The 1960s and early ‘70s was the era of cheap, affordable sports cars, with today’s entry-level offerings few and far between. Fortunately for car enthusiasts, our Japanese friends haven’t given up on the sportiest market yet, with Subaru having finally silenced doomsayers projecting the demise of the BRZ and its Toyota 86 clone, by introducing the fully redesigned second-generation coupe.
Currently, every BRZ/86 competitor is Japanese except for Fiat’s 124 Spider that’s based on Mazda MX-5 underpinnings (powertrain excluded), which is like overhearing Japanese spoken with an Italian accent while eating cannelloni flavoured sushi (hmmm… that might actually be good), and while today’s Nissan 370Z can be bought for a song in its most basic form, chances of a $30k 400Z are unlikely. For those not requiring as much forward thrust in order to have a good time, mind you, the upcoming 2022 BRZ could be the ideal answer.
The completely reengineered Subie will arrive with more power, however, bumping engine performance up from 205 horsepower and 156 lb-ft of torque to 228 horsepower and 184 lb-ft, which is an increase of 23 and 28 respectively. That won’t placate grumblers vying for the WRX STI’s 310-hp mill, or even the regular WRX’ 268 hp, but it’s respectable for this class.
The increased power comes from a new naturally aspirated 2.4-litre horizontally opposed four-cylinder, which is 400 cubic centimetres larger than the outgoing 2.0-litre powerplant. No turbo is attached, but keep in mind this is the same basic engine as used for the mid-size Legacy, Outback and three-row Ascent SUV, which with turbocharger attached makes of 260 horsepower and 277 pound-feet of torque. Therefore, a more potent performance model is once again possible for Subaru or mechanics with tuning chops.
More important than straight-line power in this category is low mass, and to Subaru’s credit only 7.7 kilograms (17 lbs) were added to this larger and more technologically advanced car, the 2022 BRZ weighing in at 1,277 kg (2,815 lbs) in base trim. Exterior measurements increase by 25 mm (1 in) to 4,265 mm (167.9 in) from nose to tail, while the 2,575-mm (101.4-in) wheelbase has only increased by 5 mm (0.2 in).
The change is the result of its Subaru Global Platform-sourced body structure, which makes the new model 50 percent stiffer than the old BRZ. In a press release, Subaru claims that key areas of strengthening included “a reinforced chassis mounting system, sub-frame architecture and other connection points,” while the car’s front lateral bending rigidity is now 60-percent more rigid, saying to “improve turn-in and response.”
Despite all the upgrades, the BRZ’s general suspension layout stays the same, with front struts and a double-wishbone setup in back, but the new model gets updates aplenty nevertheless, and now rolls on standard 17-inch alloy wheels with 18-inch rims optional, wearing 215/45R17 and 215/40R18 rubber respectively.
As was the case with the outgoing BRZ, a short-throw six-speed manual transmission will come standard with the 2022 model, while the same six-speed automatic with steering wheel paddles and downshift rev-matching is part of the 2022 package too. A standard limited-slip differential remains standard issue for the new BRZ too, so hooking up all that power won’t be an issue.
Performance aside, what do you think of the new look? So far, critics have been mostly positive, appreciating the 2022 model’s more aggressive character lines, while the interior has received universal praise. Yes, the current car has aged reasonably well, but it’s been nearly a decade so any modernization would likely be an improvement. Along with a complete instrument panel redesign, a 7.0-inch digital colour display has been integrated within the all-new primary gauge cluster, while over on the centre stack is a new 8.0-inch touchscreen housing Android Auto and Apple CarPlay smartphone integration, plus the usual assortment of entertainment and information functions.
Few vehicles ever earn “icon” status. They’re either not around long enough, or their manufacturers change them so dramatically from their original purpose that only the name remains.
Case in point, Chevy’s new car-based Blazer family hauler compared to Ford’s go-anywhere Bronco. One is a complete departure from the arguably iconic truck-based original, whereas the other resurrects a beloved nameplate with new levels of on- and off-road prowess.
Land Rover has done something similar with its new Defender, yet due to radically departing from the beloved 1990-2016 first-generation Defender 90 and 110 models’ styling (which was based on the even more legendary 1948-1958 Series I, 1958-1961 Series II, 1961-1971 Series IIA, and 1971-1990 Series III) it runs the risk of losing the nameplate’s iconic status.
In fact, a British billionaire eager to cash in on Land Rover’s possible mistake is building a modernized version of the classic Defender 110 for those with deep pockets, dubbed the Ineos Grenadier (Ineos being the multinational British chemical company partly owned by said billionaire, Jim Ratcliffe). That the Grenadier was partly developed and is being produced by Magna Steyr in its Graz, Austria facility, yes, the same Magna Steyr that builds the Mercedes-Benz G-Class being tested here, is an interesting coincidence, but I digress. The more important point being made is that Mercedes’ G-Class never needed resurrecting. Like Jeep’s Wrangler, albeit at a much loftier price point, the G-wagon has remained true to its longstanding design and defined purpose from day one, endowing it with cult-like status.
The G-Class was thoroughly overhauled for the 2019 model year, this being the SUV’s second generation despite more than 40 years of production, so as you can likely imagine, changes to this 2020 model and the upcoming 2021 version are minimal. The same G 550 and sportier AMG G 63 trims remain available, but the more trail-specified 2017-2018 G 550 4×4 Squared, as well as the more pavement-performance focused 2016-2018 AMG G 65 haven’t been offered yet, nor for that matter has the awesome six-wheel version, therefore we’ll need to watch and wait to see what Mercedes has in store.
The 2019 exterior updates included plenty of new body panels, plus revised head and tail lamp designs (that aren’t too much of a departure from the original in shape and size), and lastly trim modifications all-round. The model’s squared-off, utilitarian body style remains fully intact, which is most important to the SUV’s myriad hardcore fans.
While I’m supposed to be an unbiased reporter, truth be told I’m also a fan of this chunky off-roader. In fact, I’m actually in the market for a diesel-powered four-door Geländewagen (or a left-hand drive, long-wheelbase Toyota Land Cruiser 70 Series diesel in decent shape), an earlier version more aligned with my budget restraints and less likely to cause tears when inevitably scratching it up off-road. Of course, if personal finances allowed me to keep the very G 550 in my possession for this weeklong test, I’d be more than ok with that too, as it’s as good as 4×4-capable SUVs get.
While first- to second-generation G-Class models won’t be immediately noticeable to casual onlookers, step inside and the differences are dramatic. The new model features a totally new dash design and higher level of refinement overall, including the brand’s usual jewel-like metalwork trim, and bevy of new digital interfaces that fully transform its human/machine operation. Your eyes will likely lock onto Mercedes’ new MBUX digital instrument cluster/infotainment touchscreen first, which incorporates dual 12.3-inch displays within one long, horizontal, glass-like surface.
The right-side display is a touchscreen, but can alternatively be controlled by switchgear on the lower centre console, while the main driver display can be modulated via an old Blackberry-style micro-pad on the left steering wheel spoke. Together, the seemingly singular interface is one of my industry favourites, not only in functionality, which is superb, but from a styling perspective as well.
The majority of other interior switchgear is satin-silver-finished or made from knurled aluminum, resulting in a real sense of occasion, which while hardly new for Mercedes is a major improvement for the G-Class. Likewise, the drilled Burmester surround sound speaker grilles are some of the prettiest available anywhere, as are the deep, rich open-pore hardwood inlays that envelope the primary gauge cluster/infotainment binnacle, the surface of the lower console, and the trim around the doors’ armrests.
The G isn’t devoid of hard composites, but centre console side panels that don’t quite meet pricey expectations aren’t enough to complain about, particularly when the SUV’s door panel and seat upholstery leatherwork is so fine. My test model’s interior also featured beautiful chocolate brown details that contrasted its sensational blue exterior paint well.
Driver’s seat bolstering is more than adequate, as are the chair’s other powered adjustments, the only missing element being an adjustable thigh support extension. Still, its lower cushion cupped below my knees nicely enough, which, while possibly a problem for drivers on the short side, managed my five-foot-eight frame adequately. At least the SUV’s four-way powered lumbar support applied the right amount of pressure to the exact spot on my lower back requiring relief, as it should for most body types. Likewise, the G 550’s tilt and telescopic steering column provided plenty of reach, resulting in a near perfect driving position despite my short-torso, long-legged body.
As part of the redesign, Mercedes increased rear seat legroom to allow taller passengers the ability to stretch out in comfort. What’s more, those back seats are nearly as supportive as the ones in front, other than the centre position that’s best left for smaller adults or kids.
All of this refinement is hardly inexpensive, with the base 2020 G 550 priced at $147,900 plus freight and fees, and the 2021 version starting at an even heftier $154,900. This said, our 2020 and 2021 Mercedes-Benz G-Class Canada Prices pages are currently reporting factory leasing and financing rates from zero-percent, which could go far in making a new G-Class more affordable. The zero-interest rate deal seems to apply to the $195,900 2020 G 63 AMG as well, plus the $211,900 2021 G 63 AMG, so it might make sense to buy this SUV on credit and invest the money otherwise spent (I’m guessing commodities are a good shot considering government promises of infrastructure builds, inflated currencies, runaway debt, market bubbles, etcetera, but in no way take my miscellaneous ramblings as investment advice).
Anytime or anywhere in mind, the G 550 can pretty well get you everywhere in Canada, anytime of the year. There’s absolutely no need to expend more investment to buy aftermarket off-road components when at the wheel of this big Merc, as it can out-hustle most any other 4×4-capable SUV on the market. While I would’ve liked even more opportunities to shake the G-Class out on unpaved roads, I certainly enjoyed the number of instances I did so, and can attest to their greatness off the beaten path. I’ve waded them over rock-strewn hills, negotiated them around jagged canyon walls and between narrow treed trails, coaxed them through fast-paced rivers and muddy marshes, and even felt their tires slip when dipped into soft, sandy stretches of beach, so my desire to own one comes from experience. Just the same I didn’t want to risk damaging my G 550 test model’s stylish 14-spoke alloys on pavement-spec 275/50 Pirelli Scorpion Zero rubber, so I kept this example on the street.
The G 550’s ride was sublime even with these lower-profile performance tires, which goes to show that car-based unibody designs don’t really improve ride quality, as much as at-the-limit handling. The G-Class’ frame is rigid after all, as is its body structure, while its significant suspension travel only aids ride compliance. Therefore, it made the ideal city companion, its suspension nearly eliminating the types of ruts and bridge expansion joints that intrude on the comfort levels of lesser SUVs, while its extreme height provides excellent visibility all around.
Those who spend more time on the open highway shouldn’t be wary of the G 550 either, as its ride continued to please and high-speed stability inspired confidence. I would’ve loved to have been towing an Airstream Flying Cloud in back to test its 7,000-lb rating (and given me more comfort than my tent), but I’m sure it can manage the load well, especially when factoring in its 2,650-kg (5,845-lb) curb weight.
Despite that heft, the G 550 performs fairly well when cornering, the previously noted Pirellis proving to be a good choice for everyday driving. I’ve previously driven the AMG-tuned G 63 on road and track, so the G 550’s abilities didn’t blow me away, but it certainly handles curves better than its blocky, brick-like shape alludes.
Braking is strong for such a big, heavy ute too, and while the G 550’s 416-horsepower 4.0-litre, twin-turbocharged V8 can’t send it from standstill to 100 km/h at the same 4.5-second rate as the 577-hp G 63, its 5.9 seconds for the same feat is nonetheless respectable, its 450 lb-ft of torque, quick-shifting eight-speed automatic, and standard four-wheel drive aiding the process perfectly, not to mention a very engaging Sport mode.
Engaging might not be the best word for it, mind you. In fact, I found the G 550’s Sport mode a bit too aggressive for my tastes, bordering on uncomfortable. It helps the big SUV shoot off the line with aggression, but the sheer force of it all snapped my head back into the seat’s pillowy headrests too often for comfort’s sake, but only when trying to move off the line in particularly quick fashion. When first feathering the throttle, as I usually drive, and then shortly thereafter dipping into it for stronger acceleration, it worked fine. I wish Mercedes’ had integrated a smoother start into the SUV’s firmware, but the requirement to use skill in order to get the most out of it was kind of nice too. All said, at the end of such tests I just left it in Eco mode for blissfully smooth performance and better economy.
Fuel sipping in mind, no amount of technology this side of turbo-diesel power (how I miss those days) can make this brute eco-friendly, with Transport Canada’s fuel economy rating measuring 18.0 L/100km city, 14.1 highway, and 16.3 combined. It’s not worse than some other full-size, V8-powered utilities, nor does it thirst for pricier premium fuel, but this might be an issue for those with a greener conscious.
Speaking of pragmatic issues, the G-Class is a bit short on cargo capacity when comparing to some of those full-size SUV rivals just noted, especially American branded alternatives such as the Cadillac Escalade and Lincoln Navigator. Then again, the G fares better when measuring up to similarly equipped European luxury utes, with the 1,079-litre (38.1 cu-ft) dedicated cargo area a sizeable 178 litres (6.3 cu ft) greater than the full-size Range Rover’s maximum luggage volume. Interestingly, both luxury SUV’s load-carrying capacity is an identical 1,942 litres (68.6 cu ft), which is ample in my books.
After my week with Mercedes’ top-line SUV, I can’t complain. Certainly, I would’ve liked a larger sunroof or, even better, something along the lines of the Jeep Wrangler Unlimited’s new Sky One-Touch Power Top that turns the entire rooftop into open air while still maintaining solid sides and back with windows, but this might weaken the G’s body structure and limit its 4×4 prowess. I also would’ve liked a wireless phone charger, and would have one installed if this was my personal ride.
Hopefully my next G-Class tester will be more suitable to wilderness forays, possibly as an updated gen-2 G 550 4×4²? Previous examples included portal axles like Mercedes’ fabulously capable Unimog, but in just about every other respect I was thoroughly impressed with this well-made luxury utility, and glad Mercedes stayed true to this model’s iconic 4×4 heritage. To me, the G-Glass is the ultimate on-road, off-road compromise, and I’d own one if money allowed.
Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.
Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.
It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.
As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.
The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).
The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.
As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).
Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.
The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.
Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.
The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.
The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.
Seen the new Z yet? The Z Proto (photo below) was introduced just a month ago, and while it might not yet be in full production trim, the car’s amazing attention to detail, particularly inside, makes it look very close to reality. So, where does that leave the current 370Z?
Let’s just call it a modern-day classic to be nice. Today’s Z is in fact the oldest generation of any car currently on the market, having been with us for over 11 years. The only non-commercial vehicle to beat that seasoned tenure is Nissan’s own Frontier pickup truck with 16 years to its credit, while GM’s full-size Chevy Express and GMC Savana commercial cargo/passenger vans are oldest of all, having dawned in 1995 and been refreshed in 2003. While old doesn’t necessarily mean bad, much has been learned in the decades that have passed, and therefore each could certainly be a lot better.
On the positive, this is the Z car’s 50th anniversary, and while I wish I had a special 50th Anniversary model to show you, complete with big, bold, diagonal side stripes, the Nismo is the best of the 2020 370Z crop, so I can hardly complain. To be clear, the anniversary car doesn’t provide the Nismo’s 18 additional horsepower and 6 extra pound-feet of torque, being limited to 332 and 270 respectively, instead of 350 and 276, but you can get it with the available paddle-shift actuated seven-speed automatic, the Nismo only available with a six-speed manual. Then again, it could be considered a moral crime to purchase the most potent version of this car with an autobox anyway.
Under the 370Z’s aluminum hood is a 3.7-litre V6 with a sensational looking red engine cover and an equally exciting reinforced three-point front strut tower brace hovering over top. Nissan should rightly celebrate this potent and dependable six-cylinder mill, and fortunately has provided an engine bay worthy of exposure at weekend parking lot car enthusiast meet-and-greets.
It doesn’t cost a lot to do it right, by the way, the base 370Z coming in at just $30,498, which is a hair over the much less powerful Toyota 86. Rather than get pulled into a comparison, which is oh-so easy with these two, I need to quickly point out that no amount of OEM options or packages can push the little Toyota sport coupe’s price up to my 370Z Nismo’s $48,998 MSRP.
For that money the 2020 Z gets some unique red and black trim accents around the its circumference, plus really attractive 19-inch Nismo Rays forged rims surrounded by a set of 245/40YR19 front and 285/35YR19 rear Dunlop SP Sport MAXX GT600 performance rubber, not to mention a Nismo-tuned suspension featuring increased spring, dampening and stabilizer rates, front and rear performance shocks, a rear underbody V-brace, and the reinforced three-point front strut tower brace noted a moment ago. Oh, and that engine sends its wasted gas through a Nismo-tuned free-flow dual exhaust system with an H-pipe configuration.
As awesome as all that sounds, the 370Z Nismo’s black leather and perforated red Alcantara Recaro sport seats will probably get noticed first, especially because of the racing-style five-point harness slots on their backrests. There’s no shortage of red thread around the cabin either, and special Nismo logos elsewhere, such as the gauge cluster.
Plenty of comfort and convenience features get pulled up from lower trims, too, a few worth mentioning including automatic on/off HID headlights, LED daytime running lights, LED tail lamps, proximity-sensing entry with push-button start and stop, an auto-dimming rear-view mirror that houses a tiny reverse monitor for the backup camera, a HomeLink garage door opener, micro-filtered single-zone automatic climate control, a navigation system with detailed mapping and SiriusXM NavTraffic capability, a great sounding Bose audio system with available satellite radio, a USB charging port, etcetera.
If we put age aside, this 2020 370Z Nismo looks like an excellent value proposition. After all, when compared directly to key rivals from Toyota, the fully-loaded $34,450 86 GT only makes 205 horsepower on its best day, while the 382-horsepower turbocharged BMW 3.0-litre inline-six-powered Supra (I’d love to be living with that car out of warranty, not) will set you back a cool $67,690. Certainly, you can get a BMW-sourced 2.0-litre turbo four in the new Supra instead, but even that 255-hp mill is much pricier than the Z at $56,390.
The top-line Supra can be launched from standstill to 100 km/h in the low to mid four-second range, which is a considerable improvement over the 370Z Nismo’s high four-second to low five-second sprint time. The 86 hits 100 km/h in the mid seven-second range, and tops out at just 226 km/h (140 mph), not that any sane person would ever try that on a Canadian road. Still, bragging rights are bragging rights, allowing owners of straight-six-powered Supras to boast about its 263 km/h (163 mph) terminal velocity, which is plenty of fun until the guy standing in front of his 370Z Nismo at the aforementioned meet-and-greet mentions his comparatively geriatric rival maxes out at 286 km/h (178 mph), a whopping 23 km/h (15 mph) faster.
Of course, it’s not all about straight-line power. Anyone who’s spent time in a fast car knows that braking performance matters a lot more than acceleration, but don’t worry, Nissan has stopping power covered too. Up front, 14- by 1.3-inch vented rotors get the bite from four-piston opposed aluminum calipers, while the 13.8- by 0.8-inch rear discs are bound via two-piston calipers. Zs also receive high-rigidity brake hoses and R35 Special II brake fluid. The brakes are so strong, in fact, that I recommend doing so in a straight line when needing to scrub speed off quickly, because the Z’s 1,581 kilograms (3,486 lbs) of heft has been known to make its rear end a bit squirrely when getting hard on the binders mid-corner. I’ve experienced this myself, one time becoming especially uncomfortable just ahead Laguna Seca’s famed Corkscrew, and you don’t want to enter that one sideways.
Fortunately, getting out of trouble fast is Z car hallmark, the current 370’s double-wishbone front suspension and four-link rear setup being wonderfully balanced most of the time. It gets stiffer roll calibrations and increased damping levels in Nismo trim, plus a 0.6-inch wider track, yet drives quite smoothly nonetheless. All Z’s utilize a carbon-fibre driveshaft to shave off pounds and improve throttle response, plus a viscous limited slip differential for putting power down to the ground via both rear tires.
If you think all of this sounds good, and it should, wait until you’ve downshifted with the Z’s SynchroRev Match equipped six-speed manual that automatically blips the throttle mid-shift to match the upcoming gear ratio. You’ll be sounding like you’re a pro at heel-toe shifting, when you might not even know what I’m talking about. More importantly, SynchroRev Match ideally makes sure that shifts transition smoothly, thus minimizing drivetrain jolt. The shifter feels great too, thanks to a nice and tight, notchy feel and engaging response, while the clutch take-up is smooth yet engaging, and the arrangement of all aluminum pedals is great for the aforementioned heel-toe technique.
As you might expect in a modern sports car, there’s much more aluminum to go around than just the foot pedals, with plenty of bright and brushed metalwork elsewhere in the cabin. Then again, calling the Z a modern sports car is giving it much more respect than it deserves, particularly with respect to the interior’s design and execution. Its red on black colour theme is nice enough, but even this top-tier Nismo variant almost makes the 86 seem fresh.
Don’t get me wrong, because the Alcantara seat and door inserts are pretty plush, as are the same faux-suede armrests and lower centre stack sides, not to mention the nicely padded stitched leatherette dash top and door uppers. More contrast red stitched leather-like material flows around the shifter, and not just the boot. In fact, Nissan dresses up the top surface of the lower console in what comes across like leather, giving it some of the Maxima’s premium flair.
Even the sportiest Maxima SR doesn’t come close to offering seats as completely enveloping as the 370Z Nismo’s, their aggressive side bolstering and shoulder harness holes nodding to the car’s track potential and their maker, Recaro, renowned for producing some of the best performance seats in the business. They’re manually eight-way adjustable to save weight (the passenger gets four adjustments), and while the side dials aren’t as easy to modulate as levers, they’re infinitely adjustable and remain steadfast once set. While this is good, not providing any telescoping reach from the steering column is a massive fail, especially for those of us with longer legs than torso. The result is a need to crank the seatback into an almost 90-degree angle to comfortably and safely grip the steering wheel, which while the ideal position for the track isn’t exactly the most enjoyable on the road.
Now that I’m griping (and you’d expect complaints about an interior that’s into its third decade), the 370Z’s electronic interfaces are downright archaic. I have zero quibbles about the analogue gauge cluster, because I happen to love analogue dials for cars and watches, being a bit of a throwback myself, the car’s trio of ancillary gauges atop the dash one of its most loved design details. I even appreciate the digital clock that harks back to my teenage era, my watch collection including a few these as well, but modern it’s not. The multi-information display left of the tachometer is more of a simple trip computer that’ll have old-school PC users conjuring up memories of pre-Windows MS-DOS video games like Digger and Diamond Caves, not to mention the unusual rows of orange dots above and below for the respective fuel gauge and engine temp. It’s so old that it’s almost cool… almost.
In comparison the Z’s main infotainment touchscreen is mind-blowingly advanced, but of course it’s rather dated compared to most anything else currently on the market. Navigation, Bluetooth phone connectivity, and other function are included, but its graphics are yesteryear, processing speed lethargic, and display resolution quality only slightly more up-to-date than the car itself. It all works well enough, nonetheless, so if you can live with merely adequate electronics, or don’t mind swapping them out for an aftermarket alternative, they’ll do fine.
Of course, this being a two-seat sports coupe, the 370Z isn’t big on cargo capacity either. You can stuff enough bags for a weekend getaway for sure, but the 195 litres (6.9 cu ft) on hand won’t allow for much more. Again, compromises are always required when opting for such a track-ready sports car, so consider this a simple reminder.
In summary, you can get into a new 2020 370Z for less than $30,000, and while not as fancy or powerful as this Nismo variant, it comes reasonably close and you won’t lose as much when driving off the lot. Either way you’ll get a fantastic performance car with a reasonably refined interior, just not a very modern one. If you’re fine with that, it’s hard to beat the base 370Z’s starting price.
If someone were to ask you to name a serious sport sedan a few will probably come to mind in an instant. At the lower end of the four-door performance spectrum the VW GLI and Subaru WRX might immediately come to mind, but within premium circles BMW has been the go-to, go-fast brand for longer than any competitor this side of Maserati, and ‘60s era Quattroportes were astronomically priced. It was BMW that brought super-sedan performance to the masses, with the M5 initiating the entire category.
Sadly I’ve never owned an M5, although I came mighty close to purchasing a mid-‘90s E34 back in ’96. It was beautiful, brilliantly quick, and garnered near-exotic levels of respect amongst those who knew. These days the M5 is legend, with no one questioning why you’d want sports car performance in mid-size five-seater. Now that I’m thinking of it, the world we live in now seems to revere high-end sport sedans as if they were supercars, with most buyers in this class gravitating to taller super-SUVs like BMW’s own X5 M and X6 M.
As fabulous as BMW’s sportiest crossovers may be, I’ll take an M5 any day of the week. As it is, I’ve owned everything from a mid-‘70s Bavaria to a late-‘80s E34 525i and plenty of roundel-badged models in between, with none as entertaining as any M5, but fortunately I’ve been able to spend weeks at a time in BMW’s best sport sedan since the fabulous V8-powered E39 arrived on the scene, and must admit the Bavarians certainly know how to make a big four-door sedan move down the road quickly.
Looking back, the M5 first mentioned made a mere 340 horsepower, which seemed unfathomable when compared to the first M5’s 256 hp, but if lined up beside the comparatively otherworldly 600-plus horsepower M5 available now, it might as well have been a Camry (said with respect to Toyota’s impressive new Camry TRD). The 2020 M5 hits 100 km/h from standstill in a blisteringly quick 3.4 seconds, although if that’s not quite fast enough a Competition model will knock another 0.1 second off the clock for a 3.3-second sprint to the same speed. Either time makes it fastest amongst every direct competitor.
It takes more than mere straight-line speed to make a full-fledged sport sedan, of course, but fortunately the M5 earned its legendary status by managing corners with adroit agility, and the new model is no exception to the accepted rule. In fact, it feels easier than the previous F10-bodied M5 to fling through corners, albeit not quite as light and tossable as the now classic E39 referred to earlier. The now standard carbon fibre roof panel slices about 45 kilos (100 lbs) from the very top of the car, helping to lower its centre of gravity, while the car’s rear-biased all-wheel drive does more than just help out on slippery road conditions, making even drying pavement more controllable.
Likewise, the new F90 M5’s eight-speed gearbox shifts a helluvalot faster than you might expect from a conventional automatic, but if you want it to perform its duties even quicker, bright red “M1” and “M2” buttons on the steering wheel spokes can instantly trigger pre-set sport modes as well as personalized settings for your specific driving style. For instance, I was able to combine a more compliant suspension setup mixed with quicker shifts and higher engine revs for the M1 position, ideal for zipping down bumpy backroads that would cause a stiffer setup to be airborne more often than optimal, while I set the M2 switch for a more firmly sprung suspension with even faster D3 shifting speed, not to mention the DSC system turned off, perfect for smooth stretches of asphalt. The two buttons allowed me to immediately switch between settings as smoother or rougher sections of pavement approached, necessary for making time on the patchwork quilt of backcountry roads in my area.
During my various performance tests, I never attempted to prove the M5’s 305 km/h (190 mph) top speed, as you may have guessed, this more of a bragging right than anything potentially possible on Canadian roads or even any publicly available tracks I know of, but suffice to say it’s more than capable of shredding your license if you try anything so silly. I’m more about straightening ribbons of circuitous two-laners anyway, something the M5 executed with greater ease than anything so luxuriously appointed, accommodatingly sized, and accordingly hefty should be capable of. Fortunately, along with the speed this Bimmer delivers a wonderfully comfortable ride and superb refinement, especially when it came to blocking out wind and road noise.
Don’t worry, plenty of delectable sound emanated from ahead of the firewall (as well as the audio system’s speakers, artificially), the turbo-V8 never letting my ears mistake it for one of the car’s less potent sixes, yet when not pushing it for all it was worth the serene cabin allowed for full enjoyment of the just-noted 16-speaker, 1,400-watt, 10-amplified-channel Bowers and Wilkins surround sound audio system, even more impressive when turned down for calmer, ambient pieces as when cranked up.
Speaking of a fully engaged experience, the new M5 features a fully digital gauge cluster, albeit wrapped up in an analogue design. To achieve this, BMW encircles the tachometer and speedometer displays with beautiful aluminum rings, and while this doesn’t allow navigation map, per se, to completely cover the screen, does provide a unique look with an amply large multi-info display at centre. The MID is filled with utile functions, all controllable via steering wheel switchgear, while the cluster’s graphics and resolution quality is superb.
Looking to the right, the centre-mounted infotainment touchscreen is excellent, although be forewarned it gets better for the new 2021 model, increasing in size by more than two inches for a new diameter of 12.3 inches. And yes, it’s a touchscreen, thus providing the usual smartphone- and tablet-like finger gesture controls. Still, BMW lets those who’d rather control its iDrive system with easier-to-reach lower console-mounted switchgear do so, a spin of a rotating dial or the press of nearby quick-access buttons often preferable to tapping, swiping or pinching.
Also important, the BMW delivers one of the best quality cabins in the M5’s super-sedan class too, thanks to high-end materials and impressive attention to detail. The aforementioned Bowers and Wilkins audio system featured gorgeous aluminum speaker grilles, these combined with no shortage of beautiful metalwork elsewhere in the interior. Some accents were finished in brushed aluminum while others glistened like chrome, although my favourite upgrades were the high-gloss carbon-fibre surface treatments and stunning stitched leatherwork.
Much of that leather can be found on the M5’s sensational front seats, which were two-tone light grey and charcoal in my tester, with perforated inserts and solid tops on the lower bolsters. Brightly coloured M5 appliques enhance each headrest, a fitting garnish for these comfortable, supportive and fully adjustable buckets, the lower cushions even extendable. Gone are the days that BMW limited rear seating to just two, the accommodating 2020 M5 sporting a wide bench seat with a folding centre armrest housing pop-out cupholders, while detailing in back is as good as that up front. The rear seats can be folded in the optimal 40/20/40 configuration too, allowing long cargo such as skis to fit down the middle while two rear passengers enjoy the more comfortable, heated window seats.
The current M5 has been quite popular over its three-year tenure, much thanks to its eye-catching styling. This said the 2021 will get a refresh that may turn off some lovers of this version, due to a larger more rectangular grille, updated headlamps and taillights, and a few other design tweaks. Those not impressed with the updates should snap a 2020 up while they can, although take note there’s currently no penalty for choosing the 2021. In fact, our 2020 BMW M5 Canada Prices page shows up to $1,500 in additional incentives for both model years. Additionally, make sure to check out how the CarCostCanada system works, and while you’re at it visit the Apple Store or Google Play Store to download our free app, where you can learn about any available financing and leasing deals, manufacturer rebates, and dealer invoice pricing for any car you’re interested in, even while perusing your local dealer’s lot.
You can get into the 2020 M5 for $115,300 (plus freight and fees) and the more powerful 617 horsepower Competition version for $123,000, whereas the 2021 M5 will only be available in Competition trim, albeit with a slightly less expensive $121,000 listed price. Performance remains the same, which means the M5 blasts into 2021 as one of the quickest four-door sedans available anywhere. That it’s so well built, nicely equipped and easy to live with is just a bonus.
We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
A perfect storm? Two issues are causing mayhem in the automotive sector this year, the first being a Canadian economy that started slowing last year, and the second more obvious problem being the current health crisis that has put so many out of work, resulting in plenty of 2019 model year vehicles still available more than halfway into 2020. Such is the case for the 2019 G80, which fortunately for you didn’t change much when moving into the newer model year.
In fact, the G80 didn’t change a heck of a lot from its previous Hyundai Genesis Sedan days, back in model years 2015 and 2016, to the four-door mid-size luxury sedan that came for the 2017 model year and the one we have now, other than some very minor styling tweaks and the addition of the mid-range turbocharged V6 being tested here. The new powerplant gives the G80 a three-engine lineup, which is exactly one for each of its three trims. Base Technology trim gets a naturally aspirated 3.8-litre V6 good for 311 horsepower and 293 lb-ft of torque, this Sport model receives a 3.3-litre twin-turbo V6 capable of 365 horsepower and 376 lb-ft of torque, and the top-line G80 Ultimate goes quickest thanks to a naturally aspirated 5.0-litre V8 that puts out 420 horsepower and 383 lb-ft of torque. All utilize an eight-speed automatic and each comes standard with all-wheel drive, so finding traction off the line is no problem at all.
Specs aside, the G80 is an excellent example of modern engineering done well, as are all Genesis models. It can easily keep up with its German, domestic and Japanese rivals, while it’s also attractive, impressively refined with nicely finished materials inside, filled with tech, convenience and luxury features, and wholly deserving of being slotted alongside the Mercedes E-Class/CLS-Class, BMW 5/6 Series, Audi A6/A7, Lexus GS, and other luxury-branded mid-size E-segment sedans. The only negatives worth interjecting include a lack of heritage, which was also true of entries from Lexus, Acura and Infiniti in their early days, and the model’s age. As it is, the G80 is well into six model years, which is a slightly lengthier stint than average in this class or any, but being that there aren’t too many on the road it still appears fairly fresh, plus it doesn’t hurt that its design was great looking from onset.
The only changes from 2019 to 2020 was to the centre stack, the CD player being removed for some reason. It’s an odd update for a car that will only be around for one year, but it is what it is, and thus the newer model will be more appealing to those who consider CDs antiquated, and less so for those who still appreciate this format’s better sound quality (than mp3s).
This means the rest of the 2020 G80 is exactly the same as the outgoing 2019 model, which as noted is hardly a bad situation. Making either model better are factory leasing and financing rates from zero percent. You can find out all about it on our 2019 Genesis G80 Canada Prices page or our 2020 Genesis G80 Canada Prices page, and while you’re there check out our configuration tool that allows you to build either car out in detail. A CarCostCanada membership will provide you with leasing and financing deal information for other models as well, plus manufacturer incentives including rebates, and best of all, dealer invoice pricing that can save you thousands. Learn how it works now, and also enjoy the convenience of our free CarCostCanada app, downloadable from the Google Play Store or Apple Store.
Google and Apple in mind, Android Auto and CarPlay smartphone integration comes with every 2019 and 2020 G80, that aforementioned Technology model starting at $58,000 and including LED DRLs and taillights, 18-inch alloys, proximity keyless access with a hands-free power-opening/closing trunk, genuine open-pore hardwood interior trim, a heatable steering wheel, power-adjustable tilt/telescopic steering, a 7.0-inch colour multi-info display/digital gauge package, a head-up display, a large 9.2-inch centre touchscreen, navigation, 17-speaker audio, an auto-dimming centre mirror, LED interior lighting, a big panoramic moonroof, a 16-way power-adjustable driver’s seat, a 12-way power-adjustable front passenger’s seat, Nappa leather upholstery, heated front and rear outboard seats, cooled front seats, and a bevy of advanced driver assistance systems including autonomous emergency braking with pedestrian detection, blind spot detection, lane departure warning, lane change assist, lane keep assist, rear cross-traffic alert, adaptive cruise control, and driver attention alert.
Both $62,000 Sport and $65,000 Ultimate trims replace the base model’s bi-xenon headlamps with full LEDs, while also adding 19-inch alloys, a microsuede headliner, and a credit card-style remote key fob, while exclusive to the Sport is a unique set of 16-way powered front Sport seats that were especially comfortable and wonderfully supportive to the lower back as well as under the knees, the former benefiting from four-way powered lumbar support adjustment, and the latter getting a power-extendable bottom cushion.
My tester featured a duo-tone light grey and charcoal black interior colour combo that was really nice looking, the two shades divided by stunning carbon-fibre glossy trim across the instrument panel and on the upper door sections, while a tasteful supply of brushed aluminum highlights added bling to key surfaces throughout the interior. Genesis even drilled out the aluminum Lexicon speaker grilles with a cool geometric design, while all of the various buttons, knobs and switches give the G80 a sense of occasion. There’s no shortage of soft-touch composites and leathers either, the Nappa leather seat upholstery particularly plush, resulting in a very refined, upscale environment.
While it might be hard to find hard plastics in the new G80, it’s not exactly the most advanced when it comes to digital displays. It was certainly up to speed six or so years ago, but massive advancements in high-definition, fully digital gauge clusters and widescreen centre displays have made this otherwise beautiful cabin seem a bit dated compared to most rivals. The new 2021 G80 will take care of this problem, so tech fans may want to wait, but those who don’t care about the latest gadgets will likely be fine with the current model’s mostly analogue gauge package, which is highly visible in all lighting conditions, plenty colourful at centre, and fully functional, while the previously noted head-up display was wonderfully useful and plenty advanced.
The centre-mounted infotainment touchscreen is up to task too, providing an attractive graphical display for the superb Lexicon stereo noted before, not to mention the advanced parking camera with active guidelines, 360 degrees of overhead views, and various closeup angles. While the climate control system needs to be actuated via a separate interface below, when choosing a given setting, a simulated cabin graphic shows individual temperatures on the main screen, which is pretty cool.
Amid the various knobs and buttons on the just-noted HVAC interface, an attractive square analogue clock provides a level of elegance that Genesis won’t be carrying over to the 2021 G80, unfortunately, while the CD changer in the similarly styled audio panel just below has already been deleted as mentioned earlier. Genesis provides USB and aux connectors in a lidded compartment below these as part of the lower console, right next to a wireless device charger that ideally tilts towards both front occupants.
An overhead console hovers above with handy felt-lined sunglasses storage, plus LED reading and dome lamps, powered panoramic sunroof controls, the glass of which can be shaded by pushing forward on a secondary switch. That shade is wrapped in a super soft microsuede, just like the roof liner, both sun visors, and each of the G80’s roof pillars.
The mid-size Genesis’ driving position is inherently good, and made even better thanks to those previously noted sport seats, while those in back get an equally spacious compartment. After setting the driver’s seat up for my long-legged, short-torso, five-foot-eight body, I had approximately eight inches ahead of my knees, plenty of legroom, about four inches from the door panel to my shoulders and hips, plus three or so inches of headroom left over, which means the majority of folks should fit in back with room to spare.
As yet unmentioned rear seat goodies include LED reading lights overhead, separate HVAC vents with separate controls housed on the back of the front console, and a pair of particularly well-made magazine pockets on backsides of the front seats, which incidentally are very nicely finished with leather (or at least it looked like leather) from top to bottom. The rear door panels are just as nicely made as those in front, by the way, while the flip-down centre armrest gets dual cupholders, as is almost always the case, plus an unusual set of three-way seat heater controls. A metal clothes hook can be found on the backside of each B-pillar too, which I find very helpful when wanting to arrive at an event without creases in my jacket.
At 433 litres the G80’s trunk is quite sizeable too, but the back seats don’t fold down to accommodate longer cargo like most rivals. Still, you can stuff skis and the like into a centre pass-through, which almost makes up for the rear seats’ static status.
While the rear of the G80 is pretty well unchanged since inception, some trim details aside, the model received new headlights for 2018, plus a reworked lower front grille, slightly refreshed front and rear facias, new standard 18-inch alloys, new primary instruments, the gorgeous analogue clock and front speaker grilles mentioned before, and a new leather-wrapped, metal-clad shifter knob topping an even more impressive electronic eight-speed automatic transmission that replaced the older-tech mechanical eight-speed autobox.
A mere tap rearward puts it into Drive and equally light push forward engages Reverse, with the centre position reserved for neutral as one might expect. The unexpected was an electronic gearbox that’s as easy to slot into gear (or out of gear) as the old-school tranny was, which is not always the case for some (I’m talking to you, Chrysler 300). Like all electronic automatics you don’t need to select Park when shutting off the ignition, as pressing the dash-mounted Engine Start Stop button will do the same thing.
A drive mode selector can be found just aft of the shift lever, with Normal, Eco and Sport selections. Eco mode really retards throttle response, which went a long way to helping the hefty sedan achieve its as-tested Transport Canada fuel economy ratings of 13.8 L/100km city, 9.7 highway and 11.9 combined. The entry-level V6 achieves a 13.4, 9.6 and 11.7 rating respectively, whereas the V8 is thirstiest at a claimed 15.6 city, 10.4 highway and 13.2 combined.
Sport mode makes a dramatic difference over the default Normal setting too, with even more satisfying results. The 3.3-litre twin-turbo’s 365 horsepower feels strong when pushed hard from takeoff, much due to each of the G80 Sport’s four 245/40R19 Continental all-season tires biting into pavement simultaneously via Genesis’ HTRAC all-wheel drive system, the car’s brilliantly quick sprints only improved upon by relentless highway passing performance.
The V6-powered G80 Sport benefits from a little less weight over the front wheels than the Ultimate with its Tau V8, which certainly benefits quickness through fast, tightly spaced curves. The G80 Sport manages these with ease, even with 2,120 kilograms pulling in the opposite directions, making the big sedan feel lighter and more agile than it should. Then again, the G80 provides one of the nicer rides in its class too, Genesis managing to be a best-of-both-worlds alternative to its European peers when it comes to quickly riding in comfort.
While most of the G80’s rivals offer more advanced features, especially in the tech department, Genesis’s mid-size offering will probably be more reliable over the long haul. Even better, it’s backed up by a five-year or 100,000-km warranty if something goes awry, covering almost every component that comes with the car. Scheduled maintenance is complimentary too, while your car will be picked up by their valet service at your home or office, saving you time and therefore money. If the G80 didn’t already have you sold at hello, some of these latter factors combine to make any new Genesis a very practical luxury choice, and worthy of your consideration.
The Rogue is without doubt Nissan’s most important vehicle, selling in greater numbers than any other in its lineup.
Last year the Japanese brand’s compact SUV found 37,530 Canadian buyers, compared to 18,526 for the subcompact Qashqai crossover, 16,086 for the even smaller city car-sized subcompact Kicks crossover, 12,000 for the mid-size Murano crossover, 7,719 for the compact Sentra sedan, 6,361 for the now discontinued Micra city car, 5,704 for the mid-size three-row Pathfinder SUV, 3,723 for the mid-size Frontier pickup truck, 3,342 for the mid-size Altima sedan, 2,881 for the compact Leaf EV, 2,807 for the full-size Titan pickup truck (both half-ton and 3/4-ton versions), 2,369 for the now defunct subcompact Versa Note hatchback, 1,783 for the NV200 compact commercial van, 971 for the full-size Maxima flagship sedan, 807 for the NV full-size commercial van (both cargo and passenger versions), 593 for the full-size (and real flagship) Armada SUV, 500 for the iconic 370Z sports car, and finally 53 for the nearly unbeatable GT-R super-coupe.
Interestingly, the only Nissan model to lead its segment in deliveries was the Micra (RIP), with some displaying woefully poor performance on the sales charts compared to their competitors, the Sentra, Altima, Pathfinder, Frontier, Titan and full-size NV van particularly, while doing well yet not at the very top of their respective categories are the Leaf, Kicks, Qashqai and, yes, you guessed it, the Rogue.
Nissan desperately needs a hit, and while the Rogue won’t likely race past the RAV4’s comparatively (to everything else) interstellar numbers last year, selling 65,248 units to Honda’s 55,859 CR-Vs, it could rise to third by overtaking the Ford Escape’s 39,504 deliveries once calendar year 2021 is in the rearview mirror. Of course, 2020 will either be a negative blip on the sales chart radar or the beginning of a downturn, but either way there will be winners and losers throughout this year and in the years that follow, and all the changes made to the new 2021 Rogue appear to be putting it on the right side of the balance sheet.
Like it or not, rugged, blocky styling is in for modern SUVs, and soft, smooth curves are out. All we need to do is look at the aforementioned RAV4 to appreciate how true this appears to be. Fortunately for Nissan, the 2021 Rogue is gone all brazen, with a tougher look that should be very appealing in its small SUV segment.
We shouldn’t go so far as to call it aggressive, but the new Rogue definitely comes across as more assertive than the outgoing model. It gets a bolder version of Nissan’s squared off V-motion grille at the front and new black D pillars at the rear, the latter coming close to the “floating roof” concept initiated by the previously noted Maxima and Murano. This looks even better when opting for new two-tone exterior colour combinations that allow for a fully black roof. Tough looking lower body cladding muscles up its look further, enhanced by new “U-shape” bodyside panels, while the sharp looking LED tail lamps don’t deviate quite as much from those on the old model as the entirely new multi-level LED head lamps.
In an automotive world that almost always grows outwardly it’s refreshing to learn that this new Rogue actually arrives shorter by 1.5 inches than its predecessor, while it also slices 0.2 inches from road to rooftop. This won’t likely be noticeable inside, but the subtle dimensional shrinkage contributes to the updated SUV’s more upright look without causing it appear too chunky.
While Nissan hasn’t announced a specific off-road trim for its new 2021 Rogue, the RAV4 being the only small SUV to do so with its near-4×4-capable 2019-2020 Trail version and the even more robust TRD Off Road Package now available for the 2020 model year, it’s unfair to claim the new Rogue’s rugged image is only surface deep.
With trims featuring the brand’s Intelligent All-Wheel Drive, a centre console-mounted Drive Mode Selector boasts an “Off-road” setting for overcoming more challenging terrain. Don’t expect it to keep up with the old Xterra or current Armada, but be confident it will be able to make its way over protruding rocks and other moderately sized obstacles emanating from the gravel on the way to the family cabin. Nissan also provides a “Snow” mode that does similarly for slippery road/trail surfaces, while the Drive Mode Selector also features Standard, Eco and Sport settings for normal conditions, these last three being the only settings offered with front-wheel drive models.
Benefiting traction yet more, new Rogue AWD models feature a Vehicle Motion Control System that Senior Vice President of Research and Development at the Nissan Technical Centre North America Chris Reed claims will do “what a human can’t.”
“The all-new Vehicle Motion Control predicts what the driver is trying to do by monitoring steering, acceleration and braking,” says Reed. “It can then step in and help to smooth things out.”
In a nutshell, Vehicle Motion Control (VMC) combines with the new Rogue’s all-wheel drive system and its Drive Mode Selector to provide four-wheel control individually, enhancing line traceability so as to smooth out curves via the braking system’s ABS. It can even apply a single brake pad in order to do so. VMC, that incorporates a chassis control module that continuously “monitors and adjusts engine, transmission, Vehicle Dynamic Control, all-wheel drive and steering functions,” is particularly useful when “driving on snowy slopes, deep snow, snow flat turning and off-road driving (such as beach or dirt trails),” confirmed a press release.
The Rogue’s Intelligent All-Wheel Drive system now features an electro-hydraulic controlled clutch that disseminates torque more quickly and more precisely due to its ability to predict front-wheel slippage. This improves rear torque distribution as well as greater traction and responsiveness.
Responsiveness in mind, a new faster-ratio rack electric power steering design is said to speed up turn-in, while a rigid six-position front suspension mounting and reworked multi-link rear suspension should go further to benefit handling.
Better road-holding matters because the new 2021 Rogue receives 11 additional horsepower and 6 more lb-ft of torque via a revised direct-injection 2.5-litre four-cylinder engine. This results in 181 horsepower and 181 lb-ft of torque, with much of the gains coming from a mirror bore coating technique that reduces friction for better efficiency, as well as a new variable displacement oil pump, plus an integrated exhaust manifold, and finally an e-VTC intake valve.
Nissan has long been a technology leader under the hood and within the chassis, not to mention in advanced driver assistive systems (ADAS), the new model carrying forward with its innovative Rear Door Alert system that warns the driver when something or someone may have been left in the rear seating area, while also adding new Intelligent Driver Alertness to monitor steering patterns and recommend a break when detecting drowsiness, plus Easy Fill Tire Alert to maintain ideal tire pressure.
Continuing on the ADAS theme, Nissan’s Safety Shield 360 is a suite of essential systems featuring Intelligent Emergency Braking with Pedestrian Detection, Blind Spot Warning, Lane Departure Warning, Rear Cross Traffic Alert, and High Beam Assist, while Rear Intelligent Emergency Braking is now standard too, this technology automatically stopping the Rogue before backing into an obstacle or worse, into a child or traffic.
Traffic Sign Recognition, Blind Spot Intervention and Intelligent Cruise Control with improved stop-and-go are available with the new Rogue as well, the latter feature coming as part as an upgraded ProPilot Assist hands-on-wheel partial self-driving system. The new Rogue’s safety kit is improved further with 10 standard airbags instead of just six, plus extended crumple zones to protect occupants during impact. Yet more extras include new four-door Intelligent Key that lets driver and passengers open all four doors, this being part of the updated SUV’s “Family Hub” group of features that also adds tri-zone auto climate control.
Now that we’re inside focused on the centre stack, the standard 8.0-inch infotainment touchscreen display (already sizeable for the segment) is optionally 1.0-inch larger, while Apple CarPlay and Android Auto are standard no matter which trim is chosen, with Google Maps and Waze featuring voice recognition also available.
Even more advanced, the new Rogue sports a customizable 12.3-inch “Digital Dashboard” instrument cluster ahead of the driver, which totally replaces the more conventional instruments with a crisp, colourful high-definition TFT display, although take note that the base model still incorporates a 7.0-inch multi-information display between its dials, which not only is 2.0 inch bigger than the outgoing model’s base cluster, but is fully customizable too. What’s more, a massive 10.8-inch head-up display can be projected onto the windshield so all critical info is as easy as possible to see without taking one’s eyes from the road.
All of this impressive gear is housed in an interior that looks much nicer than its predecessor and most rivals, with plenty of premium-level pliable surfaces as well as nicer available Prima-Tex leatherette and quilted semi-aniline leather upholsteries, in no-cost optional Graphite, Grey or Tan. Better wood grains and metallic trims add to the upscale ambiance, while supporting driver and front passenger is a set of NASA-inspired Zero Gravity seats that feature standard front heaters.
The steering wheel is also heated in base trim, while rear outboard seat warmers are available, as is two-position driver-side memory. A surround parking camera system dubbed Intelligent Around View Monitor is also available, this useful feature combined with the previously noted rear driver assistance systems.
Also notable, Nissan’s adoption of a fully electronic transmission allows for a smaller, shorter and generally smarter electronic shift lever, while thanks to this there is plenty of space for stowing personal items below the “floating” centre console.
Storage in mind, Nissan still hasn’t given the Rogue a rear centre pass-through or 40/20/40 split-folding rear seats despite some competitors anteing up with this much more convenient option. This allows users to stow longer items, such as skis, down the centre while rear passengers benefit from the more comfortable, optionally heatable rear window positions, but this said Nissan has provided one-touch automated folding with “an available remote fold feature” for added convenience. The Rogue’s innovative Divide-n-Hide cargo system is also available once again, as is a powered opening/closing and Motion Activated Liftgate that allows access merely by kicking one’s foot under the rear bumper.
The 2021 Rogue is once again available in three trims, starting with the base S that’s followed by SV and Platinum models. Deliveries will begin this fall, with pricing expected closer to the model’s launch.
As intriguing as the new 2021 Rogue might appear, some would rather benefit from the steep discounts currently being offered by Nissan Canada and its dealer organization. In fact, a quick check of our 2020 Nissan Rogue Canada Prices page showed up to $5,000 in additional incentives at the time of writing, which is a staggering savings for an SUV in this price class. To learn about all the available manufacturer rebates, financing and leasing opportunities, and dealer invoice pricing that could save you thousands on any new model, find out how a CarCostCanada membership will put money back in your wallet, and while you’re at it make sure to download our free mobile app from the Google Play Store or Apple Store.
No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.
As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.
Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.
If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.
Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.
Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.
Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.
Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.
The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.
The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.
Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.
I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.
Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.
I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.
I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.
Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.
The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.
Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.
Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.
After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.
With the release of these swoopy artist’s renderings Volkswagen has announced the virtual world première of its updated 2021 Arteon four-door coupe will occur on June 24th, and along with scant information about the new car is the revelation of a new body style.
The blue car on the left is indeed a sport wagon, although despite having four doors plus a rear liftgate, and therefore being similar in concept to the Porsche Panamera Sport Turismo, Volkswagen has dubbed it a Shooting Brake, which is normally a term given to a two-door wagon with a rear hatch like Ferrari’s 2011–2016 FF or the classic 1972–1973 Volvo P1800ES (although Mercedes-Benz called its four-door CLS sport wagon a Shooting Brake when it debuted for 2012, which was followed up with a 2015 CLA Shooting Brake).
Just like those elongated Mercs, however, the five-door VW won’t be coming to Canada or the U.S., leaving we North American with only getting the four-door fastback variant, but selling such a niche vehicle in our markets is already a risky business proposition as clearly shown in the car’s sales figures.
Despite the Arteon’s stylish sheet metal and nicely sorted interior, the slick VeeDub only found 456 buyers throughout all of calendar year 2019 (albeit deliveries only started in March), which put it in last place within the mainstream mid-size sedan class. VW’s Passat, the Arteon’s more upright, practical and affordable four-door counterpart managed to stay one position ahead with 672 deliveries last year, but bringing up the rear was nothing for Volkswagen’s Canadian division to be excited about.
Yes, it was the ninth year of the outgoing eighth-generation model, and therefore as long in the tooth as anything in this segment has ever been, but that not updating this important model was Volkswagen’s fault to begin with, so being last amongst conventional mid-size sedans was inevitable. Also notable, VW’s poor Passat and Arteon sales occurred well before we were facing all of the current health, social and economic problems.
It’s difficult to say whether a slowdown in Q1 2020 Arteon sales had much to do with the just-mentioned issues or was instead a self-imposed reduction of inventory ahead of the refreshed 2021 model, but either way VW only managed to sell 81 units in Canada for the first three months of this year, but the automaker’s Ajax, Ontario office would have been happy to see deliveries of the all-new Passat increase during the same quarter, the model’s 523 unit-sales nearly as strong as the entire year before.
While it might at first appear like the Passat’s stronger Q1 sales results could be a good sign for the new Arteon, at least when not factoring in the aforementioned health, social and especially economic problems, nobody’s complaining about the 2019-2020 Arteon’s styling. In fact, it already shares many of the design cues of the new Passat. Of course, the artist’s rendering looks longer, lower, wider and leaner than today’s car, which is normal for these types of cartoon-like creations, so before getting all excited it’s probably best to visually squish the eye-popping drawing back into more reasonable proportions, and while you’re at it reduce the size of the gargantuan wheels. Once this is done the 2021 model will probably appear a lot like today’s version, other than its updated front grille and reshaped front fascia, not to mention similarly minor changes provided at the back.
The current Arteon cabin is the nicest available in the 2020 Volkswagen fleet, or at least the one offered here, and although we shouldn’t expect any radical changes VW does promise its newest modular infotainment matrix 3 (MIB3) system for quicker app processing, enhanced connectivity, better functionality, and improved entertainment overall.
VW will also make its “highly assisted” Travel Assist system available, which is similar to the hands-on-the-steering-wheel, self-corrective, semi-autonomous driver assist technologies already on offer by other brands. Likewise, Travel Assist was designed for highway use, and to that effect so-equipped 2021 Arteon models will be able to apply steering, accelerating and braking inputs autonomously at speeds up to 210 km/h (130 mph), as long as the driver remains in control.
Of course, such advanced technologies could very likely add considerable sums to the price of this already expensive sport sedan, which at $49,960 isn’t exactly entry-level. This said, the Arteon’s key four-door coupe rival, the Kia Stinger, comes close to $45k in base trim and nearly $50k when loaded up, but Canadian buyers obviously believe it delivers better value as they purchased 1,569 examples last year. It’s approximate $5k discount and stronger base and optional engines, not to mention fuller load of features in all trims, would’ve likely been important differentiators, plus the South Korean model handles well, includes near-premium interior quality, and isn’t hard on the eyes.
In case the current Arteon has caught your eye, you can get your hands on a 2019 example for quite a bit less than the manufacturer suggested retail price right now. In fact, a quick glance at our 2019 Volkswagen Arteon Canada Prices page shows up to $5,000 in additional incentives available, while the 2020 Arteon is being offered with zero-percent factory leasing and financing rates. Then again, a quick check of our 2019 Kia Stinger Canada Prices page will inform of additional incentives up to $5,000, while four-door coupe buyers interested in the latest 2020 Stinger can get up to $4,000 in incentives. To learn more about these savings and gain access to manufacturer rebate info and even dealer invoice pricing, read this short article about how a CarCostCanada membership can save you thousands on your next purchase of any vehicle. And while you’re at it, make sure to check out our mobile app at Google’s Play Store and Apple’s iTunes store, which is ideal for accessing all the info above while shopping.
As for more on the 2021 Arteon, check this spot later this month and we’ll have all the most important details.