2019 BMW X1 xDrive28i Road Test

2019 BMW X1 xDrive28i
The second-gen X1 has styling on its side, helping it earn most popular status amongst entry-level luxury SUVs. (Photo: Karen Tuggay)

If we don’t count Mini’s Countryman, the BMW X1 was the first subcompact luxury crossover SUV to hit the market. It arrived on the European continent in 2009 for the 2010 model year, a couple of years before it graced our shores as a 2012, while even as it showed up on BMW Canada showroom floors in April of 2011 there was nothing else to directly go up against it. It wasn’t until October of the same year that Land Rover introduced its Range Rover Evoque, thus creating a new automotive segment by providing the X1’s competition, fitting being that BMW once owned the British luxury SUV brand.

Interestingly, it would take an additional three years for Audi to arrive in Canada with its Q3 and Mercedes to enter its GLA-Class, unless we’re counting the much less expensive Buick Encore that showed up in 2013 (but we probably shouldn’t), plus another two years for Infiniti to ante up its QX30 (RIP), an additional three for the Jaguar E-Pace and Volvo XC40, and plus BMW’s sportier X2, and finally one more year for the new Lexus UX. Some more are expected, such as Alfa Romeo’s Tonale for 2022, and potentially Acura’s long rumoured CDX, but take note Infiniti’s already killed off its QX30, which may give pause to Acura. This said, Buick’s done well with its Encore, and while positioned at the lowest end of premium when it comes to price and prestige, an upcoming second-generation Encore, expected this coming year, could do even better.

2019 BMW X1 xDrive28i
The latest X1 looks a lot more like its larger X3 and X5 brethren, which is a very good thing. (Photo: Karen Tuggay)

If we choose to consider Buick a real premium brand, then the Encore is by far the sales leader in this subcompact luxury SUV segment, but given its base price of $28,400, which isn’t even as lofty as the Mini SUV’s base price of $31,690, it’s not truly in the same league as the Europeans and sole remaining Japanese. Still, 10,637 Encores sold in 2018 and 8,322 as of October 31, 2019 is nothing to sneeze at, especially when considering BMW leads the category with 5,308 customers in 2018 and 3,753 so far in 2019. Factoring in the X1’s base price of $41,500, mind you, shows the comparison is hardly fair.

By the way, you can get all 2019 BMW X1 package and individual option pricing right here at CarCostCanada, as well as valuable rebate info and dealer invoice pricing that could save you thousands. In fact, you can currently save up to $2,000 in additional incentives on this 2019 model, or $1,000 on the new 2020 X1, all before even asking for a discount. You can also check out all of the above for any SUV mentioned in this review, such as the Mercedes GLA-Class, Lexus UX, Audi Q3, Range Rover Evoque, BMW X2, Volvo XC40, Jaguar E-Pace, Infiniti QX30, Mini Countryman, and even the Buick Encore.

Where that Buick is a heavily massaged Chevrolet Trax that’s stingy on fuel and reasonably generous with features, albeit not so much when it comes to performance or refinement, and BMW offers strong performance along with some of the best quality, refinement and functionality in the class.

2019 BMW X1 xDrive28i
LED headlights, fog lamps, chrome and aluminum-like trim, plus sharp looking alloys combine together for one great looking SUV. (Photo: Karen Tuggay)

So as not to beat up on the Encore, which I quite like for urban commuting, some of BMW’s challengers wouldn’t have received particularly high marks in all categories just noted, at least initially. The first generation Audi Q3 was weak on straight-line performance and so-so when it came to refinement, while the original X1 wasn’t exactly a marvel of the latter quality either, criticized by many (including yours truly) for less than ideal interior surface treatments. 

BMW’s smallest SUV is now in its second generation, and as part of its “upgrade” has had its superb rear-drive E91 3 Series Touring-platform replaced with the aforementioned Mini Countryman’s second-gen front-drive-biased UKL2 architecture, so therefore today’s X1 is a completely different vehicle than yesterday’s. It began out as a low, lean rear wheel-biased AWD crossover, and has morphed into a more conventionally shaped luxury SUV, looking much more like its bigger X3 and X5 brethren. Impressive sales growth in 2016 and 2017 backed up the German automaker’s decision to take the little X1 in its more comfort-oriented direction, and while those numbers slipped slightly in 2018 and so far this year, I’m guessing it has more to do with the brand’s introduction of the new X2 than any lack of X1 interest, while even more importantly the X1 remains number one amongst true subcompact luxury SUVs, even when not factoring in the new X2.

2019 BMW X1 xDrive28i
The X1’s cabin is a step above most rivals in quality of materials and refinement. (Photo: Karen Tuggay)

By the numbers, X1’s previously-noted Q3+1 sales of 3,753 units puts it far in front of the second-place Merc GLA with 3,021 deliveries, and does likewise against Lexus’ new UX at 2,374 units, which already stole third from the Audi Q3 due to only 2,374 units sold over the past 10 months. Volvo’s XC40 did quite well for an all-new model at 1,690 units, and Land Rover’s recently redone Range Rover Evoque should be commended for its 1,333 new customers due to its higher than average price, but we really need to laud BMW for finding another 1,159 clients for its segment-busting X2, which did even better than Jaguar’s new E-Pace at only 372 deliveries. As for Infiniti’s now cancelled QX30, 93 deliveries doesn’t represent how good this little SUV was, but more accurately tells a story of luxury brand weakness when compared to the strength of Lexus, plus of course the Germans.

Speaking of German strength, BMW shows just how dominant it is in this segment when we combine the sales of both X1 and X2 models, which have accumulated to 4,912 deliveries so far this year, and that’s even before including 2,082 Countryman sales (Mini is a BMW subsidiary after all), which increases sales to 6,994 units. That’s almost as much as you get when adding up all Mercedes GLA, Lexus UX and Audi Q3 deliveries over the same period, which resulted in just 7,698 sales.

2019 BMW X1 xDrive28i
The cockpit provides superb features with total comfort. (Photo: Karen Tuggay)

Unless you’re opposed to success, X1 owners should feel pretty good about their choice. Of course, there are many other reasons to feel positive about their X1, particularly if it’s outfitted as nicely as my tester. While the satin-silver trim on the lower valances and rocker panels came standard, the stylish Mediterranean Blue Metallic paint was a worthwhile $895 option, especially because it allowed for the $950 upgrade from base leatherette to luxurious brown Mocha Dakota Leather upholstery across the dash, doors and seats; Oyster Grey and Black leather also available with this colour.

My tester’s open-pore Oak Grain hardwood inlays with chrome and brush-metal accents were no-cost options that made the interior look even more attractive (yet more woods, brushed aluminum or piano black lacquered inlays can substituted), while most surfaces above the waste were finished in high-quality pliable composites, making the X1 feel a bit more premium than most challengers.

While nicer than leatherette, BMW’s Dakota leather is not its highest grade, but you won’t be able to get Nappa or Merino hides in this entry-level SUV. It’s nevertheless genuine leather, boasting the right fragrance, feel and durability, while my tester’s seat inserts were perforated for aeration. This said, the seats didn’t include forced ventilation, but the three-way seat heaters quickly warmed up near therapeutic levels when their highest temperature settings were chosen, making the already comfortable driver’s seat downright cozy.

2019 BMW X1 xDrive28i
These look like a regular set of analogue BMW gauges, but they float above a cool digital background. (Photo: Karen Tuggay)

My test model’s front seat four-way lumbar support wasn’t standard, but instead comes as part of two option packages, the first being the $3,500 Premium Package Essential group that adds power-folding side mirrors, proximity keyless Comfort Access, auto-dimming centre/rearview and outside mirrors, a big panoramic glass sunroof, a HiFi audio system upgrade, plus an alarm, and the second as-tested $5,900 Premium Package Enhanced including all of the above as well as a head-up display unit, a universal garage door opener, satellite radio, navigation/route guidance, semi-autonomous Park Assistant, BMW’s ConnectedDrive Services Package, and a power tailgate.

Both upgrade packages are available with a heated steering wheel, as well as a $1,000 Driving Assistant Plus package that includes approach warning with pedestrian alert and light city braking, lane departure warning, adaptive cruise control with stop-and-go and traffic jam assist, plus high-beam assist and speed limit information.

Upgrades in mind, my tester also included a $950 Sport Performance Package with a special Sport automatic transmission featuring steering wheel-mounted paddle-shifters (this worth the money alone), a more reactive M Sport Steering system, plus larger 19-inch alloys, although I should point out that my test model was intelligently fitted out for winter and therefore had a set of 225/50R18 Continental ContiWinterContact tires added to its unique M Sport split five-spoke alloy rims.

2019 BMW X1 xDrive28i
Steering wheel-mounted paddles are always appreciated. (Photo: Karen Tuggay)

Anyone that’s driven on winter tires will tell you their performance over anything but snow or ice will be compromised, and thus my test model’s handling potential wouldn’t have been able to fully measure up to the regular base wheel and tire package, let alone the performance-oriented 19s it was supposed to be shod with. Just the same it proved more engaging than (more or less) the same X1 wearing 17-inch winters for my 2016 X1 xDrive28i review, which were smaller in diameter due to that older model only coming with 18-inch rubber in base trim.

Other than wheels and tires, not a lot appears to have changed over the past three years, mind you, which obviously (as previous noted by the X1’s sales volume) doesn’t make any difference to X1 owners, or for that matter to yours truly. The X1’s sole engine, a 2.0-litre turbo-four, continues to make 228 horsepower and 258 lb-ft of torque, which is formidable when compared to a few competitors, such as the Lexus UX or base Mercedes GLA, but it doesn’t come close to matching the 375-horsepower Merc AMG CLA 45, or for that matter top-tier trims of the E-Pace, Evoque or XC40, but once again the X1’s popularity proves that all-out performance hardly matters in this practical class.

2019 BMW X1 xDrive28i
The X1 centre stack is filled with functionality, most of which is housed in its beautiful high-resolution widescreen display. (Photo: Karen Tuggay)

The little BMW was more than adequately powered for my needs, particularly when Sport mode was engaged, which caused the standard eight-speed automatic gearbox to shift quicker, whether actuated by paddles or left on its own. All-wheel drive comes standard, and in wet conditions aided traction in a straight line and during fast-paced cornering, while the X1 certainly feels agile when compared to some rivals. Still, others have an edge when driven to their limits, especially the top-line Mercedes-AMG, while the first-gen X1 was considerably more capable through the slalom too.

I personally believe comfort matters a lot more in this class, and to that end today’s X1 is wholly more viable than its predecessor and some more sport-oriented competitors, whether you’ve set its powertrain to its more relaxed Comfort or Eco modes or not. I find the X1’s ride especially good for its compact size, and while we’re being so practical, even mentioning the little SUV’s thrifty Eco mode, BMW claims a fuel economy rating of 10.7 L/100km city, 7.5 highway and 9.3 combined, which isn’t too bad at all.

2019 BMW X1 xDrive28i
These are two of the most comfortable front seats you’ll likely find in this class. (Photo: Karen Tuggay)

You’ll probably have comfort more on the mind than efficiency when seated inside, however, the driver’s seat of my tester particularly good thanks to its aforementioned four-way power lumbar support, which can precisely find the small of anyone’s back, plus it incorporates power-adjustable side bolsters to snuggly embrace one’s backside, as well as thigh extensions that nicely cup below the knees for lower leg support. The steering column is also more adjustable than some rivals, providing about four inches of telescopic reach, which, together with that driver’s seat, allowed my long-legged, short-torso five-foot-eight body to fit inside perfectly, enhancing both comfort and control of the steering wheel and pedals. Unfortunately this is not always the case, forcing me to power a competitor’s seat squab and/or backrest too far forward for comfort in order to achieve control. Such optimal adjustability makes the X1 better for more peoples’ body types, which is a dealmaker for me.

Rear passengers should find plenty of positives as well, with window seat backrests that provide plenty of support and a third centre seat that’s not entirely uncomfortable (this is a luxury subcompact, after all). Two abreast in back is ideal, mind you, letting rear passengers enjoy the wide, although slightly low centre armrest when folded down in between, plus the convenience of its pop-out cupholders. When I was seated behind the driver’s position, which was set up for me and therefore extended farther rearward than most five-foot-eight adults would require, I still had about four inches in front of my knees, plus another four to five over my head, and four next to my shoulders and hips. In other words, I never once felt the need for more space.

2019 BMW X1 xDrive28i
The optional panoramic sunroof opens up the interior to plenty of overhead light. (Photo: Karen Tuggay)

The big panoramic sunroof above should certainly reduce any feelings of claustrophobia, while anyone scared of the dark can use the LED reading lights to quell their fear, which shouldn’t negatively impact the X1 driver’s view ahead at night. Unfortunately no seat warmers could be found for rear passengers, which is a strange shortcoming in this class, but at least rear surface treatments and other details are just as nice as those found up front.

The cargo area is well finished too, with good quality carpets covering the sidewalls, the cargo floor, which is removable and exposes a big hidden storage compartment below, plus the carpeted rear seatbacks are split in the category’s optimal 40/20/40 configuration. This makes the X1 perfect for skiers that bring along rear passengers, as you can stow skis (or any other long items) down the middle while rear occupants enjoy the more comfortable window seats. The rearmost cargo compartment provides 505 litres (17.8 cubic feet) of space, which is sizeable, while levers on each sidewall automatically lower those just-noted seatbacks down for an even more accommodating 1,550-litre (54.7 cubic-foot) storage area.

2019 BMW X1 xDrive28i
The X1’s rear seating area is large and very comfortable for its subcompact SUV size. (Photo: Karen Tuggay)

Back up front, the X1 gets a fairly conventional looking primary gauge cluster consisting of two big analogue dials, albeit they seem as if they’re floating amid a digital background that’s particularly attractive when lit up at night. That background is a multi-information display of course, filled with a comprehensive assortment of functions.

Atop the dash in the centermost position is a large, wide, high-definition infotainment display featuring beautiful colours and deep contrasts, plus very attractive and highly functional graphics. The system is a step above some competitors in that it’s not only controlled by BMW’s console-mounted iDrive dial and quick-access switchgear, but can also be activated through its fully capacitive touchscreen that lets you tap, pinch, and swipe to your heart’s content, just like with a tablet or smartphone. It’s a very smart and quick responding system too, while all of its various functions performed just as advertised during my weeklong test, including the navigation system that took me exactly where I wanted to go multiple times (not always the case).

2019 BMW X1 xDrive28i
Skiers rejoice! The X1’s 40/20/40-split rear seatbacks are optimal. (Photo: Karen Tuggay)

The audio upgrade provided great sound quality as well, while the X1 includes some regular analogue stereo controls on the centre stack such as a power/volume dial and a row of radio presets just above a comprehensive set of dual-zone auto climate controls. It’s all nicely organized, adding to this little BMW’s overall impressiveness.

In the case of the BMW X1, following the crowd is a very good idea. After all, a vehicle won’t be able to earn top spot in a given class by chance, which is why those considering a small luxury SUV should put BMW’s X1 high on their shopping list. It truly is excellent in most every way.

Story credit: Trevor Hofmann

2019 Hyundai Veloster Turbo Tech Road Test

2019 Hyundai Veloster Turbo Tech
The sharp looking second-generation Veloster, seen here in Turbo Tech trim, looks like a sporty two-door coupe from the driver’s side. (Photo: Trevor Hofmann)

Hyundai’s Veloster could easily be seen as an automotive anomaly, a sports coupe cum four-door hatchback that doesn’t quite fit in to either category, but I see it as a best-of-both-worlds alternative, a sporty two-door coupe when seen from the driver’s side and a low-slung four-door liftback from the passenger’s side.

There’s good reason that such a small number of volume-branded compact sport coupes remain in today’s car market after all. Owners eventually tired of stuffing family and friends into their abbreviated back seats, so they purchased sporty four- and five-door alternatives instead. These days, even the legendary VW Golf GTI is only available with four doors and a hatch, but instead of ultimately conforming to such wagon-like levels of pragmatism, Hyundai adapted General Motors’ 1999 Saturn SC’s terribly executed yet brilliantly idea, which included a single door on the passenger’s side and a second rear-hinged half-door on the driver’s side for easier rear seat access, by adding a conventionally-hinged rear door to the more appropriate passenger’s side for easier entry from the curb.

2019 Hyundai Veloster Turbo Tech
The Veloster provides a rear door for easy access to the seats in back on the passenger’s side. (Photo: Trevor Hofmann)

During its first full calendar year of 2012, Canadian Veloster sales were fairly strong at 5,741 units, but they’ve steadily tapered off since resulting in a low of 1,077 units in 2018, but thanks to a total redesign for this 2019 model year the second-generation Veloster has found 36.6 percent more buyers than it did during the first 10 months of 2018, resulting in 1,295 deliveries as of October 2019. Still, that’s nothing to get excited about in a market that saw Hyundai sell 25,894 Tucson compact SUVs during the same time period, let alone 33,670 Elantras, while a recent downturn of just 279 Velosters sold during Q3 of 2019, representing a plunge of 55.1 percent compared to the same three months of 2018, isn’t the kind of response the brand wants to see for a completely redesigned model, so we’ll need to watch closely to find out how it fares during Q4.

Before Hyundai decides to transform the Veloster into a mainstream version of Mercedes’ new GLC Coupe in order to keep its sporty dreams alive while the entire globe realigns its interests away from cars towards crossovers and SUVs (kind of like how Mitsubishi did with its Eclipse Cross), those who still appreciate the lower centres of gravity and inherently better cornering prowess allowed by cars should be made aware of the new Veloster’s transformation from a torsion beam rear suspension to an independent multi-link design, the revision completely improving its at-the-limit handling and ride quality.

2019 Hyundai Veloster Turbo Tech
The redesigned Veloster’s grille and front fascia looks much more menacing than the previous generation. (Photo: Trevor Hofmann)

The updated Veloster’s undercarriage is much more compliant, resulting in a more comfortable city cruiser with less commotion over rough, uneven tarmac, yet the compact coupe still feels firm enough to come off like a sports car. Nevertheless, despite its more comforting suspension tuning the new Veloster Turbo is a lot more capable through fast-paced corners, particularly noticeable over mid-apex bumps and potholes that would’ve unsettled the previous car. Now you slice through the turn with less worry about the shape of the pavement below, its rear suspension now capable of absorbing such irregularities without losing grip.

Base Velosters come standard with a 2.0-litre four-cylinder engine making 147 horsepower and 132 lb-ft of torque, driving the front wheels through a standard six-speed manual or optional six-speed automatic transmission, while the Veloster Turbo tested here utilizes a 1.6-litre turbo-four capable of 201 horsepower and 195 lb-ft of torque. A six-speed manual gearbox remains standard, as witnessed here in the photos, but buyers wanting less daily hassle can opt for a new seven-speed dual-clutch EcoShift DCT automatic with steering wheel paddles. I’ve driven the previous six-speed DCT (in 2014, 2015 and 2016) and found it shifted quickly enough while offering smooth operation during day-to-day commutes, so it make sense the new seven-speed version provides the same level of drivability with the addition of a taller final gear to improve fuel economy, but I’d personally save $1,500 by opting for the manual and enjoy the benefits of rowing through the gears myself.

2019 Hyundai Veloster Turbo Tech
No shortage of sporty styling cues on the new Veloster Turbo. (Photo: Trevor Hofmann)

It really is a nicely sorted six-speed manual, with an easy, progressive clutch that’s well matched to the torquey turbo-four. Max twist arrives at just 1,500 rpm and maintains boost all the way to 4,500, while maximum thrust arrives at 6,000 rpm before the engine spins to its 7,000 rpm redline (or just above). Activating the optional “SPORT” button just next to the shift lever immediately transforms the Veloster Turbo from an enjoyably tame economy coupe to a seriously fun performance machine, so a move up to the Tech package is well worth it.

Before itemizing standard and optional features, we should talk fuel economy. I know the Veloster is a performance model, but even those looking to save at the pump might want to consider this sporty little car, especially the Turbo. Yes, despite its stronger performance the Turbo is better on fuel (as long as you don’t lay into the throttle too often), with a manual transmission comparo showing 9.4 L/100km in the city, 7.0 on the highway and 8.3 combined for the Turbo, next to 9.4 city, 7.1 highway and 8.4 combined for the base model. The Turbo looks even better when comparing automatic transmissions, at 8.5 city, 6.9 highway and 7.8 combined for the quicker car against a respective 9.1, 7.1 and 8.2.

2019 Hyundai Veloster Turbo Tech
Hyundai makes big improvements inside, but touchy, feely perceived quality is still this car’s weak point. (Photo: Trevor Hofmann)

Now that we’re being so practical, the rear tailgate opens up nice and high, plus it’s wide enough to fit in large items. The cargo area isn’t as sizeable as most of its compact hatchback rivals, but compared to challenging sport coupes it’s very accommodating. In fact, it measures 565 litres (20 cubic feet) behind the rear seatbacks, or approximately the size of a large sedan’s trunk, while it’s also 125 litres (4.4 cu ft) larger than its 440-litre (15.5 cu-ft) cargo compartment. If you need more storage you can drop the back seats down, their uniquely configured 66/33-split design making more sense for a car only capable of seating two rear passengers. With both seats lowered the Veloster can manage up to 1,260 litres (44.5 cu ft) of what-have-you, which once again is a major improvement when compared to the 982 litres (34.7 cubic feet) offered by the outgoing generation.

The lengthy driver’s door and proximity keyless access make entering to the driver’s seat easy, while the two passenger-side doors means that no one coming along for the ride needs to compromise. Certainly, the first rear passenger to sit down must slide along the seat to find the other side, making me wish Hyundai hadn’t added a fixed centre console with cupholders in the middle, and while a folding centre armrest would’ve worked better, it wasn’t all that difficult to get over and does provide some helpful convenience when seated.

2019 Hyundai Veloster Turbo Tech
This analogue/digital gauge cluster is easy to read under any lighting conditions, plus it can be upgraded to include a head-up display. (Photo: Trevor Hofmann)

After positioning the driver’s seat for my five-foot-eight, long-legged, short-torso body, I was left with approximately four to five inches in front of my knees, as well as plenty of space for my feet, but it was a bit tight for my toes below the driver’s seat. Still, I had ample room to move around from side to side, plus about three inches over my head, making me confident that those under six feet should find it spacious enough in back.

The rear seats are carved out like buckets too, providing decent lateral support and good lower back comfort. Other than rear window switches there aren’t any rear amenities, while the side armrests will be the only padded surfaces you’ll be able to find (seats and carpets aside).

Such is true for those up front as well, this shortcoming my only serious complaint with the new Veloster. I understand that we should expect too much in this category, but Hyundai normally punches above its weight in the compact class, so I expected them to do more with this redesigned model. As it is, the new Veloster offers no soft-touch composite surfaces, but the mostly attractive matte textured plastics provided a nice upgrade over the otherwise glossy hard plastic cabin.

2019 Hyundai Veloster Turbo Tech
A well-sorted centre stack gets an available 8-inch touchscreen up top and good quality switchgear throughout. (Photo: Trevor Hofmann)

Most peoples’ eyes will naturally gravitate to the red on black front sport seats anyway, and I must say the one for the driver was as comfortable and supportive as it looks. While not included full powered actuation, its optional two-way powered lumbar support was a useful addition that nearly met the small of my back perfectly. Ergonomics are also good, with the long reaching tilt and telescopic steering column a good match to the six-way adjustable driver’s seat, plus the seat heaters and warming steering wheel came on fast and stayed hot.

Quickly pressing the start/stop button on the instrument panel ignites the engine while prompting a head-up display to power upwards from within the cowl covering the primary gauges. I initially found it slightly distracting, because it’s right in the line of sight, but when choosing sport mode it placed a cool tachometer graphic on the screen that was useful when pushing the engine to redline, while I eventually learned to look past it the rest of the time. The mostly analogue gauge cluster noted a moment ago is easy to see in any light and features a colour multi-information display at centre, while the switchgear on the steering wheel, plus all the buttons and knobs to the left and right of the steering column were good quality, nicely damped, and within easy reach.

2019 Hyundai Veloster Turbo Tech
The larger screen makes for an excellent backup camera with dynamic guidelines, while rear parking sensors help while reversing. (Photo: Trevor Hofmann)

Ditto for the infotainment display, but the only button next to the screen turned on the hazard lights. Instead, the touchscreen’s analogue controls are lower down the centre stack, in between the audio system’s power/volume and tuning/scrolling dials, although I found myself using the steering wheel switches and touchscreen for the majority of features.

Due to Hyundai adding the $3,000 Turbo Tech package, which includes the aforementioned head-up display unit, the leather upholstery, the driver’s seat lumbar support, and the Sport mode, plus rain-sensing windshield wipers, rear parking sonar, and the automatic HVAC system, which incidentally comes with automatic defog, my tester had a larger 8.0-inch display featuring embedded navigation plus excellent (for the class) sounding eight-speaker Infinity audio with an external amplifier.

Before getting ahead of myself, you can get into the 2019 Veloster for just $20,999 plus freight and fees before discount, with the Turbo starting at $25,899. The Turbo Tech package ups the price to $28,899, while a $500 Performance package was added to my tester, including sportier 18-inch rims encircled by 225/40 Michelin Pilot summer-performance rubber.

2019 Hyundai Veloster Turbo Tech
My tester’s comfortable leather-upholstered seats also included two-way powered lumbar. (Photo: Trevor Hofmann)

This said, even base Velosters get 18-inch alloy wheels, as well as auto on/off headlamps, LED daytime running lights, power-adjustable and heated side mirrors, remote access, a heated and leather-wrapped multifunction steering wheel, tilt and telescopic steering, cruise control, powered windows, illuminated vanity mirrors, a sunglasses holder, filtered air conditioning, a one-inch smaller 7.0-inch infotainment touchscreen with standard Android Auto and Apple CarPlay, a backup camera with active guidelines, six-speaker audio, Bluetooth hands-free phone and audio streaming, a leather-clad shift knob, heatable front seats, a manual six-way driver’s seat, a four-way front passenger seat, blind spot detection with rear cross-traffic alert, all the usual active and passive safety features, etcetera.

The Veloster Turbo upgrade adds LED headlamps, LED side mirror turn signals, LED tail lamps, a special grille plus extended side sills, proximity entry with pushbutton star/stop, a 4.2-inch TFT multi-information display instead of a more conventional 3.5-inch trip computer, a big power moonroof, silver vent bezels, checkered dash trim, partial cloth/leather upholstery with red stitching instead of blue, leatherette door trim, red interior accents, plus more.

2019 Hyundai Veloster Turbo Tech
Rear seating is very good for a compact sport coupe, and access is best-in-class. (Photo: Trevor Hofmann)

I could go into colour options and more, but considering this 2019 model is being replaced by the 2020 version while this review is being published, you’ll have to get what you can if wanting to avail model year-end discounts as well as 0-percent financing (the 2020 model was available with 0.99-percent financing at the time of writing). By the way, you can learn about these deals and more right here at CarCostCanada, where all trim, package and individual option prices are itemized, as well as manufacturer rebate info and otherwise hard to get dealer invoice pricing that could save you thousands.

If you like the idea of the new Veloster but were hoping for more performance, you may also want to consider new N trim. It includes a new 2.0-litre turbo-four with 275 horsepower and 260 lb-ft of torque, and comes exclusively with a six-speed manual featuring downshift rev matching. An electronically controlled limited slip differential helps put the power down to the pavement, while an electronically controlled suspension support a big set of 19-inch alloys on 235/35 Pirelli summer-performance tires. Also included are Normal, Sport, N and Custom drive mode selections, while a driver-adjustable active exhaust system makes this ultimate Veloster even more exciting to drive. Even its fuel economy is decent at 10.6 L/100km city, 8.3 highway and 9.5 combined, while it starts at just $34,999.

2019 Hyundai Veloster Turbo Tech
The Veloster’s cargo compartment is significantly larger for 2019. (Photo: Trevor Hofmann)

Notable when comparing 2019 to 2020 Velosters, the new base model won’t be available with a manual transmission anymore, which will only cause performance purists and custom tuners to feel a bit miffed. This change causes the 2020 Veloster’s base price to go up by $1,400 to $22,399, with the cheapest manual now the $27,499 Turbo.

Also important to note, Hyundai has modified its trim naming scheme for 2020, eliminating the GL and Tech designations from the 2019 model while adding Preferred and Luxury to the 2020. The 2020 Veloster N remains a single-trim car for the same price, although those searching for it on CarCostCanada will need to choose it as a separate model from the regular Veloster line.

Whether opting for a 2019 or 2020 model, an old GL, Tech or N, or the new Preferred, Luxury or N trim, the new second-generation Veloster is a much more advanced car than its predecessor. It still combines an extremely sporty look with a very practical layout, but now mixes in stronger performance, newer electronics, and new features, resulting in one of the smartest urban runabouts currently available.

Story and photo credits: Trevor Hofmann

Porsche introduces affordable new Taycan 4S

2020 Porsche Taycan 4S
New 4S trim brings the new 2020 Taycan down to a more palatable level of affordability. (Photo: Porsche)

Porsche revealed two final production Taycan EVs last month, but without doubt some potential buyers found the Turbo and Turbo S models’ respective $173,900 and $213,900 price tags a bit too rich for their budgets. Of course, the Stuttgart, Germany-based performance brand promised more affordable versions to follow, and therefore the $119,400 Taycan 4S is upon us. Priced much closer to the $108,990 base Tesla Model S, this is the EV “volume” model Porsche needs.

So what does the $55k (or $95k) buy you? Performance. Wheels aside there’s no obvious difference to exterior or interior design, or materials quality for that matter, but in place of the Taycan Turbo’s 671 horsepower, 627 lb-ft of torque, and launch control-assisted 3.2-second run to 100 km/h sprint from standstill to 100 km/h, or the Turbo S model’s even more outrageous 750 horsepower, 774 lb-ft of torque, and 2.8-second second run to 100 km/h, the new 4S uses makes due with “just” 522 horsepower, 472 lb-ft of torque and a 4.0-second dash to the 100-km/h mark.

2020 Porsche Taycan 4S
Great looking and brilliantly quick, the new Taycan 4S should be a popular EV. (Photo: Porsche)

A Performance Battery Plus package is available, boosting output to 562 horsepower and torque to 479 lb-ft for a nominal difference in naught to 100 km/h sprints (although Porsche rates it at 4.0 seconds as well), yet this upgraded Taycan 4S’ shoots from standstill to 160 km/h in a scant 8.5 seconds instead of dawdling along at just 8.7 seconds. Both 4S power units limit the Taycan’s terminal velocity to 250 km/h, which incidentally is 30 km/h less speedy than the Turbo or Turbo S.

Under the Taycan 4S floorboards are 79.2 kilowatt-hours of high-voltage lithium-ion battery capable of 407 km (253 miles) of estimated range, as per the European WLTP rating system, while the enhanced 93.4-kWh Performance Plus battery provides about 463 km (288 miles) of range. This compares well with next to the Taycan Turbo’s 388 to 412 km (241 to 256 mile) claimed range and the Turbo S’ 388 to 412 km (241 to 256 mile) estimates.

2020 Porsche Taycan 4S
These unique LED headlights set the Taycan apart. (Photo: Porsche)

No matter the trim, the Taycan uses an industry-first 800-volt electrical architecture that makes for faster recharging due to a charge-rate of 225 kW with the Performance Battery or 270 kW for the upgraded Performance Battery Plus, making 22.5-minute 5-to-80-percent refills possible with all power unit specs. Regular 400-volt high-speed DC recharging happens at 50 kW, but an available booster can increase the charge-rate to 150 kW. You can also use the standard AC charge system at any J1772-compatible charging station, or plug it in at in at home, but charging times will be considerably longer.

Topping the Taycan up is made easier via Porsche’s new Charging Planner, which allows you to plot your route by mapping out ideal charging stations along the way. For instance, it will choose a quicker 270-kW station that can save you time when compared to a regular 50-kW DC charger, even if the quicker charger necessitates a detour from the shortest route. The Charging Planner also preconditions the battery to 20 degrees Celsius, which is best for the fastest possible charge-rate.

2020 Porsche Taycan 4S
The singular body-wide tail lamp is standard fare on Porsches these days. (Photo: Porsche)

Like the Taycan Turbo and Turbo S, the new 4S incorporates an all-wheel drivetrain featuring front and back axle-mounted permanently excited synchronous motors plus a two-speed transmission in the rear. Additionally, Porsche’s centrally networked 4D Chassis Control system provides real-time analysis and synchronization for the Taycan’s standard electronic damper control Porsche Active Suspension Management (PASM) enhanced three-chamber adaptive air suspension, which should result in impressive road-holding capability.

What’s more, Taycan customers should enjoy improvements in reliability over Tesla Model S owners, thanks to Porsche designing a completely new hairpin winding technique for the electric motor stators’ copper solenoid coils, this allowing for a copper fill factor of 70 percent compared to 45 percent when wound using the conventional method, all of which results in stronger performance and less heat.

2020 Porsche Taycan 4S
The Taycan is family friendly thanks to four doors. (Photo: Porsche)

Monitoring the Taycan’s mobility status is a wholly digital primary gauge cluster filled with colourful high-resolution graphics and integrated within a free-standing, curved binnacle that pulls styling cues from the brand’s legendary 911. Just to the right, the Taycan 4S’ standard 10.9-inch high-definition capacitive infotainment touchscreen sits atop the centre stack. Most will also want the optional front passenger display that was introduced last month with the Taycan Turbo and Turbo S, this innovative addition extending the graphical experience across the rest of the instrument panel.

Features in mind, the Taycan 4S receives standard Black or White exterior paint, a unique front fascia design, a glossy black painted rear diffuser and side skirts, LED headlamps with Porsche Dynamic Light System Plus (PDLS Plus), 19-inch five-spoke Taycan S Aero alloys, red-painted six-piston front and four-piston rear brake calipers (instead of the yellow-painted calipers found on the two Turbo models) biting down on 360-mm front and 358-mm rear discs, regenerative brakes (with a maximum regenerative force of 0.39 Gs and recuperation of up to 265 kWh), proximity keyless entry, ambient interior lighting, partial leather upholstery, eight-way power-adjustable front seats with driver’s side memory and more, but take note this base model won’t go into production until June, 2020. Before then, the $1,690 panoramic glass sunroof replaces the standard aluminum roof, while the optional Porsche Mobile Charger Plus isn’t available yet either, which leaves the standard Porsche Mobile Charger Connect system for early adapters.

2020 Porsche Taycan 4S
The Taycan 4S comes well equipped. (Photo: Porsche)

Available Taycan 4S options include a bevy of $910 metallic exterior colours, including the Taycan’s Frozen Blue launch colour shown in the photos, plus bright Mamba Green and deep Gentian Blue, as well as one $3,590 special colour, Carmine Red. Additionally, Porsche is offering two sets of optional 20-inch alloys and three 21-inch wheels, all ranging from $2,710 to $10,010, while the car’s black partial leather cabin can be upgraded to $4,710 black or multiple $5,360 two-tone leather, $7,490 solid or $8,150 two-tone Club leather, or alternatively $4,710 solid or $5,360 two-tone leather-free Race-Tex, the latter Porsche-first incorporating recycled materials that reduce the Taycan’s impact on the environmental.

The new Porsche should be near silent at speed too, due to an amazing Cd of 0.22, plus this ultra-aerodynamic design also minimizes energy use.

Porschephiles wanting a taller SUV model instead of this road-hugging four-door coupe will be glad to know that a crossover coupe dubbed Cross Turismo is on the way next year. It’s designed to go up against the Jaguar I-Pace, Tesla Model X and whatever else comes down the pike by then, so we can all look forward to that.

You can order the new 2020 Taycan 4S right now, however, just like its Turbo siblings, while its arrival date is set for summer 2020.

Story credits: Trevor Hofmann 

Photo credits: Porsche

2019 Hyundai Sonata Ultimate Road Test

2019 Hyundai Sonata Ultimate
Hyundai gave last year’s Sonata a dramatic refresh with this attractive new grille, and the car carried forward identically into 2019. (Photo: Karen Tuggay)

Hyundai’s Sonata has been around for decades. Just over three actually. During its 31-year tenure the South Korean brand has given it a fairly even mix of dramatic designs and comparatively less expressive styling, the latter seeming to win more buyers. 

A quick glance back into the rearview mirror shows the 1998 through 2004 fourth-generation and 2009 through 2014 sixth-generation models offering particularly daring designs, with a comparatively conservative 2004 through 2009 fifth-generation filling the gap. I might end up throwing my “dramatic” styling equals success theory out completely as that relatively modestly sedan sold very well, and while I spent at least one week with all of the above generations and every one since, all of which impressed, I actually had a V6-powered top-tier version of the latter car in my position as a long-term test car for more than a year, and experienced no problems while totally enjoying its comfort and performance (as my weekly reports confirmed). 

Today’s 2014 through 2019 gen-seven model is the best Sonata yet, but before its extensive 2018 mid-cycle update it was amongst the least visually inspiring generations. Don’t mistake my lack of excitement for criticism, as the 2014 through 2017 Sonata was still attractive enough for plenty of mid-size four-door family sedan buyers, but we’d best not call this level of reconstructive surgery a facelift. 

2019 Hyundai Sonata Ultimate
The Sonata looks great from all angles, especially in sporty Ultimate trim. (Photo: Karen Tuggay)

Both 2018 and 2019 Sonata models, which are identical, include a totally reworked grille that completely said goodbye to the front fascia’s sharply angled hexagonal design, a somewhat yawn-inducing generic look if I can be so bold, substituted by a more organically shaped opening that’s helped to visually separate Hyundai and its new Genesis luxury brand. Genesis, which merely rebadged Hyundai’s Genesis Sedan as the G80 as part of its transformation, appears to be keeping more of the outgoing Hyundai grille design while adding a “V” shape to the centre bottom, much like the side view of a brilliant cut diamond as revealed on its new full-size 2020 G90 luxury sedan. 

Back to the current Sonata, its curvaceous new grille is bookended by a nice complex set of headlamp clusters filled with ovoid projector beams (LEDs in my tester) surrounded by attractive LED daytime running lights, these hovering above a neatly stacked set of six LED fog lamps on the lower front corners. 

My tester’s sportier Ultimate trim gets stylish darkened chrome around the otherwise black gloss grille, lower fascia, and headlight surrounds that smartly continue rearward along the front fenders and the entire shoulder line along the side windows before wrapping up and around the greenhouse before meeting back up at the base of each A-pillar. This unique signature design element began with the aforementioned sixth-gen Sonata way back in 2009, and will once again make its dramatic statement for the upcoming 2020 model, a car that take all of the styling cues shown here and expands on them in drama and actual size, while completely redoing rear styling. There’s plenty more dark chrome and loads of glossy black trim on this Ultimate example too, the diffuser style rear apron nicely matching the front fog light bezels, all of which mirror the all black glass and high-gloss roof, this partially because of its panoramic sunroof. I have to admit, the 2018 update made a rather ho-hum Sonata into a great looking mid-size sedan. 

2019 Hyundai Sonata Ultimate
The new Sonata makes a statement with its big grille, available LED headlights, vertically stacked LED fog lamps, and sporty 18-inch alloys. (Photo: Karen Tuggay)

Of course, it needs to be in order to survive. Not only is it up against some very stiff competition thanks to Toyota’s latest Camry being downright seductive in its sportiest XSE trim line, the latest Honda Accord providing a lot more premium-like presence than ever before, an all-new Nissan Altima improving styling while offering standard all-wheel drive, plus plenty of other brands tempting consumers with high performance or fuel-efficient hybrid and plug-in alternatives, not to mention Kia and Volkswagen complementing their respective Optima and Passat family sedans with sporty four-door coupe variants dubbed Stinger and Arteon, but the entire car sector under serious threat from crossover SUVs. 

Out of the 14 mid-size sedans currently vying for your attention, only four saw an increase in year-over-year Canadian sales through the first three quarters of 2019, and the Sonata isn’t one of them. The segment-leading Camry’s 11,579 deliveries are up 4.18 percent since the close of Q3 2018, growth that pales in comparison to the third-place Ford Fusion’s 33.43-percent gain, although its total sales are only 7,280. The two others in positive territory are marginal players to say it kindly, with Honda’s Clarity plug-in hybrid up 12.37 percent to 890 units, and Buick’s Regal having increased its take-rate by a whopping 48.71 percent, albeit only to 635 deliveries. 

2019 Hyundai Sonata Ultimate
While not as large as some competitors, the Sonata Ultimate’s 18-inch alloys help this big sedan perform very well. (Photo: Karen Tuggay)

The biggest loser is Volkswagen’s Passat down 78.24 percent to just 570 units, but Kia’s Optima didn’t fare much better with sales of 1,363 units resulting in a 52.09-percent downturn. A quick glance at some others like the Altima that lost 43.34 percent for 2,568 units despite its recent redesign, and Mazda6’s that took a 42.76-percent nosedive to 1,130 units, doesn’t make the Sonata’s mere 14.18-percent reversal look that bad, while the 3,346 units Hyundai delivered puts it in a strong fifth place, behind the Camry, Accord, Fusion and Malibu, yet ahead of the Altima, Optima, Subaru Legacy, Stinger, Mazda6, Clarity, Regal, Passat, and Arteon. Announcement of the Fusion’s upcoming demise might make it easier for those remaining, although it’s also a sobering sign of this once mighty category not being as essential to carmakers as it once was. 

All this said, the review you’re reading is more of a respectful adieu to the outgoing 2019 Sonata ahead of ushering in the all-new 2020, and therefore some of us can appreciate a car that helped define Hyundai’s new styling direction over its two-year tenure, while others are deciding if it will soon grace their driveway. I have a lot of good to say about this particular Sonata Ultimate tester, continuing on from my styling overview to its very impressive interior filled with upscale finishings and more features than you’re likely to find in any one of the competitors mentioned above. 

2019 Hyundai Sonata Ultimate
These attractive LED taillights come standard. (Photo: Karen Tuggay)

A tasteful array of high-quality, soft-touch composites in all the usual places join textured and brushed metal-like trim and inky piano black detailing throughout, while the medium-grey cabin sports a classy set of identically coloured seats in perforated leather upholstery with light-grey piping around their edges, which matches light-grey stitching on the bolsters, with the latter complementing light-grey stitching found elsewhere around the interior, particularly on the door panel inserts, on the shifter boot, and in baseball-stitched style around the inside of the leather-wrapped flat-bottom sport steering wheel rim. 

That steering wheel not only looks the part of a performance car, but its thick padded rim, nicely indented thumb spats, and overall meaty feel comes across a lot more Veloster N than Azera (RIP, in Canada at least), while the placement of the paddle shifters is so ideal they really enhance the overall driving experience. All is combined with ample steering column rake and reach, plus an eight-way powered driver’s seat with two-way lumbar, both allowing my long-legged, short-torso five-foot-eight frame to get completely comfortable while providing ideal control of directional duties, unlike some in the class that don’t fit me as well. 

2019 Hyundai Sonata Ultimate
The top-line Sonata Ultimate interior is nicely finished and quite refined, but next year’s update is needed to keep it current. (Photo: Karen Tuggay)

During the same week I also had Toyota’s new Camry XSE, which by all styling inferences appears to be the sportiest new mid-size sedan on the market. It’s a significant improvement over the previous model in every way including steering column reach, but it still doesn’t fit me as well. What’s more, the steering wheel doesn’t come close to feeling as sporty or allowing as much control as this Sonata’s, even from a styling standpoint. Don’t get me wrong as Toyota has done a commendable job with the new Camry interior, making its finishing more refined and its overall look a bit more upscale than this Sonata, but as far as real hands-on performance goes, it doesn’t come anywhere near close. What’s more, the Sonata’s steering wheel is heatable from its mid-range up, while Toyota doesn’t even offer a heated steering wheel in the Camry. 

The most notable Camry XSE and Sonata Ultimate differentiators are the seats, with the latter model featuring two of the best front sport seats in the family sedan class. Not only are the embossed with cool “Turbo” insignias up top, and detailed out with all the niceties mentioned earlier, but their deep side bolsters do an excellent job of holding butt and torso in place during hard cornering. You’ll need to hang onto something other than the steering wheel if you want to stay put in the Camry’s driver’s seat while attempting the same lateral Gs, because Toyota’s seats leave you sitting on top of their cushions rather than ensconced within. I didn’t find the Camry’s seats comfortable either, not even in the more luxurious XLE version, but the seats in the Sonata Ultimate are wonderful, and fully supportive in every way you’d want from a sport sedan. The Sonata’s three-way front seat heaters also get toastier than the Camry’s in their top temperature setting, plus the Hyundai includes three-way front seat ventilation that won’t be available to top-line Camry buyers until the 2020 model arrives. 

2019 Hyundai Sonata Ultimate
Most should find the well laid out Sonata interior easy to operate and comfortable. (Photo: Karen Tuggay)

Even the Sonata’s rear seats offer two-way derriere warmers next to the windows in mid-range Preferred trim and above, not to mention nicely carved out support that makes them feel great on the backside, albeit not so much to render the centre position useless. Side window sunshades, found in Luxury and Ultimate trims, can’t be had with a Camry either, while rear seat passengers benefit from plenty of other features like LED reading lights overhead, individual air vents, a nice wide folding centre armrest with integrated cupholders, deep door pockets with bottle holders, and more. A panoramic sunroof on Luxury and Ultimate trims makes the rear passenger compartment feel more open and airy than it would otherwise be, although even less opulent models are hardly short on side window visibility. 

It’s roomy in back too, with plenty of knee space, enough legroom to almost completely stretch out my legs while wearing winter boots, four to five inches to the door panels, plus I still had about three and a half inches above my head, so taller folks should fit in without problem. 

The trunk is large at 462 litres (16.3 cubic feet), while the lid can be opened with a button on the dash or automatically by standing behind the car with the ignition off and proximity-sensing key in pocket. It’s nicely finished with carpeting all the way up the sidewalls, including the trunk lid, while each side of the carpeted seatbacks fold forward in the usual 60/40-configuration via pull-tabs just underneath the rear shelf. 

2019 Hyundai Sonata Ultimate
Simple analogue instruments are enhanced by a good straightforward multi-info display. (Photo: Karen Tuggay)

Everything mentioned so far comes standard in top-line Ultimate trim, including a sharp looking set of 18-inch double-five-spoke alloy wheels wrapped in 235/45R18 Michelin all-season tires (replacing 16- or 17-inch Kumhos) directed via special rack-mounted motor-driven power steering (R-MDPS) with a dual-pinion steering rack, an exclusive twin-scroll turbocharged and direct-injected 2.0-litre four-cylinder engine with dual continuously variable valve timing and two-stage variable induction making 245 horsepower and 260 lb-ft of torque (replacing the base 2.4-litre four with 185 hp and 178 lb-ft of torque), an eight-speed automatic with manual mode and paddle shifters (instead of a six-speed automatic), as well as the special leather sport seats noted earlier, plus the aforementioned 3D Three-dimensional Overlay Method (T.O.M) metallic inlays. 

I’m itemizing the majority of each trim’s standard features because value for money has always been one a great way to judge any Hyundai against its peers, and considering this 2019 Sonata Ultimate goes for just $37,199 plus freight and fees, it’s hard to argue against it. After all, a similarly powered Camry with fewer features tops $41k, about 10 percent more than this full-load Sonata, while it’s also a couple of thousand pricier at its lowest end too. That base Essential trim can be had for just $24,899, while at the time of writing Hyundai was offering up to $2,000 in additional incentives. You can find out more right here at CarCostCanada, right on the same page that gives you detailed 2019 Sonata pricing, including trims, packages and individual options, plus rebate info and dealer invoice pricing that could save you thousands. 

2019 Hyundai Sonata Ultimate
The Sonata’s centre stack provides a lot of hands-on functionality. (Photo: Karen Tuggay)

Yet more features pulled up to this Ultimate model from the $34,899 Luxury trim include the aforementioned LED headlamps with adaptive cornering and auto high beams, the cooled front seats, the rear window sunshades and powered panoramic sunroof, plus aluminum treadplates, chromed inner door handles, an electric parking brake, an auto-dimming centre mirror, a HomeLink universal garage door remote, a six-way powered front passenger seat, driver’s seat and side mirror memory, an 8.0-inch high-resolution infotainment touchscreen with navigation, an excellent sounding 400-watt nine-speaker Infinity audio system, wireless device charging, rear seat heating/ventilation/AC ducts, rear parking sensors, driver attention warning, adaptive cruise control with stop-and-go, forward collision warning with pedestrian detection, and lane departure warning with lane keep assist. 

Features pulled up to the Unlimited from mid-range $28,799 Preferred trim include the stitched leatherette door inserts, heated steering wheel rim, rear seat heaters, and proximity trunk release mentioned before, as well as two-zone auto climate control, satellite radio with a rooftop shark antenna, remote engine start, and BlueLink connectivity, while the $27,699 Essential Sport model provides its sport grille, dark chrome and sportier exterior detailing, sport-tuned suspension, LED tail lamps, front door handle welcome lighting, proximity-sensing keyless entry, sport-style Supervision instrument cluster with a 4.2-inch TFT LCD multi-function display, shift paddles, eight-way power driver’s seat, and aluminum pedals. 

2019 Hyundai Sonata Ultimate
The 8.0-inch centre display is high in resolution and filled with features. (Photo: Karen Tuggay)

Lastly, standard features included with this Ultimate model from base Essential trim are as follows: automatic on/off headlamps, LED daytime running lights, powered and heated exterior mirrors with integrated LED turn signals, a leather-wrapped multifunction steering wheel, speed-sensitive variable intermittent windshield wipers, heatable front seats, Android Auto and Apple CarPlay phone integration, Bluetooth with streaming audio, micro-filtered air conditioning, blindspot monitoring with rear cross-traffic alert, the usual active and passive safety gear, plus plenty more. 

To be fair to the Camry, which has taken quite a beating while being compared directly to the Sonata Unlimited throughout this review, the mid-size Toyota provides a more sophisticated primary gauge package thanks to a more advanced multi-information display (MID) boasting a bigger, more modern looking TFT screen that neatly curves around the outside of each analogue dial, plus it also comes with more functions. Just the same, the Sonata’s MID is bright, clear and hardly short on features. 

2019 Hyundai Sonata Ultimate
This is one of the most supportive driver’s seats in the mid-size class. (Photo: Karen Tuggay)

The car’s centre stack is more vertical than the Camry’s, which is a more modern horizontal layout, not that it matters from a functional standpoint, but it theoretically allows for a larger display (the top-line Camry’s 8.0-inch touchscreen isn’t any larger though) and more room for switchgear around it (the 2020 Sonata makes up for this in a big 12.3-inch way), and therefore the Sonata’s dash design appears more conventional than the Camry’s as well, but once again this has more to do with the 2019 Sonata’s end of lifecycle issues than not technically measuring up (upcoming reviews of the new 2020 Nexo and 2020 Palisade SUVs will expose Hyundai’s infotainment leadership in more detail). I like how the current Sonata’s touchscreen sits high on the centre stack, making it easy to read while driving, and its clear, high-resolution display provides good depth of colour and nice graphics. Its operating system is quick as well, while all functions are generally easy to sort out. 

I found the quality of Sonata switchgear good too, particularly the steering wheel controls and array of buttons, knobs and switches on the centre stack, some of this latter group detailed out with an attractive aluminum-like finish. The upper row of these aluminized toggles is set aside for audio and infotainment system functions, while the bottom row is for the automatic heating and ventilation system, plus the heated and cooled seats as well as the heated steering wheel rim. Under this is a rubberized tray for your smartphone that doubles as a wireless charging pad, while yet more connectivity sits just above on a panel integrating two 12-volt chargers, a USB port, and an aux plug (we can expect more USB ports and fewer old tech as part of the 2020 redesign). 

2019 Hyundai Sonata Ultimate
This big panoramic sunroof adds a lot of light front to back. (Photo: Karen Tuggay)

With the thick, flat-bottom, paddle shifter-enhanced steering wheel rim in hands, and the nicely bolstered driver’s seat underseat, the Sonata Ultimate felt considerably more fun to drive than the Camry XSE, even without the latter car’s more powerful V6. The top-tier Camry is quite a bit quicker in a straight line, shaving about a second and a half off the Sonata Ultimate’s mid-seven-second 0-100 km/h sprint, as long as you manage to stop the front wheels from spinning too much, but straight-line acceleration only one performance criterion, and certainly not most important to me. 

Sure, making surrounding traffic almost instantly disappear in the rearview mirror can be fun while behind the wheel of a Porsche 911 Turbo or something equally fast, but trying to do so in a Sonata or Camry simply makes you look juvenile. I found the Sonata Ultimate’s 2.0-litre turbo moved me out of the starting blocks fast enough, while its eight-speed automatic swapped gears quicker than the Camry’s eight-speed gearbox, particularly when its Drive Mode Select system was switched from Comfort, past Eco, into Sport mode, each of these making adjustments to steering, engine, and transmission responses. For my tastes, the high-revving top-level Sonata engine was a great deal more enjoyable than the Camry’s V6 when pushed hard at speed, while having less weight over the front wheels made for nimbler high-speed handling with less understeer. 

2019 Hyundai Sonata Ultimate
A large back seating area provides good comfort and available amenities like seat heaters, side sunshades, and more. (Photo: Karen Tuggay)

Yes, the Sonata Ultimate manages fast-paced corners better than the Camry XSE, the Hyundai reacting quicker and feeling more stable. The Toyota had a tendency to push its front tires out of its lane when driven similarly over the same circuitous roadway, while becoming its rear tires didn’t feel as hooked up either, and this is in spite of coming equipped with bigger 19-inch alloys on 235/40 all seasons. Throw the Sonata Unlimited’s driver seat superiority into the mix and it’s no contest. 

As for fuel economy, you’d think Hyundai’s 2.0-litre turbo-four would annihilate Toyota’s old 3.5-litre V6, but the Sonata Ultimate’s claimed rating of 10.4 L/100 km city, 7.4 on highway and 9.1 combined is only a fraction better than the Camry XSE’s 10.7 city, 7.4 highway and 9.2 combined rating. Another nod to Toyota is the inclusion of the eight-speed automatic throughout the Camry range, which helps its less formidable four-cylinder trims walk away with an ultra-thrifty 8.1 city, 5.7 highway and 6.9 combined rating, which is far better than the 2.4-litre equipped Sonata’s stingiest rating of 9.2, 6.8 and 8.1. 

2019 Hyundai Sonata Ultimate
The Sonata’s big trunk can be expanded upon by the mid-size segment’s usual 60/40 split-folding rear seatbacks. (Photo: Karen Tuggay)

Now that I’m griping, the Sonata’s proximity-sensing automatic trunk opener doesn’t seem to work when the car is already unlocked, and with no button in back to open it manually you’ll want to remember to do so from the driver’s position before getting out. The Camry’s approach, which includes a button on the trunk lid that unlocks by proximity sensing, is easier to live with. I also like the Camry’s heated front seats, which turn on (or stay off) automatically upon restarting the car, and stay set at the previous temperature. The Sonata’s heatable front seats require your attention each time you climb inside. 

Of course, a lot of other qualities keep the Camry on top of the mid-size sedan class hierarchy, and I promise to cover these in a future road test review, while there’s no shortage of credible competitors in this segment either, as mentioned at length before, yet if buying into this category you’d be wise to spend some time with the Sonata before choosing something else. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

New 2020 Porsche Macan Turbo almost 10 percent more powerful

2020 Porsche Macan Turbo
The 2020 Macan Turbo receives a new front end design and plenty of other styling tweaks too. (Photo: Porsche)

The 2020 Macan has received such a thorough upgrade that many consider it more like newly designed generation, instead of a mid-cycle refresh. Porsche even revised its suspension, while also restyling its front and rear fascias, adding new standard LED headlamps and taillights, with those in the rear helping to give it a completely new look when viewed from behind. Now, instead of two distinct rear lighting clusters, the lenses to each side are bound together by a thin strip in between, similar to other vehicles in Porsche’s updated lineup like the entry-level 718 Cayman and 718 Boxster sports coupe and convertible, the mid-size Panamera four-door coupe, mid-size Cayenne SUV, the iconic 911, and entirely new Taycan all-electric four-door coupe. The 2020 Macan’s interior has been updated too, with a much larger standard 10.9-inch high-definition Porsche Communication Management (PCM) touchscreen display atop the centre stack. 

The renewed Macan Turbo will arrive later this year as a 2020 model, but can be ordered from your local Porsche retailer now for $94,200. If that’s a bit rich for your budget, you may be just as happy with the more fuel-efficient 2020 Macan or the seriously sporty Macan S, both base and mid-range models having arrived earlier this year, the most affordable trim starting at $56,100, with the S bridging the gap at $63,600. 

2020 Porsche Macan Turbo
New 20-inch Turbo wheels enhance the 2020 refresh. (Photo: Porsche)

The base Macan comes equipped with a 2.0-litre turbocharged four-cylinder engine making 248 horsepower and 273 lb-ft of torque, capable of shooting it from zero to 100km/h in a mere 6.7 seconds, or 6.5 with its optional Sport Chrono Package, while its top speed is 227 km/h. 

Of note, all Macans feature a fully automated seven-speed dual-clutch PDK transmission with steering wheel paddle shifters, plus Porsche Traction Management (PTM) active all-wheel drive with an electronic map-controlled multi-plate clutch is also standard, as is an automatic brake differential (ABD) and anti-slip regulation (ASR). 

The second-rung Macan S sports a massive jump in straight-line performance due to a 3.0-litre V6 turbo behind its reshaped front grille, pushing 348 horsepower and 352 lb-ft of torque down to all wheels for a lickety-split acceleration time of just 5.3 seconds to 100km/h, or 5.1 with the Sport Chrono Package, while its new terminal velocity is 254 km/h. 

2020 Porsche Macan Turbo
The biggest change externally is a one-piece body-wide LED taillight cluster. (Photo: Porsche)

Yes, those Macan S performance numbers have been improved for 2020, so Porsche couldn’t arrive with a new Macan Turbo held back by the same engine specs. Instead, the new Turbo gets nearly 10 percent more thrust, its 2.9-litre twin-turbo V6 good for 34 more horsepower at 434, while torque remains the same at 406 lb-ft. This shaves 0.3 seconds from its zero to 100km/h sprint time, the result being 4.5 seconds or 4.3 with its Sport Chrono Package, while its terminal velocity rises by 5 km/h to 270 km/h. 

A few standard Macan Turbo performance features now include one-inch bigger 20-inch Macan Turbo alloys, Porsche Surface Coated Brakes (PSCB) that manage stops faster than the SUV’s outgoing standard braking setup, Porsche Active Suspension Management (PASM) dampers, a sport exhaust system, and more, while a bevy of performance options include (but aren’t limited to) a height-adjustable air suspension system with rolling pistons and new shock absorber hydraulics, Porsche Torque Vectoring Plus (PTV +), and Porsche Ceramic Composite Brakes (PCCB). 

2020 Porsche Macan Turbo
Along with the 10.9-inch centre display all 2020 Macans receive, the Turbo gets Alcantara roof pillars and headliner, 18-way front seats, and more. (Photo: Porsche)

The new 2020 Macan Turbo adds some special touches inside as well, such as standard Alcantara-wrapped roof pillars and roofliner, 18-way front Adaptive Sport Seats with memory, a 665-watt Bose Surround Sound audio system boasting 14 speakers, and the list goes on. 

Its list of convenience and luxury options is long too, and includes a GT Sport steering wheel, wireless charging that comes in a package with a special Smartphone Compartment, semi-autonomous self-parking and traffic assistance systems, and more. 

The new 2020 Macan Turbo can be ordered now at your local Porsche dealer, and will arrive here in Canada toward the end of this year, while you can drive away in a new 2020 Macan and Macan S now.

Story credits: Trevor Hofmann  

Photo credits: Porsche

The new Porsche Taycan is finally here and its top-line 750-hp Turbo S is awesome

2020 Porsche Taycan Turbo S
The 2020 Taycan Turbo S redefines electrified performance. (Photo: Porsche)

Not many cars have been as enthusiastically anticipated as the new Porsche Taycan, and now production model has finally arrived at the 2019 IAA in Frankfurt, Germany. 

To say that it’s powerful seems as bizarrely understated as merely calling it quick. Take a deep breath and then consider that its most formidable variant makes an outrageous 750 horsepower and even more mind-blowing 774 lb-ft of torque, its collective force allowing for a 2.8-second blast from zero to 100 km/h. 

Such performance is nothing new to Tesla aficionados, the California brand’s Model S P100D good for a 0 to 100 km/h run of only 2.6 seconds, but how it achieves that feat with just 613 horsepower and 686 lb-ft of torque available is beyond me (although the fact that its heaviest curb weight of 2,250 kg/4,960 lbs is lower than the Taycan’s 2,295-kg/5,059-lb unladen weight probably has something to do with it). Then again, Porsche has a tendency to understate performance specifications; this brewing up to be an epic drag race that every credible cable and YouTube automotive show will be covering. 

2020 Porsche Taycan Turbo S
The Taycan sports a stunning new design that will influence future Porsche models for years to come. (Photo: Porsche)

This said, Porsche’s faithful care more going fast around corners than merely burning up the asphalt in a straight line. To prove the Taycan’s dominance through tight twisting curves, Porsche took a pre-series example to the legendary Nürburgring-Nordschleife racetrack and quickly set an EV lap-record of 7:42 minutes, which just so happened to obliterate the last Tesla Model S P85D’s 8:50 lap time by over a minute. A minute off the pace around any racetrack is downright embarrassing, making us willing to bet that Tesla will soon show up in Nürburg, Rhineland-Palatinate with its more recently introduced P100D, plus a complete crew and an experienced driver. 

In Tesla’s corner is price, because any 2020 Taycan Turbo is much more expensive than even a fully featured Model S P100D. The 2020 Taycan Turbo, which makes 671 maximum horsepower in launch mode, 627 lb-ft of torque, and can achieve a 3.2-second run from zero to 100 km/h, is now ready to order for $173,900 plus freight, whereas the new top-tier Taycan Turbo S is available from $213,900. Making matters more interesting, these two models aren’t even fully loaded, with Porsche’s many pricey options capable of driving its price up and over $250,000, which is a range normally associated with Aston Martin Rapides, Bentley Flying Spurs and Rolls-Royce Ghosts (ok, maybe a used R-R). 

2020 Porsche Taycan Turbo S
While straight-line acceleration is important in this class, the Taycan’s forte is high-speed control around corners. (Photo: Porsche)

None of the super sedans above are capable of completing the 100-yard dash as quickly or scaling a mountain pass with the level of fleet finesse as a Taycan, however, while none will get the job done without chugging down a tanker’s full of premium unleaded gasoline. Back to electrics, a new 2019 Model S can be had for a comparatively bargain basement $108,990, while its sportier Performance trim line will set you back a mere $134,990 before creeping up to $155k when all options are added. Still, that seems like chump change next to a Taycan Turbo or Turbo S. 

If you’re starting to feel like Porsche has forgotten simpler folk that can barely afford anything into six figures, we can take a little comfort in knowing that these super-fast Turbo variants (in name only, as there are no turbos at play) are merely being introduced first for their jaw-dropping wow factor. Later this year additional less powerful trims will be added to bring the price down from their current cirrus-pheric levels to mere stratospheric realms, but the upcoming Cross Turismo crossover coupe, which will directly take on Jaguar’s I-Pace toward the end of 2020, will no doubt have a full range of more and less accessible window stickers. 

2020 Porsche Taycan Turbo S
The new Taycan’s interior looks very inviting. (Photo: Porsche)

While performance matters, styling will probably play a bigger role in consumer choices when opting for either the Taycan or Model S. The new Porsche is completely new and inarguably good looking, whereas the Model S has been in production for seven years with very few changes. Fit, finish and interior refinement isn’t exactly a Model S strong point either, but expect only the industry’s best materials and workmanship within the new Porsche, while Stuttgart’s various on-board electronic systems are as good as digital displays get. 

To that end the Taycan includes a fully digital pod-like gauge cluster that appears to float on its own behind the steering wheel. The black background of its classic Porsche curved oval area gets filled with colourful high-definition graphics that should appeal to both experienced EV users as well as long-time Porsche owners, while the two touchscreens that span the centre and right-side of the dash, the second display in front of the passenger, and the third capacitive touchscreen atop the sloped centre console (a la Range Rover), are digital eye candy and ideal for optimal control of the car’s myriad functions. 

One of those screens no doubt includes animated power-flow graphics that show a permanent-magnet synchronous motor powering each axle, combining for the previously noted output numbers depending on the model chosen, although it should be noted that both make 616 horsepower when not in launch mode. 

2020 Porsche Taycan Turbo S
The fully digital gauge cluster takes its overall oval shape from classic Porsche models. (Photo: Porsche)

With that overboost setting switched back on, the slower of the two Taycan models can launch from standstill to 200 km/h in a scant 10.6 seconds, while this car’s standing quarter mile arrives in just 11.1 seconds. Do the same with the more formidable Turbo S and the 200-km/h mark arrives in just 9.8 seconds, while the quarter mile zips past in only 10.8. Both trims top out at 280 km/h (161 mph), an electronically limited top speed. 

To achieve such performance the new Porsche incorporates some ultra-sophisticated tech, such as a single-speed front transmission and a larger two-speed rear gearbox. The latter transmission incorporates one gear for acceleration and another taller one for higher speed cruising. It chooses between rear gear sets automatically by monitoring a driver’s style, but it can also be done manually by selecting one of five drive modes. Just like it sounds, Range mode optimizes efficiency and therefore employs the taller second gear as often as possible while temporarily shutting down the front motor, whereas Normal mode makes the second gear the priority, yet uses the first gear a bit more. Sport mode, on the other hand, prioritizes first gear up to about 90 to 100 km/h, although it shifts to the second gear whenever throttle pressure is eased, and then goes back to first when needed. The Taycan also includes Sport Plus and Individual driving modes. 

2020 Porsche Taycan Turbo S
Taycan infotainment is divided between three touchscreens, two across the top and one on the lower console. (Photo: Porsche)

Anyone who’s owned a Tesla knows about overheating, the Model S notorious for it, especially when trying to execute consecutive full-power standing starts. Rather than grandfather this problem onto new Taycan buyers, Porsche has designed cooler running electric motors that feature a special hairpin winding technique to the stators’ copper solenoid coils. The result is a copper fill factor of 70 percent compared to 45 percent when those coils are wound the traditional way, giving the Taycan better more reliable performance. 

In order to prove its point, Porsche endurance-tested the new Taycan in ultra-hot climates (of 42°C with a track temperature of nearly 54°C). A pre-production model circled Italy’s high-banked Nardò Ring oval racetrack at speeds ranging between 195 and 215 km/h for 24 hours straight, the marathon including six test drivers covering 3,425 km (2,128 m). Following up this punishing test program was another test that saw the new Porsche undergo 26 back-to-back launches from standstill to 200 km/h of less than 10 seconds each, with an average of 0.8 seconds variance between fastest and slowest acceleration times. Then we have the Nürburgring event noted earlier, with performance that should completely set the Taycan apart from the Model S. 

2020 Porsche Taycan Turbo S
The four-place interior appears plenty practical. (Photo: Porsche)

Below the floorboards of both Taycan Turbo models is a 93.4-kilowatt-hour high-voltage lithium-ion battery sourced from LG, with enough stored energy to drive for 381 to 450 km (237 to 280 miles) based on the European WLTP rating system. The more quicker Turbo S also offers more range, its expected distance from fully topped up to near empty being 388 to 412 km (241 to 256 miles). 

Making all this happen is an industry-first 800-volt electrical architecture, this also providing for faster recharging when an appropriate 270-kW charge station can be found (or installed in your home). How fast can it be refilled? How does five to 80 percent in just 22.5 minutes sound? Sure that’s a long wait for those used to filling up at a gas station, but anyone familiar with an electric car will know this is incredibly quick. 

Porsche’s Charging Planner makes the process of charging even easier, or at least can maximize one’s efficiency when traveling. For instance, when it charts a given route it factors in the best places to recharge along the way, even if it driving a bit farther out of the way for a quicker 270-kW charge station (which will save a lot of time over a regular 50-kW DC charger) is needed. What’s more, the Charging Planner will precondition the battery to 20°C for faster recharging. 

2020 Porsche Taycan Turbo S
Its 800-volt architecture means a 270-kW charger can fill its battery from 5 to 80 percent in just 22.5 minutes. (Photo: Porsche)

As noted earlier, the new 2020 Porsche Taycan Turbo and Turbo S are now available to build and order from Porsche Canada’s retail website, or you can place an order through your neighbourhood Porsche dealer, but you’ll want to act quickly if being amongst the first in your city to own one matters. This is the first electric car ever capable of truly taking on Tesla’s quickest Model S, making it about as important as any EV built within the last seven years. 

And while waiting to take delivery of your new Taycan, or simply hoping for those lottery ticket numbers to match the bouncing balls on TV, enjoy the complete album of gallery photos above and generous supply of Porsche-sourced videos below: 

 

Story credits: Trevor Hofmann  

Photo credits: Porsche

World Premiere Porsche Taycan (40:33):

 

The new Porsche Taycan – Designed to enliven (1:28):

 

The fully electric Porsche Taycan accelerates 0-90-0 mph on the USS Hornet (0:59):

 

Onboard Lap – Porsche Taycan Sets a Record at the Nürburgring-Nordschleife (8:09):

 

New Porsche Taycan sets a record at the Nürburgring-Nordschleife (0:58):

 

Taycan Prototype Convinces at Endurance Run in Nardò (0:57):

 

The new electric Porsche Taycan proves its repeatability of power before upcoming World Premiere (1:05):

 

A thank you to electricity: The Porsche Taycan (0:45):

 

2019 Subaru Ascent Premier Road Test

2019 Subaru Ascent Premier
The new 2019 Subaru Ascent is one great looking mid-size family hauler. (Photo: Karen Tuggay)

To say the mid-size crossover SUV category is growing would be quite the understatement. In fact, when brands might have once been satisfied with one single entry in either the two- or three-row sectors, now we’re seeing separate models addressing various families’ requirements, and then unique trim levels targeting luxury, sport, and off-road oriented buyers. If you’re a volume manufacturer, or even a niche player, trying to find success without a mid-size SUV in the lineup is like a company selling it wares without using social media. It’s not going to happen. 

Prior to the new 2019 Ascent arrived on the market last autumn, Subaru had been AWOL from this critically important segment since its previous mid-size crossover, the 2005 to 2014 Tribeca, went out of production. That SUV was impressive for a number of reasons, particularly its premium-like refinement, but its styling and third-row spaciousness left would-be buyers searching elsewhere. After five years of contemplation, and no doubt designing and product planning, Subaru is back with a three-row mid-size crossover SUV that won’t disappoint anyone when it comes to size, plus it looks pretty good too. 

Even though two-row crossover SUVs lead the mid-size sector in individual sales, Subaru already does well with its compact five-seat Forester and mid-size Outback crossover wagon, so it made sense for them to target larger families and those requiring more cargo space. They’re not alone, Honda having sold its three-row Pilot for 17 years ahead its new two-row Passport arriving this summer, so possibly we’ll see a bigger five-seat Subaru SUV at some point too. 

2019 Subaru Ascent Premier
What do you think? Does its styling appeal to your senses? (Photo: Karen Tuggay)

Until that happens, the North American-exclusive Ascent seats eight in standard form or seven with its optional second-row captain’s chairs, the latter configuration being how Subaru equipped my top-tier Premier tester. It’s a sizeable SUV, stretching 4,998 millimetres (196.8 inches) nose to tail with a 2,890-mm (113.8-inch) wheelbase, while its overall height stands 1,819 mm (71.6 inches) tall including its standard roof rails. What’s more, it measures 2,176 mm (85.6 inches) wide with its side mirrors extracted, plus its track spans 1,635 mm (64.4 inches) up front and 1,630 mm (64.2 inches) at the rear. 

Putting this into perspective, the new Ascent is 48 mm (1.9 inches) shorter than the mid-size three-row SUV category’s top-selling Explorer, albeit with a 24-mm (0.9-inch) longer wheelbase, and some might be surprised to learn that the new Subaru SUV also stands 42 mm (1.6 inches) taller than the big Ford. The only Explorer dimension to exceed the Ascent is width that sees Ford’s SUV 119 mm (4.7 inches) wider, with 66 and 71 mm (2.6 and 2.8 inches) more respective front and rear track too. Considering the Explorer is one of the mid-size segment’s biggest crossover SUVs, Subaru now has something equally large so that no one gets left behind. 

When comparing the new Ascent to other sales leaders, it’s longer, wider and taller than the Toyota Highlander and Kia Sorento (albeit shorter than the new Kia Telluride, with a shorter wheelbase and less width), longer and taller than the Honda Pilot and Hyundai Santa Fe XL (which is currently in its final days, but take note it’s slightly longer than the new Hyundai Palisade too, but its wheelbase isn’t, nor its width), wider and taller than the Nissan Pathfinder, merely wider than the Dodge Durango, and only taller than the Volkswagen Atlas. 

2019 Subaru Ascent Premier
The finer details in Premier trim are very impressive. (Photo: Karen Tuggay)

That was only a partial list of the Ascent’s three-row mid-size crossover SUV challengers, incidentally, the full list (from top-selling to poorest faring during the first three quarters of 2018) being the Explorer, Sorento, Highlander, Atlas, Pilot, Durango, Pathfinder, Chevrolet Traverse, Santa Fe XL, Dodge Journey, GMC Acadia, Mazda CX-9, and Ford Flex, while the just-mentioned Palisade and Telluride are too new to categorize by sales numbers. 

While exterior size is one thing, passenger volume and cargo space is another, and much more important for making decisions. The Ascent provides 4,347 litres (153.5 cubic feet) of passenger volume and 2,449 litres (86.5 cu ft) for cargo when both rear rows are folded down. Those numbers are just for the most basic of Ascent trims, incidentally, which also measures 1,345 litres (47.5 cu ft) behind the 60/40-split second row and 504 litres (17.8 cu ft) behind the 60/40-split third row, while all other trims are half a litre less commodious at 2,435 litres (86.0 cu ft) behind the first row, 1,331 litres (47.0 cu ft) aft of the second row, and 498 litres (17.6 cu ft) in the very back. 

These numbers compare well against key rivals, with the Ascent’s passenger volume even greater than the Explorer’s, and its standard eight-occupant seating layout a rarity in the class, while the big Subaru’s max cargo volume makes it one of the segment’s largest too. Also helpful, rear passengers gain easier access due to back doors that open up to 75 degrees. 

2019 Subaru Ascent Premier
The Ascent even looks good covered in mud, and performs well off-road too. (Photo: Karen Tuggay)

As with most Subaru models, the Ascent comes standard with full-time Symmetrical AWD, which has long proven to be amongst the more capable of all-wheel drive systems available. Its first advantage is more evenly balanced weight distribution thanks to a longitudinally mounted engine and transmission, compared to the AWD designs of competitors that mostly derive them from FWD chassis architectures incorporating transverse-mounted engines. Subaru’s horizontally opposed flat “boxer” engine also let the designers place it lower in the chassis resulting in a lower centre of gravity, which aids packaging and handling. 

The Symmetrical AWD design automatically applies additional torque to the wheels with the most grip, and it’s done in such a way that traction not only improves when taking off from standstill in slippery conditions, but it also benefits overall control at higher speeds. This means the Ascent is very capable on all types of roads and trail surfaces, while its standard X-mode off-road system, together with hill descent control, as well as a sizeable 220 millimetres (8.66 inches) of ground clearance for overcoming rocks and stumps, snow banks, etcetera, makes it better for tackling tough terrain than most other crossover SUVs. 

Of course I had to off-road it, and when facing the mud and muck I pressed the X-Mode button on the lower console and let it do the rest while I pointed it where I wanted to go. Amazingly it responded almost as well as the bull low gearing range of a truck-based 4×4, although the sound of all the electronic systems, such as traction and stability control, working away in the background as it climbed some very steep, ultra slippery, deeply rutted and just plain yucky sections of trail I would have normally only tried when at the wheel of a Jeep Wrangler, Toyota 4Runner, or something more dedicated to mucking it up, was out of the ordinary. 

2019 Subaru Ascent Premier
Premier trim’s three-tone black, ivory and brown interior colour theme looks amazing. (Photo: Karen Tuggay)

Fortunately the Ascent took care of my backside thanks to one of the nicer rides in the mid-size class, but I wouldn’t say it’s the sportiest feeling or best handling in this three-row category. It’s fully capable of being pushed hard through a twisting back road at a fast clip, but keep in mind this Subie was clearly designed for comfort before speed. 

It rides on the new Subaru Global Platform (SGP) architecture, which combines a strong yet lightweight unibody construction with a fully independent MacPherson strut front and double-wishbone rear suspension, improved further with a stabilizer bar mounted directly to the body at the rear and an electric rack and pinion steering setup in front. It all rolls on 18-inch silver five-spoke alloys shod with 245/60 all-seasons in the Ascent’s two lower trims, and 20-inch machine-finished high-gloss split-spoke rims on 245/50 rubber for the two upper trims, my test model benefiting from the latter. 

High-speed stability is important with an SUV that moves off the line as quickly as the Ascent. Its horizontally opposed 2.4-litre turbocharged four-cylinder makes 260 horsepower and 277 lb-ft of torque, the latter from 2,000 to 4,800 rpm, but I enjoyed it best when not pushing too hard, which bought out the powertrain’s wonderfully smooth character and minimized fuel usage. 

2019 Subaru Ascent Premier
Most Subaru buyers probably won’t care that a fully digital gauge cluster isn’t on the menu. (Photo: Karen Tuggay)

Subaru estimates a Transport Canada five-cycle fuel economy rating of 11.6 L/100km city, 9.0 highway and 10.4 combined for the Ascent, compared to 12.0 city, 8.7 highway and 10.5 combined for the larger 3.6-litre H-6 in the much smaller Outback. The new four actually makes 4 more horsepower and 30 additional lb-ft of torque than the flat-six, by the way, so we’ll probably be seeing this smaller, more efficient turbocharged motor in a future Outback too. 

Now that we’re making fuel economy comparisons, the Ascent looks good when put up against the base Explorer’s 2.3-litre turbocharged four that can only manage a claimed 13.1 L/100km in the city, 9.2 on the highway and 11.4 combined, but it should be said the blue-oval SUV makes a lot more power, whereas the thriftiest Toyota Highlander V6 AWD actually does quite well against both the Ford and Subaru SUVs at 11.7 city, 8.8 highway and 10.4 combined. All in all, the Ascent can hold its own at the pump. 

Helping the Ascent achieve its impressive efficiency is Subaru’s High-torque Lineartronic CVT, continuously variable transmissions not only economical but also ideal for this type of large family-oriented vehicle thanks to its smooth, linear power delivery. Subaru includes standard steering wheel paddles to enhance driver engagement, along with a faux eight-speed manual shift mode that does a decent job of faking a regular automatic transmission’s gear changes while providing reasonably sporty driving characteristics, while standard Active Torque Vectoring increases high-speed traction. This advanced CVT was first introduced with Subaru’s WRX sport sedan, and while not optimized to swap cogs as quickly as in the World Rally Championship-bred performance car, it nevertheless combines positive, smooth operation while minimizing running costs. 

2019 Subaru Ascent Premier
This multi-information display sits atop the dash. (Photo: Karen Tuggay)

Compared to most of the Ascent’s mid-size competitors that come standard with FWD, AWD is standard and there’s only one powertrain on offer, from the base model to top-of-the-line. Trims in mind, the 2019 Ascent is available in Convenience, Touring, Limited and Premier grades, with its standard Convenience features including auto on/off halogen headlamps, LED daytime running lights (DRL), roof rails, a 4.2-inch colour TFT multi-information display, tri-zone auto HVAC, a 6.5-inch touchscreen infotainment system with Android Auto and Apple CarPlay smartphone connectivity, a backup camera, a six-speaker audio system with satellite radio, three-way heatable front seats, an eight-way powered driver’s seat, USB ports for the second row, 19 cup and bottle holders, plus more for only $35,995 plus destination. 

Also impressive, all 2019 Ascent trims includes standard Subaru EyeSight driver assist technologies like adaptive cruise control with lead vehicle start assist, pre-collision braking, pre-collision brake assist, pre-collision throttle management, lane departure warning, lane sway warning, and lane keeping assist, while all the expected active and passive safety features come standard as well. 

Moving up through the line, second-rung Touring trim starts at $40,995 in its eight-passenger configuration or $41,495 when the second-row captain’s chairs are added, the latter reducing the total number of seats to seven. The Touring model also includes the Subaru Rear/Side Vehicle Detection (SRVD) system that features blind spot detection, lane change assist, rear cross-traffic alert and reverse automatic braking, plus this trim also includes a special set of machine-finished five-spoke 18-inch alloy wheels, body-coloured side mirrors with integrated LED turn signals and approach lights, LED fog lights, a sportier looking rear bumper design featuring integrated tailpipe cutouts, proximity-sensing keyless entry, pushbutton start/stop, front door courtesy lamps, chromed inner door handles, a universal garage door opener, a windshield wiper de-icer, auto-dimming centre and sideview mirrors, a leather-clad steering wheel and shift knob, a bigger 8.0-inch centre touchscreen, more upscale fabric upholstery, a power panoramic sunroof, magazine pockets on the front seatbacks, climate controls for the second row passengers, reading lights for third row passengers, a retractable cargo cover, a power-operated tailgate, a transmission oil cooler, trailer stability control, and pre-wiring for a trailer hitch that increases towing capability to 2,270 kilos (5,000 lbs). 

2019 Subaru Ascent Premier
You’ll likely be impressed with the infotainment touchscreen. (Photo: Karen Tuggay)

Next on the Ascent’s trim menu is the Limited, which starts at $46,495 in its standard eight-passenger configuration or $46,995 when set up for seven passengers, and adds the larger 20-inch alloy wheels noted before, plus steering-responsive full low/high beam LED headlamps with auto high beams, black and ivory soft-touch interior surfaces, a heated steering wheel rim, a nicer looking primary gauge package with chrome bezels and blue needles (instead of red), plus a 6.3-inch colour multifunction display on top of the centre dash that shows the time, temperature and dynamic functions including an inclinometer, while a navigation system gets added to the infotainment display, as does SiriusXM Traffic. Additional Limited trim features include 14-speaker 792-watt Harman/Kardon audio, a 10-way powered driver’s seat enhanced with powered lumbar support and lower cushion length adjustability, driver’s seat and side-mirror memory, a four-way powered front passenger seat, leather upholstery, two-way heated second-row seats, integrated rear door sunshades, third-row USB ports, plus more. 

My tester’s Premier trim is top of the line yet at $49,995 it’s still very affordable, especially within a class that often exceeds the $50k threshold before adding options. The Ascent Premier comes fully equipped as is, including a special high-gloss black grille insert, satin-finish side mirror housings, chromed exterior door handles, rain-sensing windshield wipers, ambient interior lighting, a front-view camera, a Smart Rearview Mirror with an integrated rearview camera, woodgrain inlays, brown perforated leather upholstery, ventilated front seats, standard captain’s chairs for the second row, a 120-volt power outlet on the rear centre console, plus more. 

2019 Subaru Ascent Premier
Comfort is king in the Ascent’s accommodating driver’s seat. (Photo: Karen Tuggay)

By the way, all 2019 Subaru Ascent prices were sourced right here on CarCostCanada, where you can also find detailed pricing on trims, packages and standalone options for every other new car, truck, van and crossover SUV sold in Canada, plus rebate information and dealer invoice pricing that could save you thousands. 

Along with all the right features is a really nicely finished cabin that’s large and comfortable from front to back. Some noteworthy details include a leather-like soft-touch dash top enhanced with attractive stitching ahead of the front passenger, while just below is a useful shelf unpinned by a really nice bolster covered in more stitched leatherette, albeit ivory coloured for a truly distinct look. This wraps around lower portion of the instrument panel before matching up to more ivory bolstering on the door panels, although Subaru goes a step further by introducing a dark brown for the armrests that matches the previously noted brown leather seat upholstery. Premier trim also features matte-finish faux wood trim, but honestly it doesn’t come close to looking or feeling real. Last but not least, Subaru takes care of everyone’s elbows with soft padded synthetic door uppers front to back, but doesn’t go so far as to wrap any of the roof pillars in cloth like some others in the class. 

2019 Subaru Ascent Premier
Second-row roominess is excellent. (Photo: Karen Tuggay)

Speaking of not measuring up to the best this class has to offer, I was surprised to learn this top-line model doesn’t come with a fully digital gauge cluster, this advanced feature showing up on many of the Ascent’s recently redesigned or new competitors, like Volkswagen’s Atlas and Hyundai Palisade. Still, the dials’ blue needles were a nice addition instead of the usual red found in lower trims, while the vertical TFT multi-information display features a cool graphic of the SUV’s backside with taillights that light up when pressing the brake. It’s fun to watch, but even better this display notifies drivers via visual alert and audio chime that they may have left something, a young child, or possibly a pet in the back seat. 

The bigger multi-information display on top of the dash is used more for Subaru’s EyeSight advanced driver assistance systems, with attractive, detailed graphics, while this display also provides speed limit information, navigation system info, an inclinometer and other off-road features, plus more. 

Just underneath, Subaru’s impressive new high-resolution 3D-like infotainment touchscreen really wows the eyes as it provides a bevy of useful functions. It includes all the features and apps noted earlier, plus it responds to inputs quickly and reliably. 

2019 Subaru Ascent Premier
Even the third row is roomy enough for adults. (Photo: Karen Tuggay)

Fast responses in mind, the heatable steering wheel warms up quickly and remains hot as well, as do the heated front and rear seats, which I appreciate more than those that slowly cool off after a few minutes of maximum strength. I often use heated seats for therapeutic reasons, soothing an aching lower back, and the last thing I want is to keep fiddling with a temperature control switch. Speaking of switches, the button for heated steering wheel is smartly positioned just below the right-side spoke where it’s easy to locate, while the adaptive cruise control system, actuated via a set of buttons just above, worked ideally during high-speed and stop-and-go driving. Likewise, the lane departure system held the Ascent in place when cruising down the freeway, but rather than maintain the centre of a given lane it bounced off the lines when I purposely didn’t pay attention in order to test its capability. 

A really impressive technology is the Ascent Premier’s auto-dimming centre mirror that does double-duty as a backup camera when activated. Also helpful is the Ascent’s sunglasses holder that doubles as a rear conversation mirror. 

2019 Subaru Ascent Premier
There’s plenty of space for cargo with all the seats folded down. (Photo: Karen Tuggay)

The Ascent’s driver’s seat was ultra-comfortable and quite wide, so it should be ideally shaped for big people, but it fit my five-foot-eight medium-build body type well too. When that front seat was positioned for my long-legged, short-torso frame, which means I had it pushed farther rearward than someone my height normally would, a far reaching telescopic steering wheel allowed for a comfortable driving position that left me in complete control. What’s more, when the seat was set up this way I still had plenty of room just behind in the second row seat, with approximately 10 inches of available space ahead of my knees and ample for me feet, plus loads for my hips and shoulders as well as more than enough over my head. 

I was even more impressive with the third row. Just for fun I slid the second row as far back as possible and then climbed rearward, via a walkway that provided more than enough room. When seated in the very back my knees were rubbing up against the second-row seatbacks, but moving those seats forward a touch remedied the situation to the point that I had plenty of space in both rear rows. Really, there were three-plus inches above my head in the very back, which means average-size adults should fit in no problem, even while larger adults are seated just ahead. 

2019 Subaru Ascent Premier
The retractable cargo cover neatly stows away under the cargo floor. (Photo: Karen Tuggay)

As I mentioned before, the Ascent provides a full load of cargo space behind the third row. In fact, it’s similar that found in a full-size sedan’s trunk, while below that load floor is a hidden compartment for storing smaller items plus the retractable cargo cover when not being used. Lowering the 60/40-split third row is slightly awkward, first needing the headrests to be manually pushed down into the seatbacks, and then requiring a tug on a strap hanging off the top of the seats, before pushing those seats down. Pulling them back up merely needs a tug on a longer strap attached to the cargo floor/seatback. As for the second row, it lays down by first unlatching it, so you can slide it forward, and then unlatching a second release at which point you can slide them back if you want to line up each side. There’s plenty of space for luggage and/or building sheets, but I must say the captain’s chairs don’t result in a particularly flat loading area. I imagine the standard bench seat would work better, so you may want to purchase one of the Ascent’s lower trims if you’re planning to do a lot of load hauling. 

Purchasing in mind, you should feel safe buying an Ascent, even though it hasn’t been around very long. Subaru has a good track record for reliability and longevity, and after a week with this example I believe the automaker has done a very good job engineering and assembling its first-ever near full-size SUV. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

2019 Chevrolet Equinox AWD Premier Road Test

2019 Chevrolet Equinox AWD Premier Road Test
We tested the 2019 Equinox in two flavours, including its base 1.5-litre turbo-four (shown here) and its 1.6-litre turbo-diesel. (Photo: Karen Tuggay)

It’s easy to point the finger at Volkswagen for ridding us of the diesel, but they weren’t the only German automaker to cheat environmental regulations in order to legitimize their oil burners. Now we can thank General Motors for staying the diesel engine’s execution, at least temporarily. 

Yes, no sooner am I reporting on the General’s wonderful 1.6-litre turbo-diesel powerplant and it’s already being discontinued from the 2020 Equinox lineup, relegated back to mid-size pickup truck duty. This means you’d better act fast if you want to own a new 2019 Equinox Diesel. 

You may not know that Hyundai and Mazda promised diesel powertrains of their own for this very 2019 model year, but they’ve probably seen the fading light of diesel’s demise in this new “woke” era, with Hyundai recently introducing a number of all-electric SUVs, one even fueled with hydrogen. Trying to refuel that fuel cell model at Vancouver’s only hydrogen station might pose a problem unless you happen to live five minutes away like I do, but I’d still rather have the go-anywhere efficiency of a diesel. 

Recently I spent a week with 1.5-litre turbo-four gasoline-powered Equinox Premium (the white one in the photos), and after that another week with the same trim with the turbo-diesel I’ve been blabbing on about (the blue version), while I’ve yet to spend a minute with the most compact crossover SUV’s most potent 2.0-litre turbocharged four-cylinder. 

2019 Chevrolet Equinox AWD Premier Road Test
Is blue more your style? The Equinox provides plenty of colour options, not to mention loads of trims and even three engines. (Photo: Karen Tuggay)

The entry-level engine might initially appear a bit on the weak side thanks to only 170 horsepower and 203 lb-ft of torque available, at least on paper, but it was more than sufficient for this fairly lightweight compact crossover, plus it’s ultra friendly to those keeping tabs on their budgets due to a claimed Transport Canada fuel economy rating of 9.2 L/100km city, 7.3 highway and 8.3 combined in FWD trim, or 9.3 city, 7.8 highway and 8.6 combined with its optional AWD. 

The available 2.0-litre turbocharged four-cylinder, which features AWD as standard equipment, should provide those looking for excitement with thrills aplenty thanks to 252 horsepower and 260 lb-ft of torque, but despite the impressive nine-speed automatic it comes mated to, which adds up to three extra gears over the two less potent engines’ six-speed automatic transmissions, the more advanced drivetrain manages only 10.9 L/100km in the city, 8.3 on the highway and 9.7 combined. 

Incidentally, all models come standard with auto stop/start, which instantly turns off the engine when the Equinox comes to a full stop, and then automatically restarts it when lifting off the brake pedal, the process helping reduce emissions and fuel usage. 

2019 Chevrolet Equinox AWD Premier Road Test
It’s a smart looking SUV, no matter the trim. (Photo: Karen Tuggay)

All in all, the above numbers are really quite decent when comparing them to competitors with similar performance, but both gasoline-fueled models don’t come close to matching the fuel economy of the Equinox Diesel, that gets an 8.5 L/100km city, 6.0 highway (6.1 with AWD) and 7.4 combined claimed rating. Then again, line those numbers up next to the new Toyota RAV4 Hybrid’s figures and the Chevy almost looks gluttonous, what with a mere 5.8 L/100km of city consumption, plus 6.3 on the highway and 6.0 combined, plus the Japanese model’s $32,090 entry price is about a thousand cheaper than the least expensive Equinox LT FWD model, which starts at $33,100. It’s $6,400 more than the $26,700 base Equinox LS as well, and $5,300 less than the $38,400 Equinox AWD Premier Diesel shown on this page. All-wheel drive adds $2,400 to the base LS price, incidentally, while the sportier Equinox AWD 2.0 Premier is available from $37,900. 

I should mention that all the quoted prices above don’t include the destination charge or any other fees, but you can check such details plus all the prices of trims, packages and individual options right here on CarCostCanada, where we also provide you the latest manufacturer rebates (especially helpful during year-end clear-outs) as well as dealer invoice pricing that could easily save you thousands. 

2019 Chevrolet Equinox AWD Premier Road Test
LED headlights and taillights are available, plus these optional 19-inch alloys. (Photo: Karen Tuggay)

Now that we’re talking savings, Mitsubishi’s Outlander PHEV is the compact SUV class’s most efficient model by a long shot, but with a base price of $43,498 (before government rebates) it’s a lot more expensive, which makes GM’s duo of diesels the most efficient non-electrified crossover pairing in the compact crowd. Combine that with diesel pump pricing that’s usually a lot lower than regular unleaded, and it should save you money if you drive enough. It should be noted the 2.0-litre turbo is thriftier than a number of similarly powerful compact crossovers too, so big marks to GM for offering so many engine and transmission options, plus making them all better than average when it comes to fuel economy. 

I have to admit to preferring the diesel-turbo to the base gasoline-powered turbo-four, both from a performance and efficiency perspective. The diesel might only put out 137 horsepower, but it delivers a much stronger 240 lb-ft of torque down, and like the base engine it’s all available from just 2,000 rpm. 

Also impressive, the Equinox’ AWD system aids fuel economy even more. Unlike the majority of SUVs in this class that use full-time AWD systems, or employ a viscous-type coupling that causes the rear wheels to engage automatically, GM’s SUVs use the front wheels to drive until traction becomes a problem, at which point a warning appears within the instrument cluster and you’re recommended to switch over to AWD by pressing a button on the lower centre console. I first questioned whether or not my Equinox was fitted with AWD when my front tires kept breaking traction during takeoff, this due to all of the diesel’s rubber-smoking torque, but after noticing the AWD button and then putting it into action, no more squealing tires. 

2019 Chevrolet Equinox AWD Premier Road Test
The interior is really refined, and there’s no shortage of standard and available features. (Photo: Karen Tuggay)

Another bonus was the base six-speed automatic, which while down a couple of gears from some others in this class, including the aforementioned 2.0-litre turbo-four, was nevertheless very responsive. You can even row through the gears by flicking a rocker switch on top of the shift knob with your thumb, which is an unusual but welcome alternative to shifting the whole gear lever or pulling on a set of steering wheel-mounted paddle shifters (now that I mentioned that, don’t try to shift by pulling the buttons on the backside of the Equinox’ steering wheel, as you’ll probably just swap radio stations). Back to that six-speed, I never found it lacking gears, as each engine provided plenty of torque over very wide rev ranges, and the transmission shifted nice and smooth no matter whether I was doing so manually or leaving it to its own devices. 

The Equinox also has a nice smooth suspension, which is par for the course when talking about GM products, other than performance-first models like the Corvette Z06. Back to the compact crossover SUV segment, the Equinox takes to corners well too, easily providing a level of smile-inducing sporty performance. It feels light in weight, nimble, and plenty of fun through the curves, plus it’s great at zipping in and out of heavy inner-city traffic, or just cruising down the freeway. 

2019 Chevrolet Equinox AWD Premier Road Test
The centre stack is well laid out, and infotainment touchscreen amongst the segment’s best. (Photo: Karen Tuggay)

I was able to take in the Equinox Premier’s impressive interior better during more relaxed stints behind the wheel, however. It’s finished to a higher degree than some of its key rivals, a quality factor that immediately becomes noticeable when closing the driver’s door. It just feels more solid and better built than a number of its tinnier challengers, with this refinement continuing throughout the cabin. For instance, both smooth and perforated patterned and contrast-stitched leatherette covers the entire instrument panel, while tastefully applied aluminum-like accents dress up the steering wheel, the primary gauge cluster, each dash vent, the centre stack switchgear, and the lower console controls. 

A weakness is the amount of pliable interior plastics, but Chevy does cover each armrest plus much of the door inserts and uppers in a padded, contrast-stitched leatherette, while it finishes off the rest of those door uppers in a synthetic soft paint that also is used for dressing up the dash top and much of the instrument panel, plus the top edges of the centre stack and lower console. To clarify, this isn’t the type of paint that eventually peels off, but instead it is permanently bonded to the plastic and therefore provides a nicer texture than the usual hard shell plastic found in this class. 

Pushing such premium touches yet further upstream is a truly nice set of steering wheel switchgear, my test model even featuring a heated steering wheel rim as well as adaptive cruise control, while some of the buttons at hand actuated the colour multi-information display in the otherwise analogue gauge package, this incorporating a digital readout for traffic sign info, plus a back seat reminder that detects whether or not you opened the rear doors before departing on your journey, and when arriving warns that something or someone might have been left in the rear passenger compartment. 

2019 Chevrolet Equinox AWD Premier Road Test
This best-in-industry parking camera lets you watch the curb and road simultaneously, plus much more. (Photo: Karen Tuggay)

Lastly, the Equinox tops off its centre stack with a truly impressive infotainment touchscreen. I really like the clear and elegantly simple circular graphics and bright colours used for the main menu interface, which look modern, fresh and are easy to sort out. Chevy has created one of the best infotainment systems in the mainstream industry, and while some competitors might offer larger touchscreens, this eight-inch system is brilliantly sharp thanks to excellent resolution, and provides deep, rich colours with superb contrast. The navigation system’s map is clear and easy to read, while inputting addresses is easy, plus the route guidance was totally accurate each time I used it. I only wish the satellite radio interface showed album cover graphics, but that was hardly a deal-breaker. 

The Equinox infotainment system also includes Android Auto and Apple CarPlay smartphone integration, plus one of the best 360-degree parking monitors I’ve ever experienced. From its default mode, which makes the “bird’s-eye” view surround camera smaller and puts it to the left of the display with a bigger rearview camera along with its dynamic guidelines to the right, it can be switched up to a full reverse camera with dynamic guidelines, or instead provide a different view of that same backup camera, an overhead view of that rear camera, or alternatively a weird frontal view that actually seems as if the SUV is being filmed from a drone hovering slightly ahead and above. There are simultaneous views of the curb and road, ultra-close-ups of the front, plus more. This camera kept me spellbound for at least an hour. By the way, both this top-tier camera system and the entry-level version were upgraded for image quality this year. 

2019 Chevrolet Equinox AWD Premier Road Test
Great seats and a superb driving position made for a comfortable daily driver. (Photo: Karen Tuggay)

Just below the infotainment display is a two-zone auto HVAC interface that’s nicely organized and attractive, but my favourite set of buttons activated the three-way heatable and/or cooled front seats, the second of these items rarely available in this category, but really appreciated for keeping backside dry and cool during summer’s heat. 

Follow the centre stack down to its base and you’ll find a sizeable compartment with a rubberized floor that’s ideal for a big smartphone. Chevy included a wireless charging pad, always convenient, plus the Equinox went from one regular USB-A port to a set of USBs, one for the usual A plug and another for new USB-C connectors, which is what my Samsung S9 uses. An aux plug and 12-volt charger come standard as well, while two additional USB charging ports can be found in a bin under the front centre armrest. 

Glance upward and you’ll find an overhead console housing a sunglasses holder, LED reading lights, plus controls for OnStar, SOS, etcetera, plus of course switchgear for the panoramic sunroof and its powered sunshade. I love big glass roofs like this, because they shed plenty of light inside, brightening the entire vehicle’s ambience. 

2019 Chevrolet Equinox AWD Premier Road Test
Now that’s a nice sunroof! (Photo: Karen Tuggay)

Of course, none of this would matter if the Equinox wasn’t comfortable, and to that end it provided plenty of room for my medium-build five-foot-eight body, as well as an excellent driving position that gave me total support and kept me in full control. Such isn’t always the case. In fact, some rivals’ tilt and telescopic steering won’t reach far enough rearward to compensate for my need to pull the driver’s seat far enough rearward for my longer than average legs (for a five-foot-eight person at least). 

What’s more, when my driver’s seat was set up for my long-legged short torso body type, I still had about eight inches of room for my knees when sitting behind in the second row, and plenty of space from side to side plus about two inches over my head. The panoramic sunroof noted a moment ago pushed the surrounding roof area down a couple of inches than it would have if not included, but not a problem for me. 

As far as rear seat features go, the Equinox Premier gets a set of LED reading lights on both sides, two additional USB-A charging ports (new for 2019), a regular household-style three-prong 120-volt socket, and the best rear seat heaters I’ve ever tried out, in that their three-way controls adjust the lower cushion and the backrest temperatures, or just the back alone. I don’t think you’ll hear a lot of complaints from the kiddos, but being that the rear seatbacks are divided 60/40 with no centre pass-through, active families that ski will be forced to play rock, paper, scissors for the heated side. 

2019 Chevrolet Equinox AWD Premier Road Test
Plenty of room back here. (Photo: Karen Tuggay)

I like that Chevy incorporates levers on the cargo wall for folding those rear seatbacks down automatically. Just pull on them once and the seats drop down quickly, expanding the already sizeable 847-litre (29.9 cu-ft) dedicated cargo area to a really big 1,809 litres (63.9 cu ft). 

Being just a year into its lifecycle, the 2019 Equinox looks identical to the 2018 model, but nevertheless GM has put a great deal of effort into rejigging trims and packages. To begin, a new Lights and Bright package is available with the second-rung LT, adding a chromed grille surround, LED headlights and tail lamps, as well as a special set of 19-inch alloys. Front-drive LT models no longer include a standard leather-clad shift knob, however, but it’s now part of an upgrade package. 

My test model did feature a $2,995 Driver Confidence and Convenience II package, mind you, which is exclusive to Premier trim and includes the 360-degree parking monitor mentioned before, plus auto high beams, dynamic cruise control with stop-and-go, autonomous emergency braking with pedestrian detection, lane keeping assist, a safety alert seat that vibrates when veering out of your lane or causing any other number of issues, a heated steering wheel, an eight-way powered front passenger seat with power lumbar, and the cooled driver and front passenger seats, plus the heatable rear seats mentioned earlier. 

You can also get the Driver Confidence II or Driver Convenience II packages separately, while my tester wore a no-cost set of 19-inch five-spoke alloy wheels. I won’t go into detail about all the options available, but suffice to say that anyone wanting to personalize their Equinox won’t have a problem.  

2019 Chevrolet Equinox AWD Premier Road Test
Cargo? Not a problem. (Photo: Karen Tuggay)

On that note my test model included a $1,305 Infotainment II package as well, featuring the aforementioned panoramic sunroof, a navigation system, a seven-speaker Bose audio system, HD radio, and a different set of 19-inch alloys, while some Premier trim highlights include LED headlamps and taillights, chromed door handles and mirror housings, an auto-dimming rearview mirror and auto-dimming outside mirrors, a leather-clad steering wheel rim, a colour multi-information display, a universal garage door opener, two-zone auto climate control, an 8.0-inch infotainment touchscreen (the base model gets a 7.0-inch display), wireless smartphone charging, rear parking assist, blind spot warning with rear cross-traffic alert, a hands-free power tailgate, and more. 

If you’re not convinced the Equinox is worthy of your attention by now, you’ve already made up your mind on something else. If you’re still on the fence, however, or just starting to search, make sure to include this impressive compact crossover SUV on your list. Just remember, however, that the diesel option will be cancelled soon, so claim yours if you like the idea of driving seriously far on a single tank of fuel. No matter the engine the Equinox is a good choice. 

Story credit: Trevor Hofmann 

Photo credit: Karen Tuggay

Porsche adds 670 hp plug-in hybrid drivetrain to 2020 Cayenne and Cayenne Coupe

2020 Porsche Cayenne Turbo S E-Hybrid
The new 670-hp Cayenne Turbo S E-Hybrid can sprint from 0-100km/h in just 3.6 seconds. (Photo: Porsche)

Porsche introduced its completely redesigned third-generation Cayenne for model year 2018, and as is normally the case for the Stuttgart, Germany-headquartered luxury brand, has been continually expanding the mid-size crossover SUV line with new trim levels ever since. 

From the modest yet still energetic 335 horsepower base V6 up to the rip-roaring 541 horsepower Turbo, with the 434 horsepower Cayenne S and 455 net horsepower Cayenne E-Hybrid plug-in in between, the Cayenne portfolio is wide and diverse, but now, taking its cue from last year’s Panamera, Porsche is about to add a much more formidable 670 net horsepower (541 hp from the Internal Combustion Engine/ICE and 134 hp from the electric motor) Turbo S E-Hybrid model to its mid-size SUV lineup. 

The premium brand’s performance-tuned eight-speed Tiptronic S automatic gearbox comes as standard equipment, as does the Porsche Traction Management (PTM) active all-wheel drive system with an electronically variable, map-controlled multi-plate clutch, plus an automatic brake differential (ABD) and anti-slip regulation (ASR). 

2020 Porsche Cayenne Turbo S E-Hybrid
Both the conventional Cayenne and the new Cayenne Coupe can be had in Turbo S E-Hybrid trim. (Photo: Porsche)

The new plug-in hybrid powertrain will be the top-level trim on the regular Cayenne as well as the new Cayenne Coupe, the latter (in lesser trims) expected to arrive at Porsche Canada dealerships soon, and along with heaps of electrified and twin-turbo 4.0-litre V8 horsepower it makes a shocking 663 lb-ft of combined torque (567 lb-ft from the ICE and 295 lb-ft from the electric motor), making the new model capable of blasting from zero to 100 km/h in just 3.8 seconds with its standard Sport Chrono Package, or 3.6 seconds with its available Lightweight Sport Package, all ahead of achieving a terminal velocity of 295 km/h (183.3 mph). 

Being that it’s a plug-in hybrid (PHEV), the Cayenne Turbo S E-Hybrid’s completely charged 14.1 kWh battery is reportedly good for zero-local-emissions commutes and errand runs over short durations thanks to a maximum EV range of about 40 kilometres. The lithium-ion battery, which hides below the cargo compartment floor, takes a mere 6 hours to fully recharge when connected to a 230-volt Level 2 household charging station, but Porsche claims that a 400-volt supercharger is capable of reducing charge times to only 2.4 hours. 

Additionally, owners can download a smartphone app that can remotely monitor the Cayenne Turbo S E-Hybrid’s charging process, plus the same app can pre-condition the auto climate control system and other features before the owner returns, similarly to how a remote engine start system can do likewise, but the Cayenne PHEV app only utilizes the battery for ancillary power, rather than the gasoline-portion of the SUV’s powertrain. 

2020 Porsche Cayenne Turbo S E-Hybrid
The Cayenne Turbo S E-Hybrid needs just 2.4 hours to completely recharge on a 400-volt supercharger. (Photo: Porsche)

Those not yet familiar with Porsche’s all-new Cayenne Coupe should know that it gets a 20-millimetre roofline drop featuring a reworked front windshield framed within a shallower set of A pillars, plus much more tapered rear side windows, completely remoulded rear side doors, redesigned rear quarter panels, and a new rear bumper, with the latter composite panel also getting a new integrated license plate holder. This results in a small 19-mm (0.7-inch) increase to overall width, which when combined together with its just-noted lower ride height makes for an even more aggressive stance than the regular Cayenne. 

A few more Cayenne Coupe improvements include a special adaptive rear spoiler, individual rear bucket-style sport seats divided by a shallow centre console storage bin, and a standard 2.16-cubic-metre fixed glass panoramic moonroof that can be cloaked from sunlight by an integrated roller-type shade, or optionally the roof panel can be made from lightweight carbon-fibre. 

The all-new 2020 Cayenne Turbo S E-Hybrid, which is available to order now with deliveries expected early next year, will set you back another $40,400 over the already pricey 2019 Cayenne Turbo, at $182,200 plus freight and fees, this more than twice the price of a base 2019 Cayenne that’s available from only $76,700. As for the new Cayenne Turbo S E-Hybrid Coupe, its $187,100 retail price is $39,100 loftier than the 2019 Cayenne Turbo Coupe, and likewise is more than double that of the $86,400 base Cayenne Coupe. Interestingly, both Cayenne Turbo S E-Hybrid and Cayenne Turbo S E-Hybrid Coupe perform identically.  

2020 Porsche Cayenne Turbo S E-Hybrid
The new Cayenne’s interior is beautifully crafted from some of the industry’s best materials. (Photo: Porsche)

Incidentally, you can find detailed 2020 Porsche Cayenne pricing right here on CarCostCanada, including its various trims, packages and individual options, plus you can also save big by learning about available rebates and even source dealer invoice pricing that could keep thousands more in your wallet. 

If you want to get your hands on either new Porsche model, make sure to contact your local dealer as quickly as possible, and while you’re waiting make sure to enjoy the sole video the German automaker provided below. 

 

The new Cayenne Turbo S E-Hybrid Coupé: A master of balance (1:00):

Story credits: Trevor Hofmann  

Photo credits: Porsche

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The new 2019 Santa Fe’s look is sharp and unique, really standing out from the rest of the mid-size SUV crowd. (Photo: Trevor Hofmann)

With Genesis now taking its place amongst more established premium brands, having initially pulled two of the South Korean namesake automaker’s most premium models (the Genesis sedan/G80 and Equus/G90) with it before adding one of its own (the new G70), Hyundai now appears to be working hard at differentiating its styling from the very luxury brand it created, while also keeping its look unique from in-house rival Kia, which shares underpinnings with most models across its lineup. 

I believe they’ve done a good job thus far. Comparing the two brands’ mid-size sport utility offerings, the third-generation Hyundai Santa Fe and the current Kia Sorento looks as different as Toyota’s Highlander and Honda’s Pilot, yet they share plenty of components and therefore have saved costs in production and development. 

That third-generation Santa Fe is mostly gone, however, replaced by the all-new 2019 Santa Fe shown on this page. I say mostly only because the long-wheelbase three-row Santa Fe XL still exists, currently selling alongside the new 2020 Hyundai Palisade, at least until stock dries up. The Palisade is a radical departure from the Santa Fe XL in styling and execution, and so is the completely redesigned Santa Fe. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Not quite as dramatic from the rear, the redesigned model is still very handsome. (Photo: Trevor Hofmann)

The new grille design is big, deep and totally distinctive, while the new Santa Fe’s innovative frontal lighting, comprised of narrow LED strips up top and tightly grouped clusters of secondary driving lights below, is now showing up on the brand’s latest designs, including the entry-level Kona and that top-tier Palisade just noted. 

Sizes in mind, not everyone agrees on the Santa Fe’s segment categorization. Its first generation was more compact than mid-size, but over the years it grew to the point that its third-generation model was sized closer to the majority of mid-size five-passenger crossover SUVs, coming very close to matching the length, width and height of the Ford Edge, for instance. 

The new one has grown yet again, measuring 4,770 millimetres (187.8 inches) from nose-to-tail and 1,890 mm (74.4 in) from side-to-side, which means that it’s 246 mm (9.7 in) longer than the Ford Escape compact SUV, yet only 9 mm (0.3 in) shorter than the Edge, while it is 52 mm (2.0 in) wider than the former Ford and just 38 mm (1.5 in) narrower than the latter. As for an in-house comparison, the new 2019 Santa Fe is a full 70 mm (2.7 in) longer and 10 mm (0.4 in) wider than the outgoing 2018 model, this upping interior volume. So therefore, while I have long deemed the Santa Fe a mid-size crossover SUV, now no one should categorize it differently. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Hyundai certainly has its own trademark grille design now, that’s very different from the Genesis design and nothing like Kia’s. (Photo: Trevor Hofmann)

The Santa Fe has been with us for almost 20 years, and has always enjoyed extremely strong sales in Canada. In fact, it once again placed top of the mid-size SUV heap last year thanks to 24,040 deliveries, which put it well ahead of the second-place Edge just mentioned, the five-seat Ford only managing to coax 19,156 Canadian buyers over to its side last year. Santa Fe sales success isn’t a new phenomenon either, with the model holding first place in this category for as long as I’ve collected records (yes, I’ve actually kept running tabs on Canadian and US vehicle sales for more than 10 years). 

I won’t go into too much detail about the new Santa Fe’s exterior design, only to say that it had a tough act to follow, and that I think they’ve done a good job with the new fourth-gen styling. As for the 2019 Santa Fe’s interior design, quality, fit, finish, and more, I’m quite certain you’ll be impressed. It’s one of the most luxurious crossover SUVs in its segment, with more pliable soft-touch surfaces than the majority of challengers, the entire mid-portion of its dash-top made up of stitched and padded composite that looks like real leather, this high level of finishing continuing downward with a similar surface treatment on the lower console sides, each door panel armrest, as well as the door inserts. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The Santa Fe’s design details are nicely done, especially in top-tier Ultimate trim that provide these sporty 19-inch alloys. (Photo: Trevor Hofmann)

Moving upward, each front and rear door upper receives high-quality premium soft-touch composite surfacing too, with the Santa Fe’s only hard plastic including the most forward section of the dash top, the oval instrument binnacle surround, a small section on the door panels, all of the lower door panels, plus the lower instrument panel. Being that these surfaces are not often touched, most mainstream volume carmakers do the same, and considering how nicely Hyundai has detailed out the mesh metal-look décor inlays that wrap around the upper edge of the instrument panel into the doors front to rear, plus the attractive variation on that metal-look theme seen lower down on those door panels, which are actually speaker grills for the top-line Infinity sound system, I believe it’s okay they didn’t go over the top with soft, pliable composites. 

Along with all the lovely metal trim just mentioned, Hyundai also includes plenty of satin-finish aluminum-look highlights throughout the Santa Fe’s cabin. Specifically, the gauge cluster gets circled in metal brightwork, while a similar treatment gets applied it to some of the steering wheel’s switchgear, and to the tablet-style infotainment touchscreen, plus the dash vents, the two-zone auto HVAC interface, the gear selector, the door pulls, the attractively finished power window switches and side mirror controller, etcetera. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Like the LED headlights up front, these LED taillights are reserved for top-line Ultimate trim. (Photo: Trevor Hofmann)

As impressive as all of the above is, the first thing that caught my eye when sliding behind the wheel of my top-line Santa Fe Ultimate was its luxuriously finished, thoroughly unique headliner. Looks like denim, but not blue jeans. Instead, the soft material is dyed light beige with browner flecks within. It looks really nice, plus Hyundai uses it to all of the Santa Fe’s roof pillars from front to rear, which is unheard of in this mainstream segment. 

The distinctive roofliner is used for the large panoramic sunroof’s powered sunshade too, which can be opened by pressing a double-duty button that also tilts or slides back the glass to let air circulate from above. The overhead console includes buttons for LED reading lamps too, while it also contains a sunglasses holder that’s as nicely finished inside as the headliner is on the outside. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Check out one of the most luxuriously finished, best equipped SUVs in the mainstream mid-size class. (Photo: Trevor Hofmann)

Notably, the new 2019 Santa Fe includes some updated trim line names, beginning with the base Essential model, which can be upgraded to Preferred, Preferred Turbo, Luxury, and finally as-tested Ultimate trim. The base Essential model, which starts at $28,999, includes a host of standard features such as heated front seats, a heatable steering wheel rim, 7.0-inch touchscreen infotainment with Apple CarPlay and Android Auto smartphone integration, a reverse camera with dynamic guidelines, two USB charging ports, Bluetooth, auto on/off projector headlamps with LED accents, fog lights, 17-inch alloy wheels, chrome and body-colour exterior detailing, a leather-wrapped steering rim wheel and shift knob, two-way powered driver’s lumbar support, 60/40 split folding rear seatbacks with recline, an electric parking brake with auto hold, Drive Mode Select with Comfort, Smart, and Sport modes, plus a lot more (make sure to check out all the pricing details right here on CarCostCanada, plus learn more about available rebates and make sure you find out about dealer invoice pricing before you buy, because it could save you thousands). 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Most everything you see in the creamy white beige colour is padded soft-touch. (Photo: Trevor Hofmann)

Hyundai’s suite of SmartSense advanced driver assistive systems pump the Santa Fe price up to $30,199, and include automatic high beam assist, dynamic cruise control with stop-and-go, forward collision alert and mitigation with pedestrian detection, lane keeping assist, plus Driver Attention Warning. 

Adding all-wheel drive will increase the price by $2,000 in Essential trim, or AWD comes standard with the $35,099 Preferred model, at which point all of the SmartSense features get included too, plus blindspot detection, rear cross-traffic alert with collision avoidance, a rear occupant alert system that remembers if you opened a back door before driving and then reminds you that someone or something may still be in back when exiting, and finally safe exit assist that warns of traffic at your side when opening your door. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The upgraded gauge cluster is really well organized and brilliantly colourful. (Photo: Trevor Hofmann)

Additional Preferred trim features include 18-inch alloy wheels, turn signals added to reshaped side mirror housings, proximity-sensing keyless entry, pushbutton start/stop, an auto-dimming centre mirror, rear parking sonar, a universal garage door opener, two-zone auto climate control with a CleanAir Ionizer, Predictive Logic and auto defog, BlueLink smartphone telematics, satellite radio, an eight-way power driver’s seat, fore and aft sliding seats in the rear, etcetera. Notably the Santa Fe’s 2.4-litre base engine is still standard in Preferred trim, but you now have the $2,000 option of a 2.0-litre turbo-four. 

Things get a lot nicer when upping the ante to the $41,899 Luxury model, which gets the turbocharged engine upgrade as well as standard AWD, plus darkened chrome exterior door handles, special door scuff plates, LED interior lighting, a 7.0-inch TFT LCD multi-information display within the gauge cluster, the previously noted power panoramic sunroof, a Surround View parking monitor, the deluxe cloth roofliner I went on and on about before, leather console moulding, memory, four-way powered lumbar support and an extendable lower cushion for the driver’s seat, an eight-way powered front passenger’s seat, perforated leather upholstery, cooled front seats, heated rear seats, second-row side window sunshades, a smart liftgate, etcetera. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The centre touchscreen is 8 inches in top trims, and amongst the highest in resolution available in this category. (Photo: Trevor Hofmann)

Finally, my tester’s $44,999 Ultimate trim featured pretty well everything from the Luxury model as well as 19-inch alloy wheels, satin-silver exterior trim and door handles, LED headlamps, LED fog lights, LED taillights, rain-sensing windshield wipers, a head-up display that projects key information onto the windscreen in front of the driver, a bigger 8.0-inch infotainment touchscreen featuring navigation and traffic flow info including incident data via HD radio, plus 12-speaker 630-watt Infinity audio with QuantumLogic Surround sound and Clari-Fi music restoration technology, a wireless charging pad, plus more. 

The Santa Fe’s two engines are carried forward from last year, but both receive new variable valve timing for quicker response and fuel economy improvements. The base 2.4-litre four-cylinder engine still makes 185 horsepower and 178 lb-ft of torque, whereas the top-tier 2.0-litre turbo-four increases output to 235 horsepower and 260 lb-ft of torque. Those in the know will no doubt have noticed that this new upgraded powerplant is actually down by 5 horsepower, but as you might expect it’s not noticeable. In fact, the new Santa Fe feels quite a bit faster than the old model due to a more advanced eight-speed automatic transmission replacing the outdated six-speed cog-swapper, the new version also getting standard auto start/stop that turns off the engine when it would otherwise be idling, so as to reduce emissions and save on fuel. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The 8-speed automatic is very smooth and quick shifting too, while it includes standard auto start/stop to save fuel. (Photo: Trevor Hofmann)

Fuel economy is thus improved, with the 2.4 FWD base model now given a rating of 10.8 L/100km city, 8.0 highway and 9.6 combined, compared to the outgoing model’s respective 11.1 city, 8.6 highway and 10.0 combined. The same 2.4-litre engine with AWD is now capable of a claimed 11.2 L/100km city, 8.7 highway and 10.1 combined compared to 12.0, 9.1 and 10.7 respectively with last year’s version, while this year’s 2.0-litre turbocharged engine is rated at 12.3 L/100km in the city, 9.8 on the highway and 11.2 combined instead of 12.5, 9.6 and 11.2 respectively for last year’s version. I found it surprising that all the gains, particularly the new eight-speed auto and auto start/stop system, didn’t make a difference in combined city/highway economy, but it’s probably still a positive when factoring in that most driving is done in the city. 

Front-wheel drive is better for economy, but due to weather conditions most Canadians upgrade to all-wheel drive in this class. To that end, the Santa Fe’s HTRAC AWD system is quite sophisticated, as it sends most of engine torque to the front wheels in order to save fuel unless a slippery road surface needs additional traction in the rear, but this said you can apportion power to the front or back by choosing one of the available driving modes. Comfort mode, for instance, splits front/rear torque by a ratio of about 70/30 for all-weather stability, whereas Eco mode points more to the front wheels, Sport mode directs up to 50 percent to the rear wheels, and Smart mode varies all of the above as required. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The Santa Fe Ultimate’s seats look comfortable and they are, made even better thanks to 4-way powered lumbar support. (Photo: Trevor Hofmann)

Like the third-generation Santa Fe, the new version integrates a fully independent suspension with MacPherson struts up front and a multi-link design in back, plus stabilizer bars at each end to improved road holding. Steering comes by a motor-driven powered rack and pinion system, feeling even more responsive than the old Sport’s system, while the suspension provided better at-the-limit handling as well as a nicer ride. I’m quite not sure how Hyundai provided such a compliant chassis while allowing for such impressive agility, but so it is. My tester even had the top-line 19-inch rims and lower-profile 235/55 all-season rubber, so it wasn’t as if its wheel/tire package was providing any extra cushioning, but I never once felt uncomfortable through my weeklong drive. 

As I noted before, the updated turbocharged engine makes slightly less power than the previous one, but it never felt any less sporting when taking off from a standstill. The eight-speed automatic was nice and smooth, as expected from a modern multi-speed autobox, and shifted through the gears quickly enough too, while I should also note the Santa Fe’s Drive Mode Integrated Control System made the most of all of these components, especially in Sport mode that allows revs to increase between shifts, provides faster engagement, enhances throttle response, sharpens the steering feel, and as mentioned earlier, apportions up to 50 percent of the AWD system’s torque to the rear wheels, but honestly I left it in Smart mode most of the time because it creates a best-of-all-worlds scenario with the Eco mode’s fuel savings, Comfort mode’s smoother drivability, and Sport mode’s driver engagement, all depending on driving style. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
The rear seating area is comfortable and accommodating. (Photo: Trevor Hofmann)

Family vehicles always compromise performance and comfort, mind you, which is the way it should be due to preferences of the majority of buyers in this class. The 10-way powered driver’s seat was wholly comfortable, its four-way power lumbar adjustment easily locating the small of my back. Cooling air can be blown through the perforations in the leather upholstery to keep derrieres cool in the summer’s heat, a comforting feature for sure, and there’s loads of room up front too. It’s spacious behind as well, made even more accommodating thanks to seat recliners that bend a long way backward, while the second row’s fore and aft sliding base allows for more cargo space when needed. 

The interior of this five-seat Santa Fe measures 4,151 litres (146.6 cubic feet), whereas its total cargo volume is a generous 1,016 litres (35.9 cubic feet) aft of the second row and 2,019 litres (71.3 cubic feet) when those 60/40-split seatbacks are laid flat, a process that’s easier thanks to power release buttons attached to the cargo wall. This said, being that I’m a skier, I would have rather had 40/20/40-split rear seatbacks, or at least a centre pass-through, particularly in a vehicle with heated rear seats that can’t fully be used when 40-percent the rear seats are lowered to accommodate ski gear. Hyundai may want to reconsider this problem (as should many other carmakers) for the Santa Fe’s next mid-cycle upgrade. 

2019 Hyundai Santa Fe 2.0T Ultimate Turbo AWD Road Test
Cargo capacity is not a problem. (Photo: Trevor Hofmann)

Still, the new 2019 Santa Fe is once again amongst the best five-passenger crossover SUVs on the market, so anyone considering a vehicle in this class should take one for a test drive. 

Story credit: Trevor Hofmann 

Photo credit: Trevor Hofmann