New Mini Hatch and Convertible models are on the way, and while change is good, not everyone will like what they see.
We’ve had the current Mini design with us for nearly eight years now, so a redesign is long overdue. Still, we’ll only get a mid-cycle refresh for the 2022 model year, with a thorough ground-up redesign expected at some point in the next few years. Then again, Mini might have you questioning your beliefs if you’re currently thinking major updates only happen when a car gets completely revamped.
Like so many other model updates in recent years, the new 2022 Mini Hatch and Convertible have grown their grille size, the result easier to see on more basic Cooper and Cooper S trims than with the brand’s much sportier John Cooper Works (JCW) iteration, because the more affordable models feature a big body-colour bumper section within their grilles, and the top-tier version gets a completely blacked-out mesh grille insert, plus a much more intimidating lower front fascia, which is also finished in matte black.
Another visual departure replaces the cars’ classic round fog lights with narrow vertical creases, modernizing the Mini look yet not paying homage to its storied past, an unusual move for a retrospective brand. These appear like brake ducts instead of anything to house lighting elements, while the headlamp clusters now integrate the fog lights. The aforementioned JCW now grows out these corner vent/brake ducts, and could be said to look all the better for it.
It’s nevertheless unlikely Mini’s risky new forward-thinking design language will be all that acceptable to long-time fans of the brand, despite a press release attesting to the new design’s “purist look”. Those two words are referring to a grille surround that’s a bit closer to the original car’s shape than anything offered since the brand’s 2001 remake, but other than this loosely hexagonal borderline, the ovoid headlamp clusters to each side, and the car’s curvy shape overall, very little pulls from Mini’s storied past.
It’s difficult to say now, but it’s possible Mini’s new front fascia may become just as controversial as the tall, vertical “twin kidney” grille found on the front of BMW’s new 3 and 4 Series models. BMW, which owns and produces Mini, has created just a hubbub of discontent amongst its diehard ownership base, that aftermarket producers are already creating replacement front fascias with arguably better looking (smaller and more discreet) grille openings, which means the German automaker could inadvertently be creating a secondary market for its Mini line as well.
No doubt it has been difficult for Mini’s various design teams to update its lineup over the decades, being that it’s such an iconic brand. Volkswagen had similar challenges with its Beetle, no doubt, but they chose subtle changes that worked well, at least until they recently canceled the nameplate. Up until now, Mini has risen to the challenge admirably, but it’s possible, in a quest to expand the brand to a larger group of potentially new buyers, they’ve gone too far with the latest update.
Where the new Mini’s frontal design shows most of the changes, the car’s side profile and rear styling look more akin to the outgoing model, with updates to the former including “side scuttle” fender garnishes now featuring thin LED light strips for turn signal repeaters, and the latter portion only getting a revised bumper cap that no longer includes rear fog lamps or reflectors. Mini is also offering an optional Multitone Roof, which features a stylish gradient effect mixing Soul Blue, Pearly Aqua and Jet Black.
A new standard digital instrument cluster is the only noticeable update inside. It was first seen on the Mini Cooper SE plug-in hybrid and sportiest John Cooper Works GP model. The steering wheel is new as well, and warmer thanks to a heated rim. Additionally, the car’s centre air vents have now been better integrated within the dash panel.
An 8.8-inch infotainment touchscreen now comes standard in every new Mini Hatch and Convertible too. It provides modernized graphics and enhanced features, such as standard satellite radio and Apple CarPlay, although the more popular Google Android smartphone platform has yet to get full device integration through its Android Auto system. Fortunately, lane-departure warning will be standard for 2022, while the car’s adaptive cruise control system will include stop-and-go capability. Finally, Mini has reworked the interior’s ambient lighting system.
As for under-the-hood mechanicals, Mini Canada continues forward with a standard six-speed manual gearbox for 2022, while its fast-shifting 7-speed dual-clutch automated gearbox remains optional, with steering wheel paddles of course.
Likewise, engine output is once again rated at 134 horsepower and 164 lb-ft of torque for Mini Canada’s base Cooper model, this strong for an efficient 1.5-litre turbocharged three-cylinder. The 2.0-litre turbocharged four-cylinder in the Cooper S moves into 2022 unchanged too, continuing to make 189 horsepower and 207 lb-ft of torque, while the same engine in the JCW puts out 228 horsepower and 236 lb-ft. Lastly, the plug-in SE once again boasts 181 horsepower and 199 lb-ft of torque.
2022 model year pricing hasn’t been announced yet, but production started last month so we should receive details soon. If we were to venture a guess, all of the just-noted improvements to standard trims will likely increase base prices modestly.
What’s the fastest sedan in the world? Numerous four-door competitors have made claims of being quickest off the line, achieving the highest top track speed, and providing the best handling characteristics, but there’s a very good argument for the Porsche Panamera Turbo S being the current title holder.
Back in July of last year, an even less powerful Panamera Turbo achieved the Nürburgring Nordschleife lap record for production executive cars with Porsche works driver Leh Keen at the wheel, a title it continues to hold today, while Keen also piloted the even more capable Panamera Turbo S to the top spot amongst production sedans at the challenging 4.0-km long Michelin Raceway Road Atlanta road course with a lap time of 1:31.51 minutes.
“The engineers found a perfect balance,” commented Keen after his record lap. “They really made it feel small and sporty. The stability gave me a ton of confidence to use every bit of the asphalt and curbs. And yet the car has a completely different and more refined and relaxed character on the highway – an amazing combination.”
Factor in the Panamera is a luxury sedan made from some of the finest materials available, and filled with top-tier premium features (which add a lot of weight), and its highly competitive time seems even more daunting. The only cars that have officially beaten the Panamera Turbo S’ lap time include two Chevy Corvette Z06 (C7) entries with times of 1:30.18 and 1:29.81, a Dodge Viper ACR (Mk V) that ran Atlanta at 1:26.54, a Corvette ZR1 that did it in 1:26.45, and three Porsche 911s that hold third, second and first, including a GT3 RS at 1:26.24 and two GT2 RS (991) entries, the best of which achieved a time of 1:24.88. This puts the Panamera Turbo S in seventh place overall.
This also means the big four-door Porsche outpaced its own Cayman GT4 (718), which ran the track in 1:32.24 with the same driver at the wheel, not to mention the Taycan Turbo S that Keen drove to 1:33.88 (and earned a best lap time for EVs).
The Panamera Turbo S is new for 2021, as is its 620-horsepower twin-turbo 4.0-litre V8 engine. It puts 604 lb-ft of torque down to all four wheels, resulting in a mind-blowing zero to 100km/h sprint time of only 3.1 seconds, and an amazingly fast top track speed of 315 km/h (196 mph).
Along with all of the luxurious refinement and high-tech features that come with a car of the Panamera’s calibre, the new Turbo S comes standard with a host of advanced performance features too, including Porsche Ceramic Composite Brakes (PCCB), Porsche Torque Vectoring Plus (PTV+), rear axle steering, and Porsche Dynamic Chassis Control Sport roll-stabilization system (PDCC Sport).
The only change from production spec during its record setting Road Atlanta run, was the allowed upgrade from stock performance rubber to newly-developed road-legal Michelin Pilot Sport cup 2 ND0 ultra-high-performance tires that measure 275/35 ZR 21 103Y XL up front and 325/30 ZR 21 108Y XL at the rear. The “N” designation means these Michelins were co-developed with Porsche, with this special tire specifically designed for the Panamera and tuned at the aforementioned Nürburgring Nordschleife race track.
It should be noted that vehicle data acquisition and timing expert Racelogic recorded and verified the Panamera Turbo S’ Road Atlanta lap time using their VBOX video HD2 system. They’d better keep that timing equipment ready, because something tells us Porsche’s Panamera Turbo S will be setting more lap records in the near future.
To find out more about Porsche’s flagship sport sedan as well as its even more practical extended Sport Turismo variant, check out our 2021 Porsche Panamera Canada Prices page that shows all retail pricing and allows you to build out each trim with all available features.
Porsche only showed its new 2021 911 Turbo S Coupe and Cabriolet models in March, and we’re already find out what they’ve got in store for next year’s 911 Carrera, Carrera S, and Carrera 4S.
The two sportier trims will soon get a new seven-speed manual transmission, but we’re not yet sure if the DIY gearbox will be standard in Canada and therefore priced lower than the current standard eight-speed automated PDK dual-clutch transmission, as it was in 2019, or if it will be no-cost option like the latest 2021 models are being offered in Europe. Fortunately, Porsche Canada will announce pricing in a few months, which will clarify this question.
PDK-equipped 911s in mind, Porsche will make its InnoDrive adaptive cruise control system available for 2021 as well. InnoDrive has the ability to automatically maintain set speed limits and slow down for corners, in addition to the usual adaptive cruise control capabilities.
Also new, optional Smartlift raises the 911’s front axle to clear steep driveways and larger than average speed bumps, while it can also be programmed to automatically remember specific locations where it needs to lift. A tire temperature readout gauge is new for 2021 911s equipped with the Sport Chrono Package as well.
In an effort to make the 911 even sportier, a lightweight glass package reduces mass up high in the body and therefore lowers the car’s centre of gravity. Only available with the Coupe, this feature will be popular with performance purists, while those wanting more refinement can opt for thicker, better-insulated glass.
Porsche looks to its past for a new leather upholstery upgrade package, introduced earlier for the base 2021 Turbo S. The retro upgrade pulls styling cues from the 930-generation 911 Turbo, and is available in both the Coupe and Cabriolet.
More trivial yet still cool, Porsche’s seven-colour Ambient Lighting Package has been renamed from the outgoing model year’s somewhat less obvious Light Design Package name, while the 911’s exterior paint palette has grown to include Python Green for 2021, a colour also offered with the 911 Turbo S and 718 Cayman GTS 4.0.
We can expect more 2021 911 details closer to launch.
Despite the Geneva Motor Show getting cancelled due to the outbreak of COVID-19, automakers are making their major reveals online, so therefore Porsche has anted up with the most exciting variation on entirely new 992 theme yet.
The new 911 Turbo S was just introduced via the internet with a surprising 61-horsepower increase over its much-revered 580-hp predecessor, which means that it now produces a shocking 641-horsepower from an identically sized 3.8-litre six-cylinder enhanced by two VTG (variable turbine geometry) turbos. The horizontally opposed engine also develops another 37 lb-ft of torque for a grand total of 590, so be happy that it comes standard with Porsche Traction Management (PTM) all-wheel drive, which incidentally has the ability to transfer up to 369 pound-feet of twist to the front wheels when necessary.
The Turbo S’ 3.8-litre turbocharged six-cylinder mill, which is based on the latest 911 Carrera engine, has been totally redesigned. The update includes a new charge air-cooling system as well as new, bigger VTG turbochargers laid out in a symmetrical design that features electrically adjustable waste-gate flaps, while piezo injectors significantly improve “responsiveness, power, torque, emissions, and revving ability,” said Porsche in a press release.
An upgraded “Turbo-specific” eight-speed dual-clutch PDK automated transmission comes standard, which allows for a blisteringly fast sprint from zero to 100 km/h of only 2.7 seconds, which shaves 0.2 seconds from its predecessor’s zero-to-100 time, while naught to 200 km/h rips past in just 8.9 seconds, this new model a full second quicker than the old Turbo S.
Possibly even more impressive, the new 911 Turbo S is a tenth of a second quicker from zero to 100 km/h than the outgoing GT2 RS, that model a 700-horsepower racetrack dominator. Take note, 911 Turbo S Cabriolet buyers will lose a tenth of a second in the opposite direction, but this still makes the convertible as fast as a GT2 RS, so it certainly won’t cause its owner embarrassment. Without doubt the drop-top will be ideal for hearing the new sport exhaust system too, which incorporates adjustable flaps that promise the kind of distinctive soundtrack only a Porsche flat-six can provide.
An Imperial performance spec worth noting is the Turbo S’ 10.5-second drag strip dash down the quarter mile, which is impressive to say the least, while owners fortunate enough to drive their cars on Europe’s speed limitless Autobahns will feasibly be able to max out at 330 km/h (205 mph) in either Coupe or Cabriolet body style, albeit with the cloth top upright in the latter model.
Keeping such speeds in check are standard carbon-ceramic brakes featuring 10-piston front calipers, while control is further improved upon with a larger rear wing that, together with the pneumatically extendable front spoiler, provides 15 percent greater downforce than the outgoing Turbo S.
The new Turbo S is also wider than the outgoing model by 45 mm above the front axle, measuring 1,840 mm across, and 20 mm over the rear axle, which spans 1,900 mm across. This should improve stability, while Porsche has also modified its active suspension management system’s (PASM) software and hardware setup, dropping it down by 10 mm (0.4 in) plus providing “faster and more precisely controlled dampers” to improve “roll stability, road holding, steering behaviour and cornering speeds.”
The various functional vents added to the Turbo S’ front grille, rear fenders and back bumper are more about engine and brake cooling, mind you, not to mention styling aggression, while the rear design is enhanced further with a pair of uniquely rectangular exhaust tips that stick outward from the black centre diffuser, while the Turbo S is made to look even better thanks to a set of staggered 20-inch front and 21-inch rear lightweight alloy rims encircled by 255/35 and 315/30 Pirelli performance rubber respectively.
The new Turbo S’ cabin is as comfortable as any other 911 and even more premium due to a full leather interior with carbon trim and Light Silver details, as well as a GT sport steering wheel, a big 10.9-inch centre touchscreen, a new Porsche Track Precision app within that centre display that comes as part of the Sport Chrono package, Bose surround-sound audio, and 18-way power-adjustable sport seats.
You’ll be able to order an all-new 2021 911 Turbo S next month, with deliveries starting later this year. Pricing will start at $231,700 plus freight and fees for the Coupe and $246,300 for the Cabriolet.
And now, for your viewing pleasure, enjoy the following Porsche supplied videos:
The new Porsche 911 Turbo S: The peak of driving emotion (2:28):
The all new Porsche 911 Turbo S. Relentless. (1:02):
Livestream: new Porsche 911 Turbo S Premiere (14:56):
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.
Let me guess, that even if you live in one of Canada’s more established neighbourhoods you don’t often lay eyes on a Jaguar XF, let alone a lot of XE or XJ sedans. While once prolific in luxury crowds, four-door cars from Coventry are becoming rare sightings indeed.
Thanks to the stunningly beautiful Mk II and extremely elegant XJ Series I, II and III that followed, not to mention the B-Type, C-Type and E-Type sports cars that were inspirational for today’s sensational F-Type, the Jaguar brand grew legendary, but this day and age it seems that luring luxury customers into anything lower to the ground than a crossover SUV is becoming much more difficult, and it’s not for a lack of styling.
When the current XJ was completely reimagined for 2009, its wholly original, beautifully proportioned design set the stage for an entirely new lineup of Jaguar sedans and crossovers, but other than the latter lineup of SUVs, which are selling fairly well, it hasn’t exactly followed that bases-loaded homerun with an encore hit.
The second-generation mid-size E-segment XF being reviewed here arrived in 2015 as a 2016 model, and is beautifully sculpted too. Like the XJ and almost every Jaguar vehicle it’s formed from aluminum panels and composites, but only the XF can claim the brand’s best-ever drag coefficient of 0.26.
So it’s beautiful, lightweight and hails from an iconic brand, but that still doesn’t make it popular. It almost seems as if you need to be a curator of curious collectibles before stepping up and taking ownership of a car like the XF, but then again exclusivity has its privileges. It’s not like you’ll see one driving down the neighbourhood lane every day, or every other week for that matter. Crowd pleasers won’t like this one whit, but those who choose to be unique in order to stand out from that crowd will find the XF’s rarity a bonus. After all, while the XF is scarce, it’s hardly unusual in the way it goes about pleasing driver and occupants, combining a high level of old school charm with strong performance and plenty of highly advanced tech gear.
Jaguar actually improved the XF’s technology for this 2019 model, so that all XF trims now incorporate the brand’s updated 10.0-inch InControl Touch Pro infotainment touchscreen, which provides a larger display area to appreciate its completely new and wholly simpler graphics package (the classic red British telephone box ahead of a pastoral background and other scenes are now gone), easier visibility of the rearview camera, greater detail of the navigation mapping, plus plenty of other enhancements. If the more minimalist, arguably more sophisticated digital interface is not up to your standards, Apple CarPlay and Android Auto smartphone integration provide a new look when attached to your device, plus add proprietary features. Being that I’ve been an Android convert for the past few years (after getting fed up with lame iPhone batteries) I chose to use Jaguar’s stock system that’s much more appealing to look at. Incidentally, features like navigation and voice recognition are available in the XF’s second-rung Prestige trim and above.
Moving from tech to luxury, Jaguar’s super-soft Suedecloth is now standard on all XF roof pillars and headliners, as are aluminum treadplates with illuminated Jaguar branding, plus premium carpeted floor mats, metal foot pedals, chromed power seat switchgear, and a classy looking frameless auto-dimming rearview mirror.
Speaking of standard, the base 2019 XF is the $59,100 Premium, while other trims include the $64,500 Prestige, and $67,800 R-Sport when opting for the 247 horsepower 2.0-litre direct-injection turbo four-cylinder; the $67,000 Prestige, $70,300 R-Sport, $72,300 300 SPORT and $79,100 Portfolio when choosing the 296 horsepower version of the same gasoline-powered mill; the $66,500 Prestige and $69,800 R-Sport when hooked up to the 180 horsepower 2.0-litre four-cylinder diesel; and finally $75,300 for my tester’s 380 horsepower 3.5-litre supercharged V6-powered model’s sole S trim. These prices and trims, incidentally, plus packages and standalone options can be found right here at CarCostCanada, where you can also choose to save thousands by learning about available rebates and otherwise difficult to access dealer invoice pricing.
The diversity of available XF engines is actually quite amazing and rare, but all of these engines focus their energies on one tried and tested eight-speed automatic gearbox, no matter the trim. The quick yet smooth transmission boasts an innovative rotating gear selector that automatically powers upwards after startup from an otherwise flush placement on the lower console between the front seats, this system requiring standard paddle shifters for utilizing the Jaguar Sequential Shift manual mode, while all-wheel drive is also standard.
Further improving control no matter the driving situation, all XF trims come fitted with Jaguar Drive Control featuring Standard, Eco, Dynamic (sport), and Rain/Ice/Snow driving modes, each making a considerable difference to comfort, performance and all of the above, while Torque Vectoring by Braking (TVBB), and hill launch assist further aid drivers in mastering most road conditions.
Specific to my XF S tester, Adaptive Surface Response (AdSR) plus Configurable Dynamics and Adaptive Dynamics allow the choice of personal engine, suspension, steering, and transmission settings. All made a big difference to how this Jaguar responded to inputs, from being a comfortable, relaxed luxury car one moment, to a seriously responsive sports sedan the next.
Together with all items already noted, the top-tier XF S shown on this page receives beefier 350-mm front brake rotors and red calipers all around, as well as 20-inch alloy wheels, the latter upgrade improving performance and styling measurably.
Staying on the styling theme, the XF S also receives a unique “S” body kit that dresses up the car with a sportier front bumper, glossy black side sills and a gloss-black rear valance, plus a subtle rear deck spoiler. When stepping inside you’ll bypass special metal treadplates finished with unique “S” branding, while great looking Dark Hex aluminum inlays improve the instrument panel, rich Luxtec leatherette covers the dash top, and superbly comfortable, ultra-supportive “S” embossed 18-way powered sports seats ensconce driver and front passenger.
On top of everything already mentioned, the XF S also includes proximity keyless entry, pushbutton start/stop, an acoustic layer windshield, auto on/off headlamps, rain-sensing wipers, an electronic parking brake, a powered tilt and telescopic steering wheel, auto-dimming, power-folding, heated side mirrors with approach lamps and puddle lights, memory for those mirrors as well as the front seats, front seat warmers, mood lighting, a universal garage door opener, a backup camera, navigation, InControl Apps, Pro Services, Bluetooth phone and audio streaming, a USB port, two-zone auto HVAC, front and rear parking sonar, and more.
Additionally, along with the segment’s usual active and passive safety systems, the XF S arrives standard with autonomous emergency braking, lane keeping assist, blindspot monitoring, closing vehicle sensing, reverse traffic monitoring, driver condition monitoring, etcetera.
Over and above the standard XF S items already listed, my test car was upgraded to include a stunning Rossello Red paint job for $670; beautiful glossy black twinned five-spoke alloy wheels for $770; a special Black package featuring a glossy black mesh grille insert and surround, glossy black side vents, and the same inky treatment for the trunk garnish for $460; a Comfort and Convenience package for $2,200 that adds a overly excitable gesture-control system for the trunk’s powered lid (I’ll explain this in a moment); plus soft closing doors, three-way active cooled/ventilated front seats, and heated rear seats; a Technology package for $1,030 featuring a 12.3-inch digital gauge cluster, Pro Services, and a CD/DVD changer; a Driver Assistance package for $3,680 incorporating an overhead surround camera system, a forward-facing camera, 360-degree Park Distance Control, Park Assist semi-autonomous self-parking, dynamic cruise control with Queue Assist, blindspot assist, and traffic sign recognition with an intelligent speed limiter; a $1,330 head-up display system; a $410 heated windshield and heated washer jets package; plus $210 satellite and HD radio.
Only the $2,230 Premium Interior Upgrade package was missing or my XF S would be deemed fully loaded, the improvement otherwise adding four-zone auto HVAC with an air quality sensor and auto air re-circulation, plus a cooled glove box, side window sunshades, a powered rear sunshade, and configurable mood lighting; plus I might have enjoyed one of the optional interior décor trims more too, particularly the carbon fibre; yet even the way Jaguar provided it, the XF S was sensational and its asking price of $85,850 quite reasonable, this $10,550 more than the base XF S.
All of the features just noted are fastened to a lightweight and extremely rigid bonded and riveted aluminum body shell that I happen find extremely attractive, while the interior is very well made from some of the industry’s nicest leathers, woods and metals. My test car featured an Ebony (aka black) leather and Light Oyster (grey) contrast-stitched cabin that also boasted gorgeous Grey Figured Ebony veneers throughout. While impressive, especially when compared to Jaguar’s smaller XE sedan, I won’t go so far as to claim that the XF leads its class when it comes to fit, finish, materials quality, digital interface supremacy, feature superiority, ultimate roominess, or any other superlative. Still, it gets a good grade for all noted categories, while its completely unique look, feel, and overall impressive performance warrants your undivided attention.
Just like the more compact XE and full-size XJ, the XF actually drives like a smaller, lighter and more engaging car than its long, mid-size dimensions suggest, and most competitors can offer. Its previously noted 380 horsepower V6 responds with immediate energy that’s easily attributed to its sizeable displacement and aforementioned supercharger, which helps all 332 lb-ft of torque hit the ground running from launch, while its standard all-wheel drive makes wheel spin yesterday’s news in snow, rain or dry conditions, and the aforementioned ZF eight-speed clicks through its cogs with speed and precision.
The XF’s performance is its key calling card, from its steady, formidable (albeit exhaust-muted) 5.3-second zero-to-100km/h straight-line acceleration, to its sublime handling and excellent ride that’s brought about by a lightweight double-wishbone front suspension and integral link rear setup, the combination perfect for pushing the envelope through hard-pressed switchbacks at unmentionable speeds, or alternatively hauling down the highway or taxiing through town at more relaxed paces. The XF S is a sport-luxury sedan that can do it all.
This said I had a few issues with my test car, particularly the fact that my top-tier model didn’t even include remote engine start on the otherwise fancy key fob. It’s available as part of the InControl Remote App you can download onto your smartphone, but there were plenty of disgruntled iTunes and Play Store owners who said it only worked 25-30 percent of the time, and being that I only tested it for a week and was never even informed of the app prior to the test so I could download it, wasn’t able to pre-warm the interior in winter (or hypothetically pre-chill the cabin in summer).
Temperature settings in mind, I didn’t appreciate not having an auto mode for the heatable seats and steering wheel. Each needed to be switched on upon startup, and Jaguar only includes one ultra-hot setting for the steering wheel rim, forcing me to turn it on and off throughout my drive.
Another quibble focuses on the overhead sunglasses holder that doesn’t even properly fit smallish wire rim glasses like my Ray-Ban aviators. I had to turn them upside down in order to stuff them inside and shut it closed, which meant their lenses were left rubbing against the harder side of the lid.
On a more positive note, the dash corner vents whisk open in wonderful silence, which is equally cool to how the gear selector rises into place, but all the hard plastic found on the glove box lid, lower dash surfacing, console, and lower door panels didn’t impress anywhere near as well.
Finally I get to that trunk lid I mentioned earlier in the review. Hyperactive might be a better term than overly excitable, but either way it was a convenience feature gone wrong. Let me explain: Basically it opens up whenever anyone with the key fob in purse or pocket walks past. Other carmakers that use this type of hands-free trunk opener, such as Hyundai and its Genesis luxury division, cause you to stand next to the back bumper for at least three seconds before it activates the automatic trunk lid, but my XF tester’s trunk kept popping open immediately upon sensing the key fob. Once, after pulling up at a shopping centre, the trunk sprang open as I walked past on my way toward the mall. Unfortunately this gave a nice preview of my valuables to any miscreant eyes nearby, which is certainly a security risk. Another time I kept the engine running (for less than a minute) while delivering something to an office I have regular business with (don’t worry, their parking lot/entrance is totally private), and voila, while walking past the XF’s backside the trunk lid popped open once again. It performed the annoying ritual while pumping gas too, and on other occasions.
Fuel in mind, the XF achieves a Transport Canada rating of 12.0 L/100km city, 8.4 highway and 10.4 combined, which is actually pretty decent for such an enthusiastic drivetrain strapped to such as generously proportioned luxury sedan, although I must point out that buyers willing to forgo some accelerative force for thriftier economy can choose the aforementioned turbo-diesel that gets a superb 7.8 city, 5.8 highway and 6.9 combined rating. Diesel is often significantly cheaper than gasoline too, and allows you to drive greater distances per tankful.
While that trunk kept popping open I was continually reminded just how large it is. It measures a generous 541 litres (19.1 cubic feet), and better yet provides ultra-convenient 40/20/40 split-folding rear seats that let you lay longer items like skis down the middle while outboard rear passengers enjoy the more comfortable, warmer window seats.
The XF is spacious for front and rear occupants as well, this due to a wheelbase that was lengthened considerably when the second-gen car arrived. By the numbers you’ll have 1,055 mm of legroom in front while your rear passengers will benefit from 957 mm, so you shouldn’t hear complaints from tagalongs when it comes to roominess.
At the end of my weeklong test I wouldn’t say I was in love with the 2019 XF S, but certainly grew to appreciate its many qualities despite its few quirks. Yes, it’s nowhere near perfect, but its larger touchscreen and other improvements make it better than ever, while its performance was excellent for all but those (like me) that have experienced this car with a supercharged V8. That in mind, I’d consider the XF even more seriously with one of its four-cylinder alternatives, for its economical and environmental benefits. Either way, Jaguar has most bases covered with the XF, making it a credible choice in this highly competitive mid-size luxury category.
It’s not too often that the cheapest and stingiest choice ends up being the most enjoyable, but such is the case with Nissan’s Micra.
Cheap? How does $10,488 sound? If you were in the market for this little city car last year it probably sounds $500 too high, because the Micra was one of Canada’s only new sub-$10k cars for its entire four-year existence (except for the $9,995 Chevy Spark and Mitsubishi Mirage when it went on sale to clear out end-of-year stock), but thanks to a new standard 7.0-inch centre touchscreen featuring an integrated backup camera and some other updates, it’s a bit pricier this year. You can see all of the trims and check out previous years’ pricing right here at CarCostCanada, where you’ll also find manufacturer rebate info and dealer invoice pricing.
Its new list price still beats inflation (according to the Bank of Canada inflation calculator), as well as the Mirage by $510, and now that I think of it the Micra also beats the Mirage by 31 horsepower, 33 lb-ft of torque, 400 cubic centimetres of engine displacement, one cylinder, one rear suspension stabilizer bar, one-inch of standard wheel diameter, 20 millimetres of standard tire width, 32 litres of additional passenger volume, 41 mm of front headroom, 29 mm of rear headroom, 0.5 inches of standard centre touchscreen, six litres of fuel tank volume, and the list goes on.
All said it would be unfair not to mention that, while the Mirage is about as sporty as a Kenmore dryer on spin cycle, its claimed fuel usage nears hybrid levels of efficiency at 6.5 L/100km combined city/highway in manual form and just 6.2 with its optional continuously variable transmission (CVT), compared to 7.9 L/100km for the Micra’s five-speed manual and 8.0 for its available four-speed automatic.
The Mirage beats the Micra in a number of other notable ways too, such as standard auto off headlamps, LED taillights, body-colour mirror caps, exterior door handles and liftgate handle, a chrome rear garnish, standard power door locks with remote access, power-adjustable side mirrors, powered front windows, air conditioning, Apple CarPlay and Android Auto smartphone integration, two more standard stereo speakers, a driver’s knee airbag, 79 additional litres of cargo capacity behind the rear seats, 511 more litres of cargo space with the seats folded, two more years or 40,000 more kilometres of basic warranty, five more years or 60,000 more km of powertrain warranty, etcetera, while year-over-year sales of the Mirage were off by just six percent compared to 39 percent for the Micra.
That last point might make it look as if more people like the Mitsubishi, but just 2,351 Canadians took a Mirage home last year compared to 5,372 that opted for the Micra. It’s easy to see they didn’t make their choice by comparing standard features and fuel economy, because the Mirage clearly comes out on top in these categories, so why all the Micra love?
Take both cars for a drive and you’ll immediately understand. The Micra is so much fun you’ll be wondering why everyone’s making such a fuss about SUVs, whereas the Mirage feels best when idling in bumper-to-bumper traffic. If the latter describes your commute and you never plan on driving up to Whistler or Kelowna via the Coquihalla for a weekend getaway, by all means go all in on the Mitsu, but if you want a car that has the power to keep up with traffic while climbing steep grades, let alone is sporty enough in stock trim to compete in its own spec racing series, choose the Micra, and while you’re at it watch a few segments of the highly entertaining Micra Cup (see below for Race 1 of the 2018 season).
Rather than applying lipstick to a pig and trying to pass it off as the prom queen, Nissan invested its Micra money into a formidable direct-injection 1.6-litre four-cylinder engine good for 109 horsepower and 107 lb-ft of torque, compared to 78 and 74 respectively for the Mirage, plus a sporty feeling five-speed manual transmission with nice, progressive clutch take-up, wonderful steering feel, a front strut, rear torsion beam suspension with stabilizer bars at both ends, 15-inch wheels on 185/60 all-season tires, and overall driving feel that punches way above its 1,044-kilo welter curb weight.
Of course, how a city car takes to the corners may not matter as much to some folks as others, but let me know how you feel about that after you’ve just managed to avoid an accident thanks to the fleet footedness of your much more agile Micra. Due to such well-engineered suspension systems, I’m thankfully able to share a number of near misses that could have been bent metal at best, so handling is as much of a safety issue as braking performance, which I must say is pretty good on both cars despite their front disc, rear drum setups.
I know, many buying into this class will likely care more about colour choices and styling than performance and safety, and when it comes to visual appeal I think the Micra has an edge in this respect too. While both are quite seasoned, this generation of Mirage Hatchback having arrived on the scene in 2012 and the current Micra in 2011, albeit in Canada during the spring of 2014 as a 2015 model, the little Nissan looks well proportioned and actually quite sporty from all angles.
Inside my base S trimmed tester, the word spartan comes to mind. Maybe minimalism might be kinder, because it does brighten things up with silver metal-like accents in key areas, and a nice, sizeable 7.0-inch centre touchscreen filled with a colourful interface, this especially true when placing the shifter in reverse and enjoying the big new backup camera on the display, while Bluetooth audio, Siri Eyes Free, and plenty of other functions provide a fully up-to-date user experience, but the black cloth seats come up a bit short on creativity, and the three-dial HVAC system is, while perfectly functional, easy to use, and adorned with blue and red highlights on the temperature knob and some backlit orange elements elsewhere, hardly exciting.
The steering wheel is new, and in its most basic form gets a fresh set of metallic silver audio system and Bluetooth phone switchgear on its leftmost spoke, but the two-dial gauge cluster hasn’t changed for as long as I’ve been testing this car, my first review being a 2015 version of this very Micra S, with its only option being a sparkling coat of Metallic Blue paint. This 2019 tester’s $135 worth of Magnetic Gray paint aside (the price of optional paint hasn’t gone up one cent), the gauge package is large and easy to read in any light, while the little LCD gear selector, odometer, fuel gauge, and trip computer display, capable of showing current and average fuel economy plus distance to empty) is kind of cool in a retro Seiko digital watch sort of way.
I reviewed 2016 and 2017 examples of the top-line Micra SR too, the former in a beautiful blue-green Caspian Sea hue (that’s still available), and the second in a less playful Gun Metallic grey (that’s been replaced by this car’s aforementioned Magnetic Gray—Metallic Blue is now only available in upper trims, incidentally), but Charcoal Cloth (black) is the only interior colour choice, albeit upper trims get some patterned colour woven into the seat inserts that’s a big move up in visual stimulation.
What else do you get with the base Micra? The new infotainment system and steering wheel switches aside, the Micra S comes with thoughtful little luxuries like rubberized knobs for the manual winding windows, cool little toggles for manually adjusting the side mirrors (although you’ll need to stretch across the car or ask for help to set up the one on the passenger’s side), carpeted floor mats front to back, and did I mention the genuine cloth seats? Of course, I’m poking a little fun at the expectations of our first world life, because very few cars available on the Canadian market have wind-up windows these days, let alone require a key to get into each front door as well as the rear hatch. Seriously there’s not even an interior latch to remotely release it, but once it’s unlocked you have the luxury of opening and closing it at will.
Standard features of note that have not yet been mentioned include tilt steering, micro-filtered ventilation, variable intermittent wipers, an intermittent rear wiper, two-speaker AM/FM/CD/MP3/WMA audio with Radio Data System (RDS) and speed-sensitive volume control, a USB port and aux-in jack, a four-way manual driver’s seat, 60/40 split-folding rear seatbacks, and more.
If you want air conditioning and/or cruise control, not to mention an upgraded steering wheel featuring switchgear on its right spoke, simply opt for the Micra S with its available automatic and these features come standard. That upmarket move requires a surprisingly hefty $3,810 resulting in a new total of $14,298 before freight and fees, which, once again to be fair to the Mitsubishi, is $2,100 more than the Mirage CVT that already includes the autobox-infused Micra upgrades as standard. The thing is, you’ll be hard pressed to get up a steep hill in the Mitsubishi, while you’ll be hard charging in the Micra.
The fancier cloth isn’t all you get when moving up from the Micra’s base S trim to its $15,598 mid-range SV or $17,598 top-tier SR grade, with the former trim’s standard features list swelling to include the automatic transmission, body-coloured mirror caps and door handles, power locks with auto-locking, powered windows, heated power-adjustable side mirrors, chrome interior door handles, cruise control, air conditioning, four-speaker audio, a six-way manual driver’s seat with a folding armrest, etcetera, while factory options for this trim include a $400 SV Style Package with 15-inch alloy wheels and a rear spoiler.
The top-line Micra SR gets the same rooftop spoiler and its own set of aluminum wheels, although its standard machine-finished rims grow to 16 inches and ride on 185/55 all-season rubber, while the rest of its standard features list includes upgraded sport headlights and taillights, front fog lamps, side sill spoilers, chrome exterior accents, a chrome exhaust tip, a leather-wrapped steering wheel, a leather-wrapped shift lever with the manual transmission (which once again comes standard), even nicer Sport cloth upholstery, and more.
Paint colours aside there aren’t any factory options for the Micra’s two upper grades, but Nissan provides plenty of dealer-installed accessories no matter the trim, and some really celebrate the car’s sporty nature. For instance, there are Colour Studio packages that include contrasting coloured mirror covers and sport stripes available across the line for $219, or alternatively you can swap out the body-colour door handles on SV and SR models with the same contrasting colour from the aforementioned City Package by choosing the $461 Trend Package, while the $599 Intensity Package ups the ante with a contrasting coloured rear hatch finisher and a custom “Premium Package” emblem.
Alternatively you can get all of the above individually, as well as colour centre wheel caps, a rear rooftop spoiler (for S and SV trims), a chrome exhaust tip (ditto), etcetera, plus a whole host of more conventional accessories like all-season floor mats, a cargo mat, bicycle and ski/snowboard/wakeboard carriers, and more.
I should mention that the Micra and Mirage aren’t the only hatchbacks vying for your attention in this class. As noted earlier, Chevy’s little Spark is also a credible competitor for about $500 less than the Micra, while it bridges the gap (more like a chasm) when it comes to performance thanks to 98 horsepower and 94 lb-ft of torque (still 11 hp and 13 lb-ft less than the Micra), and fuel economy that’s rated at 7.2 L/100km combined, plus it offers an identically sized 7.0-inch touchscreen with standard CarPlay and Android smartphone integration, etcetera. It was redesigned for 2019, which spurred the strongest year-over-year growth within Canada’s entire small car sector (including larger subcompact and compact models) at 24.2 percent, resulting in 4,945 units and second place in the city car segment.
At the other end of the positivity spectrum Fiat’s much pricier $22,495 500 lost even more ground than the Micra at -68 percent and just 269 units down the road during the same 12 months—year-over-year Micra sales were down 39 percent, incidentally. The Smart Fortwo, which doesn’t really face off directly against any of these five-place competitors due to having just two seats, now being solely electric and thus starting at $29,050 and wearing a new EQ badge, saw its sales shrink by 13.9 percent to 317 units last year, while the entire city car segment has been contracting in recent years due to the cancellation of the all-electric Mitsubishi i-MiEV last year and the Scion iQ the year before.
Glancing back at that list of rivals and it’s not too unreasonable to surmise some future cancellations. Truly, if it weren’t for Daimler’s brilliantly innovative Car2Go sharing program (it was first) it’s highly unlikely the Smart brand would exist anymore, at least in our part of the world, while both Fiat, which is repositioning itself as a boutique premium brand like Mini, and Mitsubishi, that’s only having any notable success with Outlander compact SUV that saw growth of nearly 50-percent last year due to a plug-in hybrid version, may not make it through the next inevitable recession.
I mean, if Fiat only managed to sell 596 vehicles brand-wide up until October of 2018, which is a 73 percent drop from the year prior, and then conveniently forgot to mention the brand in its monthly and yearly totals in November and December, there’s a pretty good chance they’re about to say arrivederci to the North American markets sooner than later. We sourced the information from Automotive News Canada that reported 645 calendar 2018 sales for a 72.4 percent downturn compared to the 2,339 units sold in 2017, but that’s still got to be beyond challenging for the Italian brand’s 55 independent retailers.
I’ve driven all of the above so therefore it’s easy for me to understand why the Micra is Canada’s best-selling city car, not to mention more popular than plenty of other small cars including the Mini Cooper at 4,466 units, the Honda Fit at 3,520 (although a flood at its Mexican assembly plant was the cause of its 29.9 percent downfall), Chevrolet Sonic at 2,836 (which will soon be discontinued), Volkswagen Beetle at 2,077, Ford Fiesta 1,323 (also cancelled), and Hyundai Veloster at 1,077 units (but it’s more of a niche sport model). I’m not saying this final list of cars aren’t more appealing than the Micra overall, but when value is factored into the mix, only the Honda Fit measures up.
While we most likely won’t see a redesign of our Canadian-exclusive Micra anytime soon (most other markets received an all-new Micra in 2017), because it’s not available in the U.S. and therefore may not warrant the investment, it’s possible that a change in market conditions could see it quickly become even more popular than it already is with price- and interest rate-sensitive first-time and fixed-income buyers. Still, as much as I’d like to get my hands on the more up-to-date version, the current Micra offers so much value for its asking price and provides so much fun at the wheel that it’s impossible to beat, and now that Nissan has given this base model new life with a fresh infotainment touchscreen it’s even better than ever, putting the new 2019 Micra S high on my budget conscious shoppers recommendations list.
Story credits: Trevor Hofmann, Canadian Auto Press