 kilowatt-hours of high-voltage lithium-ion battery capable of 407 km (253 miles) of estimated range, as per the European WLTP rating system, while the enhanced 93.4-kWh Performance Plus battery provides about 463 km (288 miles) of range. This compares well with next to the Taycan Turbo’s 388 to 412 km (241 to 256 mile) claimed range and the Turbo S’ 388 to 412 km (241 to 256 mile) estimates.
No matter the trim, the Taycan uses an industry-first 800-volt electrical architecture that makes for faster recharging due to a charge-rate of 225 kW with the Performance Battery or 270 kW for the upgraded Performance Battery Plus, making 22.5-minute 5-to-80-percent refills possible with all power unit specs. Regular 400-volt high-speed DC recharging happens at 50 kW, but an available booster can increase the charge-rate to 150 kW. You can also use the standard AC charge system at any J1772-compatible charging station, or plug it in at in at home, but charging times will be considerably longer.
Topping the Taycan up is made easier via Porsche’s new Charging Planner, which allows you to plot your route by mapping out ideal charging stations along the way. For instance, it will choose a quicker 270-kW station that can save you time when compared to a regular 50-kW DC charger, even if the quicker charger necessitates a detour from the shortest route. The Charging Planner also preconditions the battery to 20 degrees Celsius, which is best for the fastest possible charge-rate.
Like the Taycan Turbo and Turbo S, the new 4S incorporates an all-wheel drivetrain featuring front and back axle-mounted permanently excited synchronous motors plus a two-speed transmission in the rear. Additionally, Porsche’s centrally networked 4D Chassis Control system provides real-time analysis and synchronization for the Taycan’s standard electronic damper control Porsche Active Suspension Management (PASM) enhanced three-chamber adaptive air suspension, which should result in impressive road-holding capability.
What’s more, Taycan customers should enjoy improvements in reliability over Tesla Model S owners, thanks to Porsche designing a completely new hairpin winding technique for the electric motor stators’ copper solenoid coils, this allowing for a copper fill factor of 70 percent compared to 45 percent when wound using the conventional method, all of which results in stronger performance and less heat.
Monitoring the Taycan’s mobility status is a wholly digital primary gauge cluster filled with colourful high-resolution graphics and integrated within a free-standing, curved binnacle that pulls styling cues from the brand’s legendary 911. Just to the right, the Taycan 4S’ standard 10.9-inch high-definition capacitive infotainment touchscreen sits atop the centre stack. Most will also want the optional front passenger display that was introduced last month with the Taycan Turbo and Turbo S, this innovative addition extending the graphical experience across the rest of the instrument panel.
Features in mind, the Taycan 4S receives standard Black or White exterior paint, a unique front fascia design, a glossy black painted rear diffuser and side skirts, LED headlamps with Porsche Dynamic Light System Plus (PDLS Plus), 19-inch five-spoke Taycan S Aero alloys, red-painted six-piston front and four-piston rear brake calipers (instead of the yellow-painted calipers found on the two Turbo models) biting down on 360-mm front and 358-mm rear discs, regenerative brakes (with a maximum regenerative force of 0.39 Gs and recuperation of up to 265 kWh), proximity keyless entry, ambient interior lighting, partial leather upholstery, eight-way power-adjustable front seats with driver’s side memory and more, but take note this base model won’t go into production until June, 2020. Before then, the $1,690 panoramic glass sunroof replaces the standard aluminum roof, while the optional Porsche Mobile Charger Plus isn’t available yet either, which leaves the standard Porsche Mobile Charger Connect system for early adapters.
Available Taycan 4S options include a bevy of $910 metallic exterior colours, including the Taycan’s Frozen Blue launch colour shown in the photos, plus bright Mamba Green and deep Gentian Blue, as well as one $3,590 special colour, Carmine Red. Additionally, Porsche is offering two sets of optional 20-inch alloys and three 21-inch wheels, all ranging from $2,710 to $10,010, while the car’s black partial leather cabin can be upgraded to $4,710 black or multiple $5,360 two-tone leather, $7,490 solid or $8,150 two-tone Club leather, or alternatively $4,710 solid or $5,360 two-tone leather-free Race-Tex, the latter Porsche-first incorporating recycled materials that reduce the Taycan’s impact on the environmental.
The new Porsche should be near silent at speed too, due to an amazing Cd of 0.22, plus this ultra-aerodynamic design also minimizes energy use.
Porschephiles wanting a taller SUV model instead of this road-hugging four-door coupe will be glad to know that a crossover coupe dubbed Cross Turismo is on the way next year. It’s designed to go up against the Jaguar I-Pace, Tesla Model X and whatever else comes down the pike by then, so we can all look forward to that.
You can order the new 2020 Taycan 4S right now, however, just like its Turbo siblings, while its arrival date is set for summer 2020.
Not many cars have been as enthusiastically anticipated as the new Porsche Taycan, and now production model has finally arrived at the 2019 IAA in Frankfurt, Germany.
To say that it’s powerful seems as bizarrely understated as merely calling it quick. Take a deep breath and then consider that its most formidable variant makes an outrageous 750 horsepower and even more mind-blowing 774 lb-ft of torque, its collective force allowing for a 2.8-second blast from zero to 100 km/h.
Such performance is nothing new to Tesla aficionados, the California brand’s Model S P100D good for a 0 to 100 km/h run of only 2.6 seconds, but how it achieves that feat with just 613 horsepower and 686 lb-ft of torque available is beyond me (although the fact that its heaviest curb weight of 2,250 kg/4,960 lbs is lower than the Taycan’s 2,295-kg/5,059-lb unladen weight probably has something to do with it). Then again, Porsche has a tendency to understate performance specifications; this brewing up to be an epic drag race that every credible cable and YouTube automotive show will be covering.
This said, Porsche’s faithful care more going fast around corners than merely burning up the asphalt in a straight line. To prove the Taycan’s dominance through tight twisting curves, Porsche took a pre-series example to the legendary Nürburgring-Nordschleife racetrack and quickly set an EV lap-record of 7:42 minutes, which just so happened to obliterate the last Tesla Model S P85D’s 8:50 lap time by over a minute. A minute off the pace around any racetrack is downright embarrassing, making us willing to bet that Tesla will soon show up in Nürburg, Rhineland-Palatinate with its more recently introduced P100D, plus a complete crew and an experienced driver.
In Tesla’s corner is price, because any 2020 Taycan Turbo is much more expensive than even a fully featured Model S P100D. The 2020 Taycan Turbo, which makes 671 maximum horsepower in launch mode, 627 lb-ft of torque, and can achieve a 3.2-second run from zero to 100 km/h, is now ready to order for $173,900 plus freight, whereas the new top-tier Taycan Turbo S is available from $213,900. Making matters more interesting, these two models aren’t even fully loaded, with Porsche’s many pricey options capable of driving its price up and over $250,000, which is a range normally associated with Aston Martin Rapides, Bentley Flying Spurs and Rolls-Royce Ghosts (ok, maybe a used R-R).
None of the super sedans above are capable of completing the 100-yard dash as quickly or scaling a mountain pass with the level of fleet finesse as a Taycan, however, while none will get the job done without chugging down a tanker’s full of premium unleaded gasoline. Back to electrics, a new 2019 Model S can be had for a comparatively bargain basement $108,990, while its sportier Performance trim line will set you back a mere $134,990 before creeping up to $155k when all options are added. Still, that seems like chump change next to a Taycan Turbo or Turbo S.
If you’re starting to feel like Porsche has forgotten simpler folk that can barely afford anything into six figures, we can take a little comfort in knowing that these super-fast Turbo variants (in name only, as there are no turbos at play) are merely being introduced first for their jaw-dropping wow factor. Later this year additional less powerful trims will be added to bring the price down from their current cirrus-pheric levels to mere stratospheric realms, but the upcoming Cross Turismo crossover coupe, which will directly take on Jaguar’s I-Pace toward the end of 2020, will no doubt have a full range of more and less accessible window stickers.
While performance matters, styling will probably play a bigger role in consumer choices when opting for either the Taycan or Model S. The new Porsche is completely new and inarguably good looking, whereas the Model S has been in production for seven years with very few changes. Fit, finish and interior refinement isn’t exactly a Model S strong point either, but expect only the industry’s best materials and workmanship within the new Porsche, while Stuttgart’s various on-board electronic systems are as good as digital displays get.
To that end the Taycan includes a fully digital pod-like gauge cluster that appears to float on its own behind the steering wheel. The black background of its classic Porsche curved oval area gets filled with colourful high-definition graphics that should appeal to both experienced EV users as well as long-time Porsche owners, while the two touchscreens that span the centre and right-side of the dash, the second display in front of the passenger, and the third capacitive touchscreen atop the sloped centre console (a la Range Rover), are digital eye candy and ideal for optimal control of the car’s myriad functions.
One of those screens no doubt includes animated power-flow graphics that show a permanent-magnet synchronous motor powering each axle, combining for the previously noted output numbers depending on the model chosen, although it should be noted that both make 616 horsepower when not in launch mode.
With that overboost setting switched back on, the slower of the two Taycan models can launch from standstill to 200 km/h in a scant 10.6 seconds, while this car’s standing quarter mile arrives in just 11.1 seconds. Do the same with the more formidable Turbo S and the 200-km/h mark arrives in just 9.8 seconds, while the quarter mile zips past in only 10.8. Both trims top out at 280 km/h (161 mph), an electronically limited top speed.
To achieve such performance the new Porsche incorporates some ultra-sophisticated tech, such as a single-speed front transmission and a larger two-speed rear gearbox. The latter transmission incorporates one gear for acceleration and another taller one for higher speed cruising. It chooses between rear gear sets automatically by monitoring a driver’s style, but it can also be done manually by selecting one of five drive modes. Just like it sounds, Range mode optimizes efficiency and therefore employs the taller second gear as often as possible while temporarily shutting down the front motor, whereas Normal mode makes the second gear the priority, yet uses the first gear a bit more. Sport mode, on the other hand, prioritizes first gear up to about 90 to 100 km/h, although it shifts to the second gear whenever throttle pressure is eased, and then goes back to first when needed. The Taycan also includes Sport Plus and Individual driving modes.
Anyone who’s owned a Tesla knows about overheating, the Model S notorious for it, especially when trying to execute consecutive full-power standing starts. Rather than grandfather this problem onto new Taycan buyers, Porsche has designed cooler running electric motors that feature a special hairpin winding technique to the stators’ copper solenoid coils. The result is a copper fill factor of 70 percent compared to 45 percent when those coils are wound the traditional way, giving the Taycan better more reliable performance.
In order to prove its point, Porsche endurance-tested the new Taycan in ultra-hot climates (of 42°C with a track temperature of nearly 54°C). A pre-production model circled Italy’s high-banked Nardò Ring oval racetrack at speeds ranging between 195 and 215 km/h for 24 hours straight, the marathon including six test drivers covering 3,425 km (2,128 m). Following up this punishing test program was another test that saw the new Porsche undergo 26 back-to-back launches from standstill to 200 km/h of less than 10 seconds each, with an average of 0.8 seconds variance between fastest and slowest acceleration times. Then we have the Nürburgring event noted earlier, with performance that should completely set the Taycan apart from the Model S.
Below the floorboards of both Taycan Turbo models is a 93.4-kilowatt-hour high-voltage lithium-ion battery sourced from LG, with enough stored energy to drive for 381 to 450 km (237 to 280 miles) based on the European WLTP rating system. The more quicker Turbo S also offers more range, its expected distance from fully topped up to near empty being 388 to 412 km (241 to 256 miles).
Making all this happen is an industry-first 800-volt electrical architecture, this also providing for faster recharging when an appropriate 270-kW charge station can be found (or installed in your home). How fast can it be refilled? How does five to 80 percent in just 22.5 minutes sound? Sure that’s a long wait for those used to filling up at a gas station, but anyone familiar with an electric car will know this is incredibly quick.
Porsche’s Charging Planner makes the process of charging even easier, or at least can maximize one’s efficiency when traveling. For instance, when it charts a given route it factors in the best places to recharge along the way, even if it driving a bit farther out of the way for a quicker 270-kW charge station (which will save a lot of time over a regular 50-kW DC charger) is needed. What’s more, the Charging Planner will precondition the battery to 20°C for faster recharging.
As noted earlier, the new 2020 Porsche Taycan Turbo and Turbo S are now available to build and order from Porsche Canada’s retail website, or you can place an order through your neighbourhood Porsche dealer, but you’ll want to act quickly if being amongst the first in your city to own one matters. This is the first electric car ever capable of truly taking on Tesla’s quickest Model S, making it about as important as any EV built within the last seven years.
And while waiting to take delivery of your new Taycan, or simply hoping for those lottery ticket numbers to match the bouncing balls on TV, enjoy the complete album of gallery photos above and generous supply of Porsche-sourced videos below:
Story credits: Trevor Hofmann
Photo credits: Porsche
World Premiere Porsche Taycan (40:33):
The new Porsche Taycan – Designed to enliven (1:28):
The fully electric Porsche Taycan accelerates 0-90-0 mph on the USS Hornet (0:59):
Onboard Lap – Porsche Taycan Sets a Record at the Nürburgring-Nordschleife (8:09):
New Porsche Taycan sets a record at the Nürburgring-Nordschleife (0:58):
Taycan Prototype Convinces at Endurance Run in Nardò (0:57):
The new electric Porsche Taycan proves its repeatability of power before upcoming World Premiere (1:05):
A thank you to electricity: The Porsche Taycan (0:45):