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2020 Mercedes-Benz A 220 4Matic Road Test

I’ve heard the line before. People only buy Mercedes-Benz products to flash its prestigious three-pointed star. That may be true in some cases, but with respect to the new A 220, and many other cars in its extensive lineup, it wins new luxury buyers by being best in class.

It doesn’t hurt that the A 220 looks as good as it does, but take note that at just $37,300 (plus freight and fees) the newest model in Mercedes’ wide and varied 2020 collection isn’t just for the affluent. Yes, that number is a significant $2,310 more than last year’s A 220, but it now comes with standard 4Matic all-wheel drive, Canadians probably not buying enough of the 2019 front-wheel drive variants to make a business case viable moving forward. Still, Mercedes’ most affordable new model is well within reach of those not normally capable of buying into the luxury class, with this base model priced very close to fully loaded versions of mainstream volume-branded compacts.

At first sight the A 220 appears too long, low and lean to be a compact four-door sedan, but with a little research I soon found out its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase puts it slightly smaller than some mainstream compacts you likely know better, including the Honda Civic, Toyota Corolla, Hyundai Elantra and Mazda3, while it competes directly in size and particularly in price with premium-badged sedans such as the Audi A3, Acura ILX, and new BMW 2 Series Gran Coupe, although the Bimmer more accurately targets Mercedes’ sporty CLA-Class four-door coupe.

The new BMW hasn’t been around long enough to collect usable sales data, and it’s hardly been the best of years for the car industry on the whole anyway, so therefore a look back to calendar year 2019 more accurately shows the A-Class and the rest of Mercedes’ small car lineup cleaning up in Canada’s compact luxury competition. Mercedes sold more than 5,000 subcompact luxury models in 2019, which included the new A 250 hatch as well as this A 220 sedan, plus the CLA-Class and outgoing B-Class (more than 300 of the now cancelled Bs were delivered last year, and another 200-plus over Q1 of 2020).

By comparison, the second-best-selling Mini Cooper, which is also a collection of body styles and mostly lower in price, found more than 3,700 Canadian buyers, whereas the Audi A3/A3 Cabriolet/S3 garnered 3,100-plus new customers, the ILX almost 1,900, the 2 Series (ahead of the new four-door coupe arriving) at just over 1,200, and BMW’s unorthodox i3 EV finding 300 new owners. Incidentally, the A-Class, which was the only model in this segment to achieve positive year-over-year sales in 2019 (slightly below 14.5 percent), won over 3,632 new buyers last year alone, placing it just behind the previously noted Mini that saw its Y-o-Y sales fall by 17 percent.

Certainly, the A 220’s attractive styling and approachable pricing contributed to its strong sales last year, but there’s a great deal more to the swoopy four-door sedan than good looks and price competitiveness. For starters is a knockout cabin that wows with style and hardly comes up short on leading-edge features. Most noticeable is Mercedes’ all-in-one digital instrument panel/infotainment display, that combines some of the most vibrantly coloured, creatively penned graphics in the industry with wonderfully functional systems, while housing it all within an ultra-wide fixed tablet-style frame.

These electronic interfaces are important differentiators when comparing an entry-level Mercedes to fully loaded compact sedans from mainstream volume brands like Honda, Toyota, Hyundai and Mazda. Truly, the A 220’s lower dash and door panels aren’t necessarily made from better materials than its more common compact counterparts, respectively the Civic, Corolla, Elantra and Mazda3, but most everything above the waste comes close to matching the tactile and materials quality found in more expensive Mercedes models, like the C-Class and even the E-Class. Together with the eye-popping digital interfaces already mentioned are gorgeous stitched leather door inserts, rich open-pore textured hardwood along those door panels and across the dash, while satin-finish aluminum trim can be found all over the interior, my personal favourite application being the gorgeous turbine-like instrument panel HVAC vents.

Going back to the all-in-one primary instrument cluster and infotainment widescreen display, dubbed MBUX for Mercedes-Benz User Experience, the left-side gauge package provides a number of different display themes including Modern Classic, Sport and Understated, plus the ability to create your own personalized themes, while the layout can be modified to a numeric format speedometer in place of the traditional-looking circular one, with the rest of the display area used for other features like navigation mapping, fuel economy info, regenerative braking charge info, Eco drive setting information, etcetera.

Over on the right-side of my test model’s MBUX display were the usual assortment of centre-screen infotainment functions, like navigation (albeit with the ability to opt for an augmented reality feature that shows a front camera view displaying upcoming street names and directional indicators); audio system info including graphical satellite radio station readouts; drive settings that include Eco, Comfort, Sport and Individual modes (that can also be chosen via a rocker switch on the lower console); advanced driver assistive systems settings; a calls, contacts and messages interface; a big, clear parking camera with active guidelines; plus more, and on top of all this Mercedes provides more hands-on control of infotainment functions than any competitor.

Adjustments can be made via the touchscreen itself, which is rather uncommon in the luxury class, plus you can use Mercedes’ very smart Linguatronic Voice Control system that’s easily one of the most advanced in the industry (but take note that “Mercedes” is a tad too eager to help out, always responding with a pesky “How can I help you?” when mentioning her name), or alternatively let your thumbs do the talking via a miniscule set of BlackBerry-like optical trackpads on the steering wheel spokes, or finally use the touchpad on the lower console, which is surrounded by big quick entry buttons as well. That touchpad is the best I’ve used this side of my MacBook Pro, providing intuitive responses to tap, swipe and pinch inputs, is as easy to use as dropping your right arm from the steering wheel, and didn’t cause me to divert my eyes from the road more often than necessary.

An attractive row of climate controls stretches across a smartly organized interface just below the centre display, featuring highly legible readouts and lovely knurled aluminum toggle switches, all hovering above a big rubber smartphone tray that boasts wireless charging capability. All around, the A 220 provides most everything you’ll need and a number of things you won’t, but I like the soft purple ambient lighting nonetheless.

The only negative I could find were the small, delicately sized and hollow feeling steering wheel stalks for the turn signals/wipers and selecting gears, but due to how well they’re made I still can’t lambaste them completely. I’m thinking they’re more about reducing mass to save on fuel and improve performance, not that they’d individually make a big difference to either. To be clear, I’ve never tested lighter or less substantive column stalks ever. In fact, the shift paddles feel heftier, but they certainly did what they needed to and won’t likely fall apart, it was just a strange decision for Mercedes to make such important hand/machine interfaces so flimsy feeling.

Even before I shifted the A 220 into gear, I was shocked at how thin the lower door panel composite was. Was this due to weight savings as well? The plastic extrusions were perfect with thin ribs strengthening their upper edges, so it wasn’t a case of cutting corners, but they didn’t feel up to Mercedes’ usual high-quality standards. Fortunately, as noted earlier, the A 220’s more visible surfaces are superb, other than the hard-composite lower centre console that might be somewhat disappointing to those that have recently spent time in one of the upper trims of the volume-branded compacts noted before, which mostly finish such areas in soft padded pleather.

Up above is a particularly nice overhead console featuring controls for a big panoramic glass sunroof, plus LED dome and reading lights, and more. It was strange that the B and C pillars weren’t wrapped in fabric, with only the A pillars done out to premium standards, just like the mainstream cars just mentioned, but of course this isn’t totally uncommon in the luxury segment’s most basic entry-level category. At least all of components fit nicely together, with each lid and every door shutting with firm Teutonic solidity, except for the glove box lid that was particularly light in weight.

My tester’s interior was doused in a light grey and black two-tone motif, much of the grey being leather that covers both rows of seats that are wonderfully comfortable and wholly supportive, particularly via their side bolstering. They even included manually-adjustable lower thigh extensions that I loved. I’m not only talking about the front seats, by the way, because those in the rear outboard positions provided good comfort as well, thanks to sculpted backrests and more foot and legroom than expected, plus a decent amount of headroom.

After adjusting the driver’s seat for my long-legged, short-torso five-foot-eight, small-build body type, there was still about five inches in front of my knees and more than enough space for my feet while wearing a pair of boots, while side-to-side roominess was good too. With three inches of airspace over my head, tall teens and larger adults than me should have no problem fitting in back, while the rear headrests also provided comfortably soft support.

Mercedes provides a fold-down centre armrest in back, but I found it too low for comfort, although it would likely be ideal for smaller sized adults or children. It comes with a duo of pop-out cupholders that clamp onto drinks well, while a set of netted magazine holders are attached to the backside of each front seat too. Each rear outboard passenger gets their own HVAC vent as well, plus just under these is a pull-out compartment complete with a small storage bin and a pair of USB-C chargers. No rear seat warmers were included in my tester, but LED reading lights could be found overhead.

Cargo shouldn’t be a problem being that the A 220’s nicely finished trunk is quite big for this class, and I really appreciated the ability to stow longer items like skis down the middle thanks to ultra-versatile 40/20/40 split-folding rear seatbacks. Folding the seats down is easy too, because Mercedes offers up a set of trunk-mounted levers.

Together with everything already mentioned, this year’s A 220 comes well equipped with standard features such as LED headlamps, 17-inch alloys, brushed or pinstriped aluminum interior inlays, pushbutton start/stop, MBUX infotainment (although the base model’s display size is smaller than my tester’s at 7.0-inches for each of its two screens), a six-speaker audio system (that provided deep resonant bass tones along with nice mids and highs), a power-adjustable driver’s seat with memory, heated front seats, the panoramic sunroof mentioned earlier, forward collision warning with automatic emergency braking, plus a lot more.

You may have noticed more gear in the photos, this because my test model also came with $890 worth of Mountain Grey Metallic exterior paint; $500 of 18-inch five-spoke alloy wheels; a $3000 Premium package featuring proximity keyless access, power-folding mirrors, a bigger 10.25-inch digital instrument cluster and the same sized centre display featuring Apple CarPlay and Android Auto smartphone integration, voice control, induction charging, auto-dimming rear view and driver’s side mirrors, ambient lighting, a foot-activated powered trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package that added multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; plus a $1,000 Navigation package including a GPS/nav system, live traffic, Mercedes’ Navigation Services, the augmented reality function noted before, a Connectivity package, and finally Traffic Sign Assist.

The long list of additions continue with a new (for 2020) $1,900 Intelligent Drive package boasting Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (which uses the nav system info to adjust the A 220’s speed based on road conditions ahead before the driver can even see what’s coming), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; $475 satellite radio; plus black open-pore wood inlays for $250 (walnut inlays are available for the same price); all of which added $10,515 to the 2020 A 220’s previously noted $37,300 base price, making for an impressively equipped compact Mercedes at just $47,815 (plus freight and fees).

It was missing a lot of additional gear too, by the way, including a $1,500 Sport package or $2,000 Night package, $500 optional 19-inch alloys, a $250 heated Nappa leather steering wheel, a $1,500 head-up display unit, a $650 surround parking monitor, a $700 450-watt, 12-speaker Burmester surround audio system (which is quite the deal for this brand), a $300 garage door opener, a $450 powered front passenger’s seat with memory (the base model’s is manually operated), and $1,200 worth of cooled front seats (these new for this model year).

As impressive as the new A 220’s styling, cabin design, detailed execution and loads of features are, the brand’s century of heritage really comes through when out on the road. Despite only endowed with 188 horsepower and 221 lb-ft of torque, straight-line acceleration is quite strong and even more so when set to Sport mode, at which point shifts from the seven-speed dual-clutch automatic come quickly and precisely. The car’s now standard 4Matic all-wheel drive allowed all four of the 225/45R18 Michelins below to latch onto pavement simultaneously, resulting in sharp, immediate results when my right foot was pegged to the throttle, while the little sport sedan tracked brilliantly during fast-paced highway and curving byway excursions, even in rain-soaked conditions.

Standard shift paddles add some hands-on engagement that was really appreciated when pushing hard in Sport mode, but I also found them useful for short-shifting to save on fuel. I opted for Eco mode for such situations, which provided even smoother more relaxed shifts as well as fuel economy improvements. The A 220 is rated at 9.6 L/100km city, 7.1 highway and 8.5 combined, and while we’re talking efficiencies, last year’s front-wheel drive version didn’t make that much of a difference due to a claimed fuel economy rating of 9.7, 6.8 and 8.4 respectively, so therefore Mercedes’ choice to offer AWD as standard equipment won’t hamper your fuel budget.

It was during my usual relaxed pace of driving, with a focus on saving fuel, that I really appreciated the A 220’s excellent ride quality, impressively smooth for this class of car, but then again it’s important for me to point out that it’s never soft and wallowy. In Germanic tradition its ride is firmer than rivals from Japan, although I couldn’t imagine anyone complaining about harshness. The A 220’s hushed ambiance makes it feel even more refined and luxurious, making it ideal for isolating noisy, bustling city streets as well as toning down the sound of wind on the open road.

I must say, if my own money was on the line in this entry-level luxury segment, I’d opt for the A 220 over its four-door subcompact premium rivals, as it scores high marks in all key categories. It looks stunning and offers up what I think is the nicest interior in the class, can be had with all the features I want and need, is great fun to drive when called upon yet provides all the pampering luxury I’d ever want, and is a fairly pragmatic choice too, at least with respect to four-door sedans.

This said I have yet to drive the new BMW 2 Series Gran Coupe, although its self-proclaimed four-door coupe body style won’t be able to offer up the same amount of rear seat headroom as the A 220, and the only other subcompact luxury competitors are the Audi A3, which has been on the market for seven-plus years with only a subtle mid-cycle makeover, plus the Acura ILX that’s just as long-in-the-tooth, although only last year it had a much more dramatic update. Still, the ILX is merely an old Honda Civic under the skin, albeit with a better powertrain and gearbox.

Whether opting for the new A 220 or one of the other cars mentioned in this review, I’d be sure to check them all out right here at CarCostCanada before heading to the dealership, mind you. Our 2020 Mercedes-Benz A-Class Canada Prices page was showing up to $750 in additional incentives at the time of writing, while the 2019 model (if still available) was available for up to $2,000 in additional incentives. Members can access information about manufacturer rebates, financing and leasing deals, or other incentives, and best of all is dealer invoice pricing that can save you thousands at the time of purchase. Find out how CarCostCanada works here, and make sure to download our free app at the Google Android Play Store or Apple App Store so you can access all this valuable info when you’re at the dealership.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

CarCostCanada

2019 Volkswagen Jetta GLI 35th Edition Road Test

After eight long years of the sixth-generation Jetta, Volkswagen introduced a ground-up redesign for the 2019 model year and Canadian compact sedan buyers responded by boosting the model’s sales by 14 percent. That’s a good news story for VW Canada, but 17,260 units in 2019 is a far cry from the car’s high of 31,042 deliveries in 2014.

All we need do to understand this scenario more clearly is compare the VW Tiguan’s sales of 10,096 units in 2014 to the 19,250 sold in 2019 (which was actually down 10 percent from the 21,449 examples sold in 2018), and thus we see another example of crossover SUVs encroaching on the conventional car’s traditional territory.

As VW fans will already be well aware, the German brand controls more of the compact segment than the Jetta’s sales indicate on their own. Most rivals, including Honda’s best-selling Civic, Toyota’s second-rung Corolla, Hyundai’s third-place Elantra, and the list goes on, combine multiple body styles under one nameplate. This was true for VW’s fifth-place Golf for the 2019 model year too, and previously when available as a Cabriolet, but with the SportWagen being cancelled for 2020 the little hatchback moves forward with just one profile shape. Speaking of that Golf, if its 2019 calendar year sales of 19,668 units were combined with the Jetta’s aforementioned total, created one collective whole, VW would no longer sit in fifth and sixth places respectively, but instead jump past Mazda’s 21,276 unit-sales with a new compact total of 36,928 deliveries. That puts the Golf/Jetta combo mighty close to the Elantra’s 39,463 deliveries.

OK, I got a little carried away with numbers, as I sometimes do (just be glad I didn’t add the 3,667 Ioniq and 1,420 Veloster sales to Hyundai’s 2019 calendar year mix, or the 2,910 now discontinued VW Beetles), but you should now have a better understanding of the situation. Volkswagen continues to be a serious player in compact arena, and the Jetta is a key component of its mostly two-pronged (so far) approach in this market segment. This said, VW has done compact performance better than most of its rivals for a lot longer, with entries like the iconic Golf GTI and hyper-fast Golf R playing it out in the hot hatch sector, and the Jetta GLI being reviewed here pushing VW’s agenda amongst affordable sport sedans.

Yes, Honda deserves kudos for its long-running Civic Si (now with 205 hp) that arrived in 1985 as the CRX Si and in regular Civic form for 1988, and currently puts out a beastly compact sport hatch dubbed Type R (306 hp), which is a similar combo to Subaru’s legendary WRX (268 hp) and WRX STI (310 hp) twins, while Mazda’s less formidable yet still respectable 3 GT is in the mix (186 hp—how we miss the Mazdaspeed3, but there is recent talk of Mazda’s 250-hp turbo 2.5 with 310 lb-ft of torque improving 3 performance), but the South Koreans have recently been stepping up competition with sporty alternatives of their own, respectively including the Elantra Sport (201 hp) and Kia Forte GT (201 hp) that actually use identical powertrains and ride on the same platform architecture. While this is good news for performance fans, Ford recently nixed its fabulous Focus ST (252 hp) and sensational Focus RS (350 hp) along with their entire car lineup (sacrificed to the crossover SUV), Mustang coupe and convertible aside, showing some come and some go. Yes, there’s something to be said for honest to goodness longstanding performance heritage, and the Jetta’s three-letter GLI acronym beats all rivals excepting the GTI in the test of time, with its 1984 inception resulting in 36 years under its belt.

To its advantage, the new Jetta GLI is one good looking sport sedan. Those who might be turned off by Honda’s boy-racer Civic Si design and Subaru’s rally-ready WRX look should gravitate to the sporty VeeDub thanks to its more discreet appearance. The usual blackened exterior trim is once again joined by tasteful splashes of red accenting key areas, this latest version getting a red horizontal divider across its grille as well as big red brake calipers framed by special red trim circling each of its dark grey 18-inch wheels. Of course, the front and rear “GLI” badges are doused in bright red as well, as is a really attractive set of front fender trim pieces that boast this GLI 35th Edition’s unique designation.

As far as the GLI’s glossy black trim goes, there’s a thick strip along the top portion of the grille, plus more of the inky black treatment surrounding the lower front fascia’s corner vent bezels, painting the side mirror housings, finishing the front portion and rear portions of the roof, and coating the tastefully small rear deck lid spoiler. It’s a real looker from front to rear, and more importantly for people my age (let’s just say above 50), the type of compact sport sedan that won’t make you look like you’re trying to relive your glory days when seen behind the wheel.

As expected in any performance-tuned VW, the GLI includes a well-bolstered, comfortable set of perforated leather front seats. They’re highlighted with sporty red contrast stitching and attractively patterned inserts, for a look that’s simultaneously sporty and luxurious. What’s more, the steering wheel is downright performance perfection, featuring a slightly flat bottom section and ideally formed thumb indentations, plus red baseball-like stitching around the inside of the meaty leather-wrapped rim. VW continues the cabin’s bright red highlights with more crimson coloured thread on the leather gear lever boot, plus the centre armrest, the “GLI” portion of the model’s “GLI 35” seat tags, as well as the identical logo on the embroidered floor mats and stainless-steel sill plates.

There’s also a fair share of satin-silver aluminum trim around the cabin, including the previously noted steering wheel’s spokes, the foot pedals, various switches and accents on the centre stack and lower console, plus more. Additional trim worth noting include a small dose of fake carbon-fibre and larger sampling of piano black lacquer on the dash and upper door panels, whereas the former area is wholly soft-touch due to a premium-like composite that wraps down to the instrument panel ahead of the front passenger, before this premium treatment continues to the front door uppers, inserts and armrests.

While all of this luxury-level pampering sounds good, I’m quite certain most would-be buyer’s eyes will be find the standard digital instrument cluster even more appealing, at least at first sight. If you’ve seen Audi’s Virtual Cockpit you’ll know what I’m talking about, although VW calls theirs a Digital Cockpit. Similarly to the fancier German brand, the GLI’s Digital Cockpit includes a “VIEW” button on the left-side steering wheel spoke that transforms the cluster’s look from a traditional two-dial layout with a multi-function display in the middle to a massive MID with tiny conventional gauges below. This is looks especially good when filling the MID with the navigation system’s map, and makes it easier to glance down for directions than when on the centre display. The Digital Cockpit can do likewise with other functions, resulting in one of the more useful electronic components currently available from a mainstream brand.

The Jetta GLI’s centre touchscreen is a big 8.0-inch display boasting high-definition resolution and bright, colourful graphics with rich visual depth and contrast, while just like the primary instrument package it comes well stocked with features such as tablet-style tap, pinch and swipe gesture controls, Android Auto, Apple CarPlay, and Mirror Link smartphone integration, audio, navigation, application, driving mode and fuel-saving eco “pages”, plus finally a performance driving interface with a lap timer and more.

Strangely, active guidelines are not included with the backup camera, which is a bit odd for the GLI’s top-level trim, which included an available $995 ($1,005 for 2020) Advanced Driver Assistive Systems (ADAS) upgrade bundle featuring a multi-function camera with a distance sensor. This package also adds Light Assist auto high beam control, dynamic cruise control with stop and go, Front Assist autonomous emergency braking, Side Assist blind-spot monitoring with rear cross-traffic alert, and Lane Assist lane keeping capability.

An attractive, well-organized and easy to use three-dial dual-zone auto climate control interface sits just below the infotainment display on the centre stack. It includes switches for the GLI’s standard three-way heated and ventilated front seats, the former warm enough for therapeutic lower back pain relief and the latter helpful for reducing sweat during hot summer months, while under this is an extremely large and accommodating rubber-based wireless device charger as well as a USB-A charging port.

A gearshift lever with a sporty looking metallic and composite knob and aforementioned red-stitched leather boot takes up its tradition spot on the lower console between front occupants, surrounding by an electric parking brake, traction control and idle-stop system defeat buttons, plus a driving mode selector that lets you choose between Eco, Comfort, Normal, Sport and Custom settings.

Speaking of centre consoles, the overhead one above houses a handy sunglasses holder as well as switchgear for opening the big power glass sunroof that also includes an opaque fabric sunscreen with an upscale aluminum handle.

And so it should, as the GLI, starting at $32,445 plus freight and fees for the manual, or $33,845 for my as-tested DSG dual-clutch automated model, is starting to encroach into low-end premium territory. Fit, finish, materials tactile quality and overall refinement is only so-so, however, not even measuring up to VW’s own Golf GTI. It used to be that a Jetta was merely a Golf (or Rabbit) with a trunk, the latter useful for mitigating inner-city security risks, but now the two cars look totally different other than the badge on their grilles and backsides and a handful of cross-model components.

The base 2019 Golf GTI is available from $30,845 (and when I recently checked plenty were still available in Canada, probably due to the health situation that I don’t want to name due to being negatively flagged by search engines, etcetera) and $850 less than the $31,695 entry-level Jetta GLI, but the sporty VW hatchback boasts fabric-wrapped A pillars, just like its more affordable Golf counterparts, while no Jetta, including this GLI, gets this semi-premium treatment. All of the Jetta’s hard composites below the waist, and some of them above, don’t feel all that substantive either.

Certainly, we need to factor in the Jetta’s compact status, an entry-level model for Volkswagen that doesn’t sell a subcompact car in North America, but such is not the case for its main rivals that are seeing this compact segment as a growing alternative for those who might have otherwise purchase a mid-size sedan or wagon. The fact is, rivals from Japan and Korea are packing more soft-touch luxury and premium features into their smaller cars, and winning over buyers who want to be pampered instead of punished for choosing a more environmentally conscious small car. Just get into a fully loaded Mazda3, Toyota Corolla or Kia Forte and you’ll quickly figure out what I’m talking about. They’re delivering at a high level, and deserve to attract new buyers that aren’t being gobbled up by the Civic, the Corolla and Elantra.

The shame is VW used to lead in small car refinement, to the point that previous Jettas were probably too good for this segment, even starting to be uncomfortably compared against the automaker’s own Audi A4. Therefore, anyone trading in their 2005–2011 fifth-generation Jetta for the current version, whether trimmed out to top-line GLI spec or not, will probably find the cabin’s finish and materials quality less than ideal.

By the way, I tested a new Forte GT recently, and have to say it does a good job of competing against old guard sport compacts like this GLI and Honda’s Civic Si, but unlike this car the Forte’s rear door panels were finished to the same high-quality, soft-touch level as those up front, whereas none of the above can be found on the GLI’s rear door panels. I can’t think of another car in this class that misses the mark so blatantly in this respect, and call for VW to step things up before it completely loses its reputation for tactile quality.

This said, a set of heated outboard rear seats would’ve been much appreciated by rear passengers mid-winter, not that these aren’t offered by competitors, but once again the panel surrounding the three-way buttons was about as primitive as this class provides. The seats were comfortable and supportive, mind you, as well as attractive due to the same red stitching and perforated leather as those in the front, not to mention sculpted backrests in the outer window positions. A decent sized folding rear centre armrest includes cupholders, but unlike Jettas that came before there’s no cargo pass-through door behind for stuffing long items such as skis. This means you’ll have to lower the 40-percent side of the 60/40-split rear seatbacks when four people are on board, forcing one rear occupant into the less comfortable middle seat, and making the rear seat warmer on that side redundant when that rear passenger will want it most. On the positive, the trunk is large at 510 litres, and could potentially house shorter skis diagonally as well as snowboards. Of course, the Jetta is not alone in choosing less costly 60/40 split-folding rear seatbacks, but the Golf offers the centre pass-through and therefore is the better choice for active owners.

A few minutes behind the wheel and you’ll quickly forget about such shortcomings, however, as the GLI is a blast to drive. Truly, this sport sedan is one of the most enjoyable to drive within its mainstream volume-branded compact sedan class, thanks to a new 228 horsepower 2.0-litre turbocharged four-cylinder engine with 258 lb-ft of torque. That’s an increase of 18 horsepower and 51 lb-ft over the GLI’s predecessor, incidentally, and due to only being available with front-wheel drive the motive wheels/tires have a habit of squealing during quick takeoffs. Certainly, there’s traction control, as noted earlier, but it comes on a bit too late to stop any noisy commotion from down below, so you’ll need to restrain your right foot in order to maintain civility and not engage any police intervention.

The GLI’s new seven-speed dual-clutch automated DSG transmission is as important an upgrade as the engine’s newfound power, and feels even faster between paddle shift-actuated gear intervals than the previous model’s six-speed unit, while gaining a taller final gear to improve fuel economy (it’s rated at 9.6 L/100km in the city, 7.3 on the highway and 8.5 combined with the six-speed manual and a respective 9.3, 7.2 and 8.4 with my tester’s A7 DSG auto).

While the new GLI is nowhere near as fast as the aforementioned Golf R, or some of that model’s equivalently quick super-compact competitors such as Subaru’s WRX STI and Mitsubishi’s awesome EVO X (RIP), it’s more than respectable amongst mid-range sport models like the Civic Si, while making wannabe performance cars like the Mazda3 GT feel as if they’re standing still. Momentary burnouts during takeoff aside, the new Jetta GLI was unflappable when pushed hard through high-speed curving sections of backcountry two-lane roadway, even when pavement was so uneven that the car’s rear end should’ve been hopping and bopping around the road. Fortunately, unlike that top-tier Mazda3 and VW’s more pedestrian Jetta trims below that use a torsion-beam rear suspension, the GLI includes a multi-link setup in back, which absorbed jarring potholes and other road imperfections with ease, allowing most of the stock 225/45 Hankook Kinergy GT all-season tires’ contact patches to remain fully engaged with the road below. To be fair to the Mazda3, it’s surprisingly stable during such otherwise unsettling circumstances due to available AWD with G-Vectoring Plus.

Back in the city, the GLI’s idle-stop system shut off the engine when the car came to a stop amid parallel parking manoeuvres. This wouldn’t normally be a problem, as it should quickly reignite the engine when lifting off the brake, but while I was purposely parked too close to the vehicle ahead in order to straighten the car out, it wouldn’t restart while in reverse. This necessitated shifting back into park and then pressing on the throttle to wake up the engine, and then shifting back to reverse before aligning the car. This is probably a software glitch, but I’d be complaining to my dealer if it persisted. Fortunately, I experienced no other instances of this happening, but remember I only live with test cars for a week at a time.

The previously noted $32,445 (for the base manual) and $33,845 (for the DSG auto) base prices meant the 2019 GLI 35 is nicely equipped, with items not yet covered including fog lamps, LED headlights, proximity entry with pushbutton start/stop, rain-sensing wipers, an auto-dimming rearview mirror, a potent 8-speaker BeatsAudio system with a subwoofer, a power-adjustable driver’s seat with two-way powered lumbar and three-position memory, and the list goes on. The same goes for the 2020 model, by the way, as there haven’t been any changes except for the discontinuation of this model year-specific 35th Edition.

Speaking of model years, VW Canada will give you up to $3,000 in additional incentives on a 2019 Jetta (which remained available when this review was written), while the new 2020 GLI can be purchased with $1,000 in additional incentives, although keep in mind that CarCostCanada member savings averaged $2,500 for the newer 2020 model. To learn more, see our 2020 Volkswagen Jetta Canada Prices page and/or 2019 Volkswagen Jetta Canada Prices page, where members can find out about manufacturer rebates, leasing and financing deals, plus dealer invoice pricing that could add up to even more savings. What’s more, you can now download our free CarCostCanada app from Google Play Store or Apple iTunes/App store so you can have all of our important info in the palms of your hands when negotiating at the dealership, whether purchasing this Jetta GLI or any other new vehicle sold in Canada.

In the end, I can’t help but like the new Jetta GLI, even despite its less than ideal shortcomings. It looks great, takes off like a scared rabbit (GTI) when called upon, and is filled with most of the features premium car buyers are learning to expect. Yes, I’d prefer if Volkswagen improved some of the Jetta’s touchy-feely interior surfaces, but being that most owners will spend all of their time up front in the driver’s seat, it’s shouldn’t be a deal-killing issue.

Story and photo credits: Trevor Hofmann

Photo Editing: Karen Tuggay

CarCostCanada

2019 Jaguar XF S Road Test Review

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.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2019 Volvo S60 T6 AWD R-Design Road Test

Let’s face it. If a given compact luxury car isn’t stamped with a three-pointed star, a set of four intertwined rings, or a blue and white roundel it’s going to have a difficult time getting noticed anywhere in Canada. Mercedes-Benz’ C-Class, Audi’s A4 and A5, plus BMW’s 3 and 4 Series pretty much own this highly contested market segment, which therefore leaves a slew of bit players squabbling over leftovers, but then again the models just noted are no longer the premium sector powerhouse combination they once were.

Now the majority in this class are beleaguered by their own compact luxury crossover SUV brilliance, or more specifically, despite year-over-year sales of the BMW X3, for instance, being up a sizeable 48.6-percent from calendar year 2017 to 2018, deliveries of the once bellwether 3 Series were down 19.5 percent last year, and the significantly lower volume 4 Series off by 5.4 percent during the same 12 months.

Not every D-segment car bled red ink, mind you, with the just noted C-Class up by 6.5 percent, the Infiniti Q50 gaining 6.8 percent of additional ground, and Audi’s A5 improving its sales by an astonishing 25 percent, albeit after a complete overhaul relieved pent-up demand. As you may imagine, some other some rivals experienced a great deal more contraction than the BMW 3 Series during 2018, including the Lexus RC that saw its sales plummet by a shocking 37.9 percent, plus the Jaguar XE which fell by 27.8 percent, the Cadillac ATS that was off some 25.4 percent, the Acura TLX that dropped 25.2 percent, the Infiniti Q60 which was under water by 24.2 percent, and the Audi A4 having slipped backward by a surprising 20.3-percent.

Such massive losses make the two Volvo 60 series models’ slight downturn of 5.1 percent appear much less significant, and to shed yet more light on why they dropped in year-over-year popularity, the V60 sport wagon experienced such amazing growth from 2016 through 2017 (the old S60 sedan was part of these numbers as well) at 99.7 percent, dipping slightly the following year was inevitable.

Still, measuring success in this segment has less to do with modest gains in sales percentages as it does with sales volume, and to that end both 60-series Volvos were only able to lure in 1,245 Canadian buyers collectively through all of 2018, which pales in comparison to the 11,556 C-Class sedans, coupes, convertibles and wagons sold into this country, or the 10,173 Audi A4 sedans and crossover wagons, that number also including A5 convertibles plus two- and four-door coupes, and lastly the 9,733 BMW 3 Series sedans and wagons, and 4 Series’ convertibles plus two- and four-door coupes.

All others were a far cry less popular, with Infiniti’s two models combining for 3,424 units, the duo of Lexus cars (excluding the ES) managing to attract just 3,163 takers, the Acura TLX earning only 2,397 deliveries, and the soon to be discontinued Cadillac ATS luring in 1,615 new buyers, while far below the Volvo 60 series cars was the new Genesis G70 that found 967 new owners, the Jaguar XE with 571 out the showroom door, and finally the Alfa Romeo Giulia with just 510 units down the road.

Such talk might possibly cause you to forget about any other D-segment brands than Mercedes, BMW and Audi, but I recommend taking a step back and considering some of the others on offer, because just being popular doesn’t necessarily translate into better. In fact, you may find the new 2019 Volvo S60 matches your personal taste and fulfills your lifestyle to a much greater degree.

There was once a time that Volvo was respected first and foremost for safety, followed by stalwart durability, and while such worthy traits are still high on the luxury brand’s list of attributes, the former most recently verified by IIHS Top Safety Pick and Top Safety Pick Plus ratings for two of its more recently redesigned models, as well as its host of standard advanced driver assistance features such as Driver Alert Control, automatic front collision warning, full low- and high-speed autonomous emergency braking, steering support, Run-Off Road Mitigation, lane keeping assist, and Oncoming Lane Mitigation, plus all the expected active and passive safety items, even including a driver’s knee airbag, front whiplash protection, and pyrotechnical seatbelt pretensioners in all seating positions, there’s a lot more to the brand’s desirability now than ever before.

Before getting into that, I wanted to point out what Oncoming Lane Mitigation is referring to. If the new S60 sedan’s sensors detect a head-on collision, the new oncoming braking system will automatically activate full braking force a mere two-tenths of a second before impact, resulting in vehicle speed reduction of 10 km/h before impact, says Volvo, which could potentially save lives, or at least minimize injuries.

On top of the S60’s list of non-safety and durability attributes is styling, but this said I’m not going to delve into design very much this time around, because the new model’s full LED “Thor’s Hammer” headlamps have been discussed ad nauseum in all of my recent Volvo road tests and news stories, as have the “hook” or C-shaped LED tail lamps now framing the backside of Volvo’s two new sedans. My personal preference with respect to overall styling leans more toward the sportier S60 when put up against the previously reviewed S90, but I think both Volvo four-door models look great, measuring up to, and in some ways surpassing their aforementioned rivals.

So how does the new S60 fit into its D-segment dimensionally? It’s been given a dose of steroids compared to the second-generation 2010–2018 model it replaces, now measuring 133 millimetres (5.2 inches) longer from front to back at 4,761 millimetres (187.4 inches), while its wheelbase has been lengthened by 96 mm (3.8 in) to 2,872 mm (113.1 in). This said the new car’s width is down some 15 mm (0.6 in) to just 1,850 mm (72.8 in), plus its roofline has been lowered by 53 mm (2.1 in).

Rear legroom is the direct benefactor of the longer wheelbase, resulting in a back seating area that’s much more spacious than it was before, with room to move around and wonderfully comfortable outboard seats boasting superb lumbar support. The comfort quotient is even more pronounced up front, where my R-Design trimmed tester was fitted with six-way power contoured sport seats featuring four-way power-adjustable lumbar that easily found my lower back’s sweet spot. What’s more, the driver’s seat includes a power-activated extendable squab that ideally cupped under my knees for even more support and comfort. Standard two-way memory made it easy to get back to a previously chosen seat setting, but one of my favourite R-Design seat features was the Fine Nappa leather covering all positions from front to back, highlighted by sporty contrast stitching that matched yet more off-white thread throughout the rest of the cabin.

As sharp as the seats look I don’t think they’ll be first to grab your attention when sitting behind the wheel, because the S60 R-Design interior is so impressive you’ll be more likely to get distracted by its contemporary yet classically luxurious take on design, not to mention all the brilliantly detailed metal accents and plush surfaces.

Unique to the R-Design is a three-spoke leather-wrapped sport steering wheel, metal sport pedals, R-Design branded floor mats, and R-Design etched metal door sills, while additional interior highlights include a black headliner, a large 12.3-inch TFT gauge package, a sizeable vertically-positioned centre touchscreen featuring Apple CarPlay, Android Auto, navigation, and more, plus four-zone automatic climate control with nicely sorted rear controls, and the list goes on. I really like the R-Design’s unique Metal Mesh accents, and some of that switchgear mentioned earlier is downright jewel-like, particularly the sparkling ignition dial and rotating drive mode selector cylinder, the latter of which let’s you choose between Comfort, Eco and Dynamic settings. Truly, the eye-arresting opulence found in the new 2019 S60, which mirrors most new Volvo models, will be sure to wow anyone moving up from their old S60, let alone one of the cars it competes against.

As mentioned in my V6 sport wagon review, I was fortunate enough to have it in my possession for three weeks over the Christmas holidays. It was kitted out in top-tier Inscription guise, which while a bit pricier than this R-Design, whether we’re talking that V60 or this S60, doesn’t get many more features. Inscription trim is simply a more luxuriously styled version of any Volvo model, whereas the R-Design designation reveals sport themed styling and performance, which leaves the Momentum as the base entry-level model, albeit very nice just the same.

I expect Volvo will make its T8 AWD Polestar performance trim available for the S60 sometime soon as well, which in other models includes a plug-in hybrid powertrain that’s good for 400 horsepower and 400 lb-ft of torque thanks to its internal combustion engine being this S60 R-Design’s turbocharged and supercharged 2.0-litre four-cylinder.

Both R-Design and Inscription models come standard with this top-line T6 AWD powertrain, while this potent combination is made optional with Momentum trim, which otherwise comes with Volvo’s standard T5 FWD powertrain in base guise. The lesser engine features the same 2.0-litre four-cylinder engine sans the supercharger, resulting in 250 horsepower and 258 lb-ft of torque, whereas the T6 AWD provides a more robust 316 horsepower and 295 lb-ft of torque.

Each powertrain is made standard with automatic idle start/stop, a technology that helps minimize tailpipe emissions while reducing fuel consumption by temporarily killing the engine while the car is standing still idling. Together with a number of other efficiency features it helps the T5 FWD model receive a rating of 9.9 L/100km in the city, 6.6 on the highway and 8.4 combined, while this T6 AWD version is capable of 11.1 in the city, 7.3 on the highway and 9.4 combined.

I don’t know about you, but I was a lot more interested in how the S60 R-Design drove than how little fuel I could get away with using, despite what seem like never-ending fuel price increases in my part of the world. Rest assured that it’s a lot more fun to pilot down a twisting two-lane country back road than my V60 Inscription tester was, not that the stylish sport wagon was a slouch by any sense of the imagination. Still, the S60 felt quicker in a straight line, thanks to fast-reacting all-wheel drive making the most of its sticky optional 235/40R19 Pirelli all-season rubber. Those meaty tires immediately found grip, allowing the potent little 2.0-litre powerplant to ramp up speed quickly, its eight-speed automatic gearbox an ideal compatriot, especially with Dynamic sport mode engaged. Despite its quick-shifting capability, the transmission was wonderfully smooth, while its steering wheel paddle shifters provided enough go-fast connectivity to keep my fingers in play. Adding to the fun, the S60 R-Design’s exhaust creates sonorous notes from behind when the throttle is pegged, yet is otherwise silent like the car’s well-insulated cabin. Truly, the S60 R-Design does a nice balancing act between sport and luxury.

Likewise, the S60 R-Design does a commendable job straightening curves, due partially to lowered sport suspension that includes firmer shocks for stiffer, flatter handling through quick corners, resulting in a stable, predictable sport sedan even when hurled nonchalantly into hairpin curves, some of these corners off-camber and surfaced with uneven tarmac. I’ve taken some of the S60’s challengers through these sections and not all proved as agile, the S60 R-Design not getting unglued when flung back and forth through continual left, right, and left turns either.

If you weren’t aware, the new S60 sits on Volvo’s SPA, a.k.a. it’s Scalable Product Architecture, which underscores the brand’s S90 luxury flagship sedan as well as the majority of its new models. SPA features aluminum double wishbones up front and a unique integral link design in back, the latter incorporating a transverse lightweight composite leaf spring. Additionally, the S60 includes driver-selectable low, medium and high personal power steering settings to aid feel, while the car’s brakes are a good match to its handling prowess and accelerative force, providing good binding power when stomped upon, as well as smooth progression no matter how hard, or soft, the centre pedal is pressed. Still, as capable as the S60 R-Design was at heightening my senses when extracting its full performance potential, it always kept its luxury sedan roots intact due to impressive ride quality and the superbly comfortable driver’s seat noted earlier.

Ride and handling in mind, the S60 R-Design, priced at $52,400 plus freight and fees, normally rolls on 18-inch alloy wheels, while yet unmentioned features pulled up from its $42,400 base Momentum T5 FWD trim include rain-sensing wipers, Road Sign Information (RSI), an auto-dimming centre mirror, a powered panoramic sunroof, a Clean Zone Air Quality system, a humidity sensor, rear parking sensors, a backup camera with active guidelines, voice recognition, two USB ports, Bluetooth connectivity with streaming audio, Volvo On-Call featuring remote start and vehicle tracking, a 170-watt 10-speaker audio system, Sirius/XM satellite radio, heatable front seats with aforementioned driver’s side memory, a 120-volt three-pronged household-style power outlet in the rear console, power-folding rear seat headrests, plus more on the inside, while the exterior features dual chromed tailpipes across the entire line, plus this model gets a special R-Design front grille, auto high beams and active bending for the LED headlamps, fog lamps with active bending, glossy black exterior trim (including the side mirror housings), puddle lamps under the door handles, proximity keyless entry, etcetera.

I particularly liked my test car’s beautiful coat of Fusion Red Metallic paint, an option well worth the extra $900. It’s one of five available colours and a single no-cost standard Black Stone hue, while all R-Design trimmed cars receive a Charcoal black interior theme. If you were to choose the base Momentum, the exterior paint selection grows to seven colours and available interior themes widen as well, while the Inscription upgrade gives you a choice of eight outer colours yet fewer cabin combinations, but take note the Momentum model’s upgradable upholstery options don’t cost anything at all when moving up to Inscription trim.

The previously lauded 19-inch alloys were a $1,000 improvement by the way, while my tester’s additional options included a graphical head-up display that projected key info, such as route guidance directions, onto the windscreen for just $1,150; while its Bowers & Wilkins stereo came with 15 sensational speakers and 1,100 watts of over-lording power, making it a great way to spend $3,750.

Additional extras included a Climate Package with heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats for $1,250; a Convenience Package sporting Volvo’s superb Pilot Assist semi-autonomous drive system, Adaptive Cruise Control, and a Homelink garage door opener plus compass integrated into the centre mirror for $1,500; and lastly a Vision Package incorporating a wonderfully useful 360-degree surround parking camera, easy-to-operate Park Assist Pilot semi-autonomous self parking, always appreciated front parking sensors, even more welcome auto-dimming power-retracting side mirrors, plus blindspot monitoring with rear cross traffic alert for $1,800.

Those curious about the S60 Inscription should note that it includes almost all of the R-Design model’s features for just $53,900, except for the sporting items spoken of earlier in this review. Unique to this model is an elegant chrome waterfall-style front grille, bright metal window surrounds, special 10-spoke 18-inch alloys, gorgeous matte Driftwood Décor interior trim, a tailored dash top and instrument panel featuring more stitched soft padded surfaces than other models, whereas the seats are upholstered in rich perforated Nappa leather, and come ventilated up front.

By the way, all pricing was pulled from right here at CarCostCanada, where you can also source individual trim, package, and standalone option pricing, plus rebate information and money-saving dealer invoice pricing that’s otherwise hard to get.

Speaking of hard, the new S60 made it difficult to find anything to gripe about, but I would’ve appreciated somewhere to stow my sunglasses, and there wasn’t enough room on the lower console to rest my Samsung S9, which was likely part of this company’s safety-first plan from the onset, so I probably shouldn’t complain. I nevertheless placed it in one of the S60’s two cupholders, which are otherwise covered under a beautifully detailed retractable lid, with the other cupholder was amply large to securely hold a sizeable water bottle that almost never leaves my side.

I should also note that the trunk, which at 391 litres (13.8 cubic feet) is average for this segment, was big enough for all of my daily gear, but its 60/40 split-folding rear seatbacks only included a centre pass-through instead of a more accommodating 40/20/40 opening, so while I could probably fit a couple of sets of skinny skis through I wouldn’t be able to squeeze in a duo of fat powder boards or enough skis for four passengers. Still, even this narrow pass-through is a big improvement over most of its Japanese challengers that simply provide 60/40-split seatbacks with nary a centre slot to be seen at all.

In summary, if you’re contemplating a car in the compact luxury D-segment you should seriously consider this all-new Volvo, as the S60 is now a commendable contender that provides attractive styling, serious performance, leading-edge technology, impressive safety, and a level of comfort that really needs to be experience to be appreciated.

What’s more, the new S60 is totally unique in this class, which has to account for something, right? After all, who wants to be seen in a car that everyone else drives? I certainly appreciated not witnessing exact duplicates of my ride passing by day in and day out, and enjoyed the quick head-turns and positive smiles my S60 R-Design tester received throughout my test week. Truly, if I were in this market, I’d have a hard time turning this wonderful car down, but alas, like most everyone else these days I’m trying to decide between SUVs. What can I say? I’m a product of the times. If instead you’re into something more exclusive, check out this all-new Volvo S60. I highly recommend it.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay