Just in case you’re having a déjà vu moment, rest assured that you previously read an article on this site about Porsche E-Hybrid battery improvements, but at that time we were covering Panamera variants and now it’s all about the electrified Cayenne.
Like last year, both the regular Cayenne crossover SUV and the sportier looking Cayenne Coupe will receive Porsche’s E-Hybrid and Turbo S E-Hybrid power units, but new for 2021 are battery cells that are better optimized and improve on energy density, thus allowing a 27-percent increase in output and nearly 30 percent greater EV range.
The new battery, up from 14.1 kWh to 17.9, expands the Cayenne E-Hybrid’s range from about 22 or 23 km between charges to almost 30 km, which will force fewer trips to the gas station when using their plug-in Porsches for daily commutes. Likewise, the heftier Cayenne Turbo S E-Hybrid gets an EV range bump up from approximately 19 or 20 km to 24 or 25 km.
Added to this, Porsche has reworked how these Cayenne plug-ins utilize their internal combustion engines (ICE) when charging the battery. The battery now tops off at 80 percent instead of 100, which in fact saves fuel while reducing emissions. Say what? While this might initially seem counterintuitive, it all comes down to the E-Hybrid’s various kinetic energy harvesting systems, like regenerative braking, that aren’t put to use if the battery reaches a 100-percent fill. Cap off the charge at 80 percent and these systems are always in use, and therefore do their part in increasing efficiency.
Additionally, the larger 17.9 kWh battery can charge quicker in Sport and Sport Plus performance modes and default or Eco modes, making sure the drive system always has ample boost when a driver wants to maximize acceleration or pass a slower vehicle.
Net horsepower and combined torque remain the same as last year’s Cayenne plug-in hybrid models despite the bigger battery, with the 2021 Cayenne E-Hybrid retaining its 455 net horsepower and 516 lb-ft of torque rating, and both Cayenne Turbo S E-Hybrid body styles pushing out a sensational 670 net horsepower along with 663 lb-ft of twist.
Standard Cayenne E-Hybrid models can sprint from zero to 100 km/h in just 5.0 seconds when equipped with the Sport Chrono Package, before maxing out at a terminal velocity of 253 km/h, while the Sport Chrono Package equipped Cayenne E-Hybrid Coupe requires an additional 0.1-second to achieve the same top speed. Alternatively, both regular and coupe Cayenne Turbo S E-Hybrid body styles catapult from standstill to 100 km/h in an identical 3.8 seconds, with the duo also topping out at 295 km/h.
The 2021 Cayenne E-Hybrid starts at $93,800 plus freight and fees, while the Cayenne E-Hybrid Coupe is available from $100,400. After that, the Turbo S E-Hybrid can be had from $185,600, and lastly the Turbo S E-Hybrid Coupe starts at $191,200. You can order the new electrified Cayenne models now, with first deliveries expected by spring.
Only last year we were wondering when Hyundai Motor’s new Genesis luxury division would enter the profitable crossover SUV sector, and now we not only have the GV80 mid-size model, but an all-new GV70 compact is on the way as well.
The GV70, which will be introduced for the 2022 model year, should arrive towards the end of this year, and if any of the brand’s other new models are a sign of things to come, it’ll be worth the wait.
If you were expecting anything other than a shrunken GV80 you’ll be disappointed, because the new GV70 merely takes Genesis’ latest design language to more affordable proportions. Squarely fitting within the compact luxury crossover SUV category, to duke it out with such stalwarts as Mercedes’ GLC, Audi’s Q5, Acura’s RDX, BMW’s X3 and the like, the GV70 proudly wears Genesis’ now trademark twinned horizontal LED headlamp clusters and similarly straked LED taillights at the rear, albeit forgoes the GV80’s front fender garnishes that follow the same pattern (there was likely no room to fit them into the smaller SUV’s design). We think the design looks cleaner without them, but no doubt many will disagree.
While the engine vent-style fender trim is a minor differentiator, the GV70 takes some significant departures from the GV80 inside, where the entire lower portion of the instrument panel appears inspired by surfboarding. The oval interface sits just under the gauge cluster before stretching across to the centre stack area, houses a bevy of controls that would normally be found on separate panels to the left of the driver’s knees and further down the centre console, but instead are placed on this horizontal housing. The design works aesthetically, and appears to follow a traditional layout as far as control placement goes, with the overall appearance being the only departure from the norm.
Up above, a fully digital instrument cluster can be found in the usual spot ahead of the driver, plus a large centre display is placed upright atop the dash, with infotainment and driving controls beautifully integrated within the lower console. The interior succeeds in making everything next to Mercedes’ GLC look outdated, which is a good way to cause newcomers to take notice of the Genesis brand.
Following compact luxury SUV tradition, the new GV70 shares underpinnings with the sporty G70 compact sedan, so it will no doubt be a lot of fun for its driver and require good seat bolstering for any passengers that come along for the ride (the GV70 seats up to five), as Genesis’ entry-level car is one of the better handlers in its highly competitive class.
As far as engines and transmissions go, we expect the base powertrain to be Genesis’ 2.5-litre turbocharged four-cylinder that makes 290 horsepower and 310 and lb-ft of torque in G70 trim, while an updated V6 will probably power higher priced GV70 models, the current six-cylinder putting out 375 horsepower and 391 lb-ft of torque in the GV80.
Speaking of new, Genesis has promised two new models per year until they fill up their lineup, so we can expect an even smaller subcompact luxury SUV as well as a smaller entry-level car, mostly likely along the lines of Audi’s popular A3 (it is the top seller in its class after all), but no one knows how many market segments (and niches) the brand will attempt to fill.
If you haven’t considered the XC40 before, you’re in for a treat. It’s the smallest Volvo available, fitting into the subcompact luxury SUV segment and therefore going up against BMW’s X1, Mercedes’ GLA and B-Class, Lexus’ UX and others, plus due to the Swedish brand no longer offering a compact hatch (the C30 was discontinued in 2013 and its V40 successor was never imported), this little crossover is now its entry-level model.
I, for one, am a big fan of this little SUV. It’s stylish, fun to drive, thrifty, well made, and as innovative as crossover sport utilities come. In case you didn’t know, the XC40 has been around since the 2020 model year, and full disclosure forces me to let you in on the fact that this test model is actually a 2020. Fortunately, changes to the 2021 XC40 are minimal, with my tester’s Amazon Blue exterior colour choice unfortunately being discontinued this year.
As much as I like it, Amazon Blue won’t be popular with manly men, as it’s a bit on the feminine side. This said, I’ve seen a few around and they’re quite catching. In fact, this metrosexual boomer had no issue being seen in the powdery blue SUV, especially when push came to shove and I was able to scoot away from stoplight oglers as if they were standing still.
Yes, the XC40 is mighty quick thanks to 248 horsepower and 258 lb-ft of torque in as-tested T5 trim, its eight-speed automatic shifting gears quickly yet smoothly, its all-wheel drive completely eliminating tire slip, and its lightweight mass making the most of the available energy output. This is a really fun SUV to drive, the optional 2.0-litre turbo-four always willing to jump off the line or say so long to slower moving highway traffic. This said, my test model’s Momentum trim comes standard with a less potent version of the same engine, the T4 model powering all wheels with 187 horsepower and 221 lb-ft of torque, which should be good enough for all but the most enthusiastic of speed demons.
The eight-speed auto includes a gas-sipping auto start/stop system that aids the T4 in achieving a 10.2 L/100km city, 7.5 highway and 9.0 combined fuel economy rating, whereas the T5 gets a claimed 10.7 in the city, 7.7 on the highway and 9.4 combined. I recommend Eco mode for extracting the most efficiency, of course, but default Comfort mode is quite thrifty too. Volvo also includes a Dynamic sport setting when needing to get somewhere quickly, whereas an Individual mode can be set up for your own personal driving style.
While I really like the as-tested Momentum model, especially with its upgraded 235/50 all-season Michelin tires on 19-inch wheels that certainly improve performance over the base model’s 18-inch 235/55s, I’d put my own money on an XC40 R-Design for the paddle shifters alone (although it also comes standard with the T5 all-wheel drivetrain, and is the only trim that can be had in new Recharge P8 eAWD Pure Electric power unit), these helping to make this sporty little SUV a lot more engaging at the limit.
That’s where the so-equipped XC40 really shines, its handling fully capable when pushed hard and overall grip surprisingly steadfast, especially when considering its excellent ride quality. Even when slicing and dicing this little cutie through some local mountain backroads it never caused concern, while in-town point-and-shoot manoeuvres were a breeze made even easier thanks to the SUV’s generous ride height. It’s all due to a fully independent suspension with front aluminium double wishbones and an integral-link rear setup, composed of a lightweight composite transverse leaf spring.
Even better from a luxury standpoint, the XC40 feels like it was honed from a solid block of aluminum alloy, the body’s structural integrity never in doubt. I appreciated the SUV’s quiet, hushed, big SUV experience despite its diminutive size, this cocooning quality complemented by properly insulated doors that thunk closed in an oh-so satisfying way, and refinement that goes a step above most subcompact luxury SUV peers.
For a moment, pull your eyes away from the exterior’s classic crested Volvo grille, stylishly sporty Thor’s hammer LED headlamps, sharply honed front fascia, and uniquely tall “L” shaped LED tail lamps, not to mention the satin-silver accents all-round, and instead focus on this little crossover’s luxuriously appointed interior. Keeping in mind this is the XC40’s most basic of trims, Momentum gets very close to R-Design materials quality, featuring such premium staples as fabric-wrapped roof pillars, a soft, pliable dash-top covering and equally plush door panels, stitched leather armrest pads, and carpeted door pockets (that are big enough to slot in a 15-inch laptop along with a large drink bottle).
Don’t expect such niceties below the waistline, but Volvo uses a soft-painted harder composite that feels nice, while the woven roof liner looks good and surrounds an even more appealing panoramic sunroof featuring a powered translucent fabric sunshade. You’ll find controls for the latter on a nicely sorted overhead console, otherwise filled with LED lights hovering over a frameless rearview mirror.
Following Volvo tradition, the driver’s seats is wonderfully adjustable and wholly comfortable no to mention supportive, with more than adequate side bolstering plus extendable lower cushions that cup under the knees nicely (a favourite feature of mine). The leather used to cover all seats is above par, by the way, and they come with the usual three-way warmers up front, plus a steering wheel rim heater.
Most body types should fit into this little ute without issue, whether positioned front or back, while the rear seats expand the relatively generous cargo hold—from 586 litres (20.7 cubic feet) to 917 litres (32.4 cubic feet)—via the usual 60/40 division. This said a highly useful centre pass-through provides stowage of longer items like skis when two rear passengers want to use the more comfortable window seats.
While all this is very good, Volvo wasn’t merely satisfied to provide the expected luxury, performance and styling elements to their entry-level ute and call it a day, but instead went the extra measure to include a lot of handy innovations that make life easier. Being that I left off in the cargo compartment, I might as well star this section of the review off by noting the useful divider housed within the cargo floor. Once lifted up into place to stand vertically, I found it especially helpful for stopping groceries from escaping their bags, particularly when using the three bag hooks on top to keep them in place.
Moving up front you’ll find another handy hook within the glove box, which can be pivoted into place when wanting to hang a purse, garbage bag or what-have-you, while just to the left of the driver’s knee are two tiny slots for stowing gas cards. The XC40 can be had with all the segment’s best electronic helpers too, like a powered rear hatch that automatically lifts when waving a foot under the rear bumper, automated self-parking, and all the latest driver aids like autonomous emergency braking for the highway and city, lane change alert with automated lane keeping, etcetera, but some might find the XC40’s standard gauge cluster even more compelling.
It’s fully digital right out of the box, measuring 12.3 inches and sporting a graphically animated speedometer and tachometer plus a big centre information display featuring integrated navigation mapping with actual road signs, phone info and the list goes on. Like some competitive clusters, the multi-information display can be set to take over the majority of the driver display, thus shrinking the primary instruments. It’s a superb system that I almost like as much as Volvo’s Sensus infotainment system.
The latter is comprised of a 9.0-inch vertical touchscreen that comes closest to mimicking a tablet than anything else in the auto industry, especially when utilizing Apple CarPlay (not so much for Android Auto). Being that I currently use a Samsung, I keep the Volvo interface in play at all times, and absolutely love the audio “page” that not only shows all SiriusXM stations nicely stacked in sequence, but real-time info on which artist and song is playing. This way you can quickly scan the panel and choose a station, never missing a favourite song.
The base audio system is impressive too, as is the active guideline-infused parking camera, especially if the overhead version is included, and nav directions are always spot on, while the as-tested dual-zone climate control interface is ultra-cool thanks to colourful pop-up menus for each zone’s temperature setting and an easy-to-use pictograph for directing ventilation.
A list of standard Momentum features not yet mention include remote start from a smartphone app, rain-sensing wipers, cruise control, rear parking sonar with a visual indicator on the centre display, Volvo On Call, all the expected airbags including two for the front occupants’ knees, plus more, all for only $39,750 plus freight and fees.
No matter the price you pay, the XC40 is a compact luxury SUV worth owning. It combines a higher level of refined luxury than most peers and superb performance all-round, with plenty of style and practicality. This is a crossover I could truly live with day in and day out, even painted in my tester’s playful powder blue hue.
Let’s face it. The current Z car is old. How old? In automotive years, ancient. In fact, it’s oldest design currently being offered in North America. The only older vehicles include a truck and a commercial van, the former being Nissan’s own Frontier and the latter GM’s Chevy/GMC Express/Savana cargo and shuttle vans. This said, there’s new hope on the horizon.
Nissan recently took the wraps off of a new concept car dubbed Z Proto, and while “Proto” obviously stands for prototype, it appears as close to production trim as any fantasy show car the Japanese brand has ever revealed.
It’s sheet metal actually looks picture perfect for a seventh-generation Z, combining many of the original 240’s design cues with some from the much-loved fourth-generation Z32, while its slick looking interior is as dramatically modern as the current model is as awkward and backwards, yet comes infused with plenty of retro touches.
As is almost always the case, new Z will be larger than the outgoing model is this prototype is anything to go by, with the Z Proto measuring about five and a half inches longer from nose to tail. This doesn’t necessarily mean it will weigh more than the 370’s base 3,232 lb (1,466 kg) curb mass, or lose any of the current car’s driving capability, but more likely due to greater use of modern lightweight materials and the inclusion of a smaller 3.0-litre engine block, down 700 cubic centimeters, will actually weigh less.
The new Z will once again share platform architectures with its pricier Infiniti Q60 cousin, which bodes well for its overall structural integrity and build quality. The new prototype now reaches 4,381 mm (172.5 in) from front to back, which is exactly 141 mm (5.6 in) longer than the current 370Z, but take note it’s actually a fraction of a fraction narrower (1 mm) at 1,849 mm (72.8 in), or identical to the Q60’s width, and 10 mm (0.4 in) lower at 1,310 mm (51.6 in).
The current Z uses a lot of aluminum already, so expect the upcoming version to also use the lightweight alloy for its hood, door skins, and rear liftback, while it will without doubt also utilize aluminum suspension components and an aluminum-alloy front subframe, engine cradle, plus forged aluminum control arms (upper and lower in the rear), steering knuckle, radius rod, and wheel carrier assembly, all found on the current car, which is beyond impressive for its $30,498 base price.
As you may have guessed from the engine noted above, the new Z will feature Nissan/Infiniti’s award-winning twin-turbocharged 3.0-litre VR30DDTT V6, which not only improved on performance, but makes a big difference at the pump over today’s 3.7-litre mill. The current Q60 offers both 300 and 400 horsepower versions, the latter causing many in the industry to dub the next-gen sports car 400Z, but this said it would be a shame not to offer a more affordable variant named 300Z, especially considering the model’s much-loved and sought after 1989–2000 second-generation (Z32) 300ZX. This tact would allow the Z car to be sold in a similar fashion to Porsche’s 911, with various stages of tune from the 300 horsepower 300Z, to a 350 hp 350Z, possibly a 370 hp 370Z and top-line 400Z. Who knows? Maybe there’s a market for a lower-powered $30k Z car to compete head-on with the upcoming redesigned 2022 Toyota 86 and Subaru BRZ. That car will be available with a 2.5-litre H-4 making 228 hp and 184 lb-ft of torque, so 240 hp turbo-four under the hood of a Z car would make a nice rival, wouldn’t it? Can’t imagine what they might call it. I think Nissan would have a lot of fun bringing out special editions of that engine with 20 hp bumps in performance. Of course, we’re only speculating, but hopefully Nissan has something like this in mind as it would be marketing genius (if we don’t say so ourselves).
Of course, rear-biased all-wheel drive will be optional if not standard, and a six-speed manual will probably get the cut in the base car, with at least seven forward gears in the optional automatic version.
The Proto’s interior comes fitted with the manual, incidentally, while anyone familiar with any Z car cabin would immediately know that it’s a modernized version of Nissan’s most revered sports car. Along with trademark giveaways like the trio of dials across the centre dash top and the sloping side windows, not to mention the classic Nissan sport steering wheel with its big stylized “Z” on the hub, this prototype pulls from the current 370Z’s parts bin with respect to the ovoid door handles, their integrated air vents, and the side window defog vents on each corner of its dash. These similarities may end up only being found on this prototype, and used for the sake of expediency and cost cutting, but it is possible Nissan will carry some less critical features such as these forward into the new interior design.
Today’s 370Z is actually quite refined inside, at least in upper trims, with plenty of leather-like, padded, soft-touch surfaces with stitching on the dash, centre console sides and doors, all of which appear to be carried forward into the new concept. It’s likely Nissan will likely upgrade some other areas that are now covered in hard composite, the new car probably featuring more pliable synthetics in key areas that might be touched more often.
The so far unmentioned elephant in the room (or cabin) is the impressive array of high-definition electronic interfaces, the primary gauges shown being fully digital and very intriguing, plus the centre stack-mounted infotainment touchscreen display appearing amongst the best Nissan currently has on offer. We can expect all the latest tech such as Apple CarPlay and Android Auto smartphone integration, a large rearview camera with potential an overhead, surround-view option, and this being a performance model, sport features such as a lap timer, g-meter, etcetera.
The centre stack also shows a simple triple-dial automatic HVAC interface that oddly doesn’t include dual-zone functionality, so it’s likely this was merely pulled over from the current car and will be updated in the future production Z.
If someone were to ask you to name a serious sport sedan a few will probably come to mind in an instant. At the lower end of the four-door performance spectrum the VW GLI and Subaru WRX might immediately come to mind, but within premium circles BMW has been the go-to, go-fast brand for longer than any competitor this side of Maserati, and ‘60s era Quattroportes were astronomically priced. It was BMW that brought super-sedan performance to the masses, with the M5 initiating the entire category.
Sadly I’ve never owned an M5, although I came mighty close to purchasing a mid-‘90s E34 back in ’96. It was beautiful, brilliantly quick, and garnered near-exotic levels of respect amongst those who knew. These days the M5 is legend, with no one questioning why you’d want sports car performance in mid-size five-seater. Now that I’m thinking of it, the world we live in now seems to revere high-end sport sedans as if they were supercars, with most buyers in this class gravitating to taller super-SUVs like BMW’s own X5 M and X6 M.
As fabulous as BMW’s sportiest crossovers may be, I’ll take an M5 any day of the week. As it is, I’ve owned everything from a mid-‘70s Bavaria to a late-‘80s E34 525i and plenty of roundel-badged models in between, with none as entertaining as any M5, but fortunately I’ve been able to spend weeks at a time in BMW’s best sport sedan since the fabulous V8-powered E39 arrived on the scene, and must admit the Bavarians certainly know how to make a big four-door sedan move down the road quickly.
Looking back, the M5 first mentioned made a mere 340 horsepower, which seemed unfathomable when compared to the first M5’s 256 hp, but if lined up beside the comparatively otherworldly 600-plus horsepower M5 available now, it might as well have been a Camry (said with respect to Toyota’s impressive new Camry TRD). The 2020 M5 hits 100 km/h from standstill in a blisteringly quick 3.4 seconds, although if that’s not quite fast enough a Competition model will knock another 0.1 second off the clock for a 3.3-second sprint to the same speed. Either time makes it fastest amongst every direct competitor.
It takes more than mere straight-line speed to make a full-fledged sport sedan, of course, but fortunately the M5 earned its legendary status by managing corners with adroit agility, and the new model is no exception to the accepted rule. In fact, it feels easier than the previous F10-bodied M5 to fling through corners, albeit not quite as light and tossable as the now classic E39 referred to earlier. The now standard carbon fibre roof panel slices about 45 kilos (100 lbs) from the very top of the car, helping to lower its centre of gravity, while the car’s rear-biased all-wheel drive does more than just help out on slippery road conditions, making even drying pavement more controllable.
Likewise, the new F90 M5’s eight-speed gearbox shifts a helluvalot faster than you might expect from a conventional automatic, but if you want it to perform its duties even quicker, bright red “M1” and “M2” buttons on the steering wheel spokes can instantly trigger pre-set sport modes as well as personalized settings for your specific driving style. For instance, I was able to combine a more compliant suspension setup mixed with quicker shifts and higher engine revs for the M1 position, ideal for zipping down bumpy backroads that would cause a stiffer setup to be airborne more often than optimal, while I set the M2 switch for a more firmly sprung suspension with even faster D3 shifting speed, not to mention the DSC system turned off, perfect for smooth stretches of asphalt. The two buttons allowed me to immediately switch between settings as smoother or rougher sections of pavement approached, necessary for making time on the patchwork quilt of backcountry roads in my area.
During my various performance tests, I never attempted to prove the M5’s 305 km/h (190 mph) top speed, as you may have guessed, this more of a bragging right than anything potentially possible on Canadian roads or even any publicly available tracks I know of, but suffice to say it’s more than capable of shredding your license if you try anything so silly. I’m more about straightening ribbons of circuitous two-laners anyway, something the M5 executed with greater ease than anything so luxuriously appointed, accommodatingly sized, and accordingly hefty should be capable of. Fortunately, along with the speed this Bimmer delivers a wonderfully comfortable ride and superb refinement, especially when it came to blocking out wind and road noise.
Don’t worry, plenty of delectable sound emanated from ahead of the firewall (as well as the audio system’s speakers, artificially), the turbo-V8 never letting my ears mistake it for one of the car’s less potent sixes, yet when not pushing it for all it was worth the serene cabin allowed for full enjoyment of the just-noted 16-speaker, 1,400-watt, 10-amplified-channel Bowers and Wilkins surround sound audio system, even more impressive when turned down for calmer, ambient pieces as when cranked up.
Speaking of a fully engaged experience, the new M5 features a fully digital gauge cluster, albeit wrapped up in an analogue design. To achieve this, BMW encircles the tachometer and speedometer displays with beautiful aluminum rings, and while this doesn’t allow navigation map, per se, to completely cover the screen, does provide a unique look with an amply large multi-info display at centre. The MID is filled with utile functions, all controllable via steering wheel switchgear, while the cluster’s graphics and resolution quality is superb.
Looking to the right, the centre-mounted infotainment touchscreen is excellent, although be forewarned it gets better for the new 2021 model, increasing in size by more than two inches for a new diameter of 12.3 inches. And yes, it’s a touchscreen, thus providing the usual smartphone- and tablet-like finger gesture controls. Still, BMW lets those who’d rather control its iDrive system with easier-to-reach lower console-mounted switchgear do so, a spin of a rotating dial or the press of nearby quick-access buttons often preferable to tapping, swiping or pinching.
Also important, the BMW delivers one of the best quality cabins in the M5’s super-sedan class too, thanks to high-end materials and impressive attention to detail. The aforementioned Bowers and Wilkins audio system featured gorgeous aluminum speaker grilles, these combined with no shortage of beautiful metalwork elsewhere in the interior. Some accents were finished in brushed aluminum while others glistened like chrome, although my favourite upgrades were the high-gloss carbon-fibre surface treatments and stunning stitched leatherwork.
Much of that leather can be found on the M5’s sensational front seats, which were two-tone light grey and charcoal in my tester, with perforated inserts and solid tops on the lower bolsters. Brightly coloured M5 appliques enhance each headrest, a fitting garnish for these comfortable, supportive and fully adjustable buckets, the lower cushions even extendable. Gone are the days that BMW limited rear seating to just two, the accommodating 2020 M5 sporting a wide bench seat with a folding centre armrest housing pop-out cupholders, while detailing in back is as good as that up front. The rear seats can be folded in the optimal 40/20/40 configuration too, allowing long cargo such as skis to fit down the middle while two rear passengers enjoy the more comfortable, heated window seats.
The current M5 has been quite popular over its three-year tenure, much thanks to its eye-catching styling. This said the 2021 will get a refresh that may turn off some lovers of this version, due to a larger more rectangular grille, updated headlamps and taillights, and a few other design tweaks. Those not impressed with the updates should snap a 2020 up while they can, although take note there’s currently no penalty for choosing the 2021. In fact, our 2020 BMW M5 Canada Prices page shows up to $1,500 in additional incentives for both model years. Additionally, make sure to check out how the CarCostCanada system works, and while you’re at it visit the Apple Store or Google Play Store to download our free app, where you can learn about any available financing and leasing deals, manufacturer rebates, and dealer invoice pricing for any car you’re interested in, even while perusing your local dealer’s lot.
You can get into the 2020 M5 for $115,300 (plus freight and fees) and the more powerful 617 horsepower Competition version for $123,000, whereas the 2021 M5 will only be available in Competition trim, albeit with a slightly less expensive $121,000 listed price. Performance remains the same, which means the M5 blasts into 2021 as one of the quickest four-door sedans available anywhere. That it’s so well built, nicely equipped and easy to live with is just a bonus.
Exactly why Ford chose to offer this fabulous mid-size truck in nearly every other market than Canada and the U.S. for eight years before bringing it here is difficult to surmise, but rather than beat them up for handing their previous lead in this market segment off to competitors like Toyota’s Tacoma and General Motors’ Chevy Colorado and GMC Canyon, let’s celebrate that Dearborn’s decision makers finally came to their senses.
They’re not alone after all, the powers that be in Auburn Hills still waffling on whether or not to bring back the once class-leading Dakota (it was supposed to be here by now, but crickets). Maybe the final decision is stuck in Fiat’s Turin sede centrale or possibly les bonnes gens du Groupe PSA— Citroën, DS, Peugeot et Vauxhall-Opel—in Rueil-Malmaison), the leadership of semi-domestic automaker having been in regular flux, but either way the Ram Dakota seems to be a no-brainer, while on the other hand Nissan’s 16 year-old Frontier is an automotive zombie that should’ve mercifully been put down or replaced a decade ago.
Despite Nissan trudging along in the mid-size pickup segment during all the years Ford escaped (the Frontier still sells better than Honda’s Ridgeline, which is a sad testament to its Japanese rival), the two automakers actually share similar short-term small truck histories. Two years after Ford killed its then 14-year old third-generation compact Ranger in its domestic market in 2012, and introduced the current third-gen T6 to international buyers in 2011, Nissan offered up a redesigned Navarro to international customers. That attractive model was good enough to serve as the base for Mercedes-Benz’s now-defunct X-Class pickup as well as Renault’s Alaskan (not to mention Dongfeng’s oddly named Rich 6), but for some reason Nissan’s North American operations couldn’t figure out a way to bring it here, and alas they’ve been marginalized out of contention.
Nissan and its Frontier don’t have anywhere near the name brand recognition, marketing clout, or dealership real estate to relaunch a new small truck, whereas Ford had unwittingly built up an army of ready and willing loyalists that quickly pushed the 2019 Ranger into high volume Canadian sales of 6,603 units, slotting into third place after the Tacoma that managed 12,536 deliveries throughout calendar year 2019, and the Colorado with 8,531 (when GM’s Chevy and GMC sales are combined it was number one with 14,067 units down the road last year. That’s pretty decent for its first year (and a partial-year at that), boding well for even greater future success.
It also says a lot for the truck’s initial design. After all, it’s no spring chicken, having arrived on international markets nine years ago and only undergoing a refresh for last year’s introduction. Compare this to the full-size F-150, which probably gets more updates than any other model in Ford’s lineup, plus trim levels and special editions infinitum, and the Ranger’s initial showing on 2019’s sales charts is pretty impressive (although it has a long way to go before nudging the F-Series off its top pedestal that saw 145,210 examples delivered in 2019). Even both GM trucks couldn’t touch that (they totaled 94,683 units), just barely passing Ram’s 89,593-unit pickup total.
The new Ranger fits into the mid-size pickup truck segment ideally, being that it’s quite a bit larger than the old compact version and significantly smaller than the F-150. By the numbers, the 2020 F-150 SuperCab 4×4 with its 6.5-foot box is 536 mm (21.1 in) longer with 462 mm (18.2 in) more wheelbase, plus 167 mm (6.6 in) wider, and about 155 mm (6.1 in) taller than a similarly optioned 2020 Ranger SuperCab 4×4, whereas the F-150 SuperCrew is a whole lot bigger.
Specifically, the Ranger is 5,354 mm (210.8 in) long with a 3,221-mm (126.8-in) wheelbase, 1,862 mm (73.3 in) wide (without mirrors), and 1,806 or 1,816 mm (71.1 or 71.5 in) tall for the SuperCab or SuperCrew, which makes it slightly shorter than the aforementioned Tacoma (and much shorter than the long-wheelbase Toyota), while its also narrower and a smidge taller.
My tester was in XLT SuperCrew 4×4 trim and attractive Lightning Blue paint, which when combined with an available Sport Appearance package and FX4 Off-Road package, looked great, if not as ruggedly handsome as the Ranger Wildtrak if first saw in Asia, and the newer international-spec Ranger Raptor I’ve only seen in celluloid form (and hopefully here at some point in the near future).
The domestic-market Sport Appearance package includes a darker grille surround and Magnetic-Painted (dark-grey) 17-inch alloys, as well as a leather-wrapped steering wheel and shifter. Power-folding side mirrors and an auto-dimming rearview mirror are included too, with the latter two also part of the 302A package, while a Bed Utility package adds a drop-in bedliner and 12-volt in-bed power adaptor, and the FX4 package provided my tester’s stylish red and grey/black decals to the rear corners of the box.
There’s quite a bit more to the FX4 package than two decals, like uniquely tuned off-road monotube shocks, tough 265/56 Hankook Dynapro AT-M tires, an electronically locking rear differential, Trail Control that allows you to set a given speed between 1 and 30 km/h to crawl over rugged terrain via throttle and brake management, and a Terrain Management System that, via Grass, Gravel/Snow, Mud/Ruts, or Sand settings, utilizes the Ranger’s many off-road technologies to lay waste to all types of trails, from light-duty to extreme. What’s more, the FX4 package features a steel front bash plate under the front bumper, and skid plates covering the electric power steering system, transfer case, and fuel tank. Finally, the FX4 package provides pitch, roll and steering angle monitoring from the driver’s seat.
Unlike some 4x4s, setting the Ranger’s high/low gearing ratios requires no tugging on secondary shift levers, but rather only needs the subtle twist of a rotating dial on the lower console next to the shift lever. When set to its most capable off-road setting, you shouldn’t have any problem overcoming all types of rocks, roots and what-have-you, thanks to 226 mm (8.9 inches) of ground clearance, plus approach and departure angles equalling 28.7 and 25.4 degrees. For reference, the Tacoma offers more ground clearance at 239 mm (9.4 in), while its approach/departure angles range from 29 or 32 degrees up front to 23 degrees in back.
The Ranger’s generous suspension travel provides a comfortable ride for a truck, and I must admit it felt quite good through high-speed corners too, within reason. Even better, the new Ranger’s powertrain is really fun to dig your right foot into, and the 10-speed gearbox (with more forward speeds than any competitor) was plenty smooth and quick shifting, even providing a rocker switch on the side of the shift knob for flicking through the gears manually.
If things are sounding sporty, that wasn’t by accident. Ford increases performance further via a Sport setting that allows the engine’s revs to rise higher between shifts, while the transmission even holds onto a given gear when the engine arrives at redline, welcomingly unusual.
Helping add to that sporty feeling through corners, plus improving at-the-limit safety, Ford utilizes Curve Control for detecting when a driver enters a curve too quickly, and then makes automatic adjustments to the Ranger’s speed by lowering engine torque, adding braking power, and increasing the stability control function.
Along with that easy-going ride I spoke of a moment ago, my Ranger XLT 4×4 tester provided good comfort and sizeable cabin space from front to rear. The SuperCrew cab is the Ranger’s largest, and features regular front-hinged doors in back, plus additional rear legroom than the smaller base SuperCab model. Both configurations are available in XL and XLT trims, while the top-line Lariat is only offered as a SuperCrew.
The base SuperCab body style includes a longer six-foot bed, while my SuperCrew tester had a shorter five-foot bed. The Ranger is good for 707 kilos (1,560 lbs) of payload too, which is considerably better than the Tacoma’s 425- to 520-kg (937- to 1,146-lb) payload maximum. This same scenario plays out for towing capacity as well, with the Ranger capable of 7,500 lbs (3,402 kg) of trailer compared to the Toyota’s 502-kg (1,107-lb) rating. Trailer sway control is standard with the Ranger, too.
Without a trailer in tow, and being mindful of your right foot it’s possible to achieve a class-leading fuel economy rating of 11.8 L/100km in the city, 9.8 on the highway and 10.9 combined, this partially thanks to standard auto start-stop that shuts the engine off when it would otherwise be idling.
The base Ranger XL SuperCab starts at $32,159, by the way, plus freight and fees of course, which makes it $1,090 pricier than the same model last year, while the XLT SuperCab now starts at $36,529. The as-tested XLT SuperCrew sees an increase of $890 since last year for a new price of $38,329, while the top-line Lariat SuperCrew only goes up by $230 for a new price of $42,619.
As for features, the 2020 Ranger Lariat adds more chrome detailing to the exterior, plus LED headlamps, front parking sensors (to the rear sensors already on the XLT), proximity-sensing entry, pushbutton start/stop, illuminated vanity mirrors, a universal remote, three-way heatable front seats with eight-way powered adjustment, leather upholstery, and more.
Yet unmentioned features on the XLT include 17-inch alloys (instead of the 16-inch steel wheels found on the base XL model), fog lamps, carpeting and carpeted floor mats (the base truck gets rubber flooring), a six-speaker stereo, automatic high beams, lane keep assist, plus more, while you can add a Technology package featuring a navigation system and adaptive cruise control.
Finally, the base XL includes auto on/off headlamps, a four-speaker audio system, a USB charging port, 4G LTE Wi-Fi, a capless fuel filler, and a pre-collision system that includes automatic emergency braking along with blind spot warning and rear cross-traffic alert.
Although my Ranger XLT test model was only a mid-range offering, it was nicely finished inside and well-constructed. The seat and armrest upholstery was a nice woven black cloth with creamy-grey contrast stitching for a sporty effect, while interior trim included the usual assortment of brushed and bright metallic surfaces, but no padded soft-touch synthetics.
The front seats are comfortable, with the driver’s featuring two-way power lumbar support that fit the small of my back nicely, while I found my XLT’s driving position good due to plenty of reach from the tilt and telescopic steering column. The steering wheel gets a comfortably soft leather-wrapped rim, and all interior controls were within easy reach. s
The Ranger’s instrument cluster is mostly analogue with nicely backlit needles and indices, the former sporting an attractive aqua-blue colour for dramatic effect, while a full-colour, high-resolution 4.2-inch multi-information display is more advanced than the majority of Ford’s competitors.
The just-noted gauge cluster needles match up with the sky-blue background of Ford’s 8.0-inch Sync 3 centre touchscreen nicely, this upgraded system coming standard in XLT and Lariat trims. While this system has been on the market for many years, it’s still a good-looking layout that works well. It even includes Apple CarPlay and Android Auto smartphone integration, plus loads of audio features including satellite radio and Bluetooth streaming, while my tester featured an accurate navigation system, as well as XM travel link, a dual-zone automatic climate control system, and a backup camera with active guidelines.
Looking rearward, my Ranger SuperCrew tester’s rear bench seat was plenty spacious and adequately comfortable, particularly in the outboard positions, but it didn’t include the types of features I expected to see, not even rear air vents. XLT and Lariat buyers can expect two USB-A charge ports on the backside of the front centre console, as well as a convenient 110-volt household-style power outlet.
The Ranger is devoid of those handy integrated bumper steps found on GM trucks, that are really useful for climbing up on the bed, but fortunately my test model featured a kick-down step from Ford’s accessories catalogue that worked very well.
All in all, I really like Ford’s new Ranger. It looks good and comes across as a rugged, well-made mid-size truck. Its cabin is roomy and comfortable, includes very good electronics, and it’s really fun to drive. Ford should start offering some higher priced trim levels to compete with the Tacoma’s Limited, for instance, not to mention bring us the aforementioned Ranger Raptor that could go head-to-head with the Tacoma TRD Pro and Colorado ZR2. Even now, however, the Ranger’s three trim levels offer a lot of variety with competitive pricing, and should do even better on the sales charts as would-be buyers learn about their availability.
We’ve all been waiting for it. Now Porsche’s 911 Turbo has been officially unveiled and is available to order as a 2021 model, with deliveries expected later this year.
The 2021 911 Turbo fills one of two holes in Porsche’s lineup between the 911 Carrera S and 911 Turbo S, with the newest generation 911 GTS, which will slot in just below the Turbo, still awaiting official announcement.
Last April the 911 Turbo S was announced first, and considering the output of its 3.8-litre horizontally opposed engine is a staggering 640 horsepower it might at first seem as if the advent of the new Turbo becomes less eventful. Still, the non-S variant’s near identical flat-six has the highest output of any Turbo in history at 572 horsepower, and being that many more Porschephiles will purchase the much more affordable version it remains the more significant new model launch.
Of note, the new 911 Turbo makes 32 more horsepower than its 2019 predecessor, not to mention 30 lb-ft of extra torque for a total of 553 lb-ft. That allows it to blast past 100 km/h in just 2.8 seconds with the optional Sport Chrono Package added onto its slightly lighter Coupe body style, or 2.9 seconds from zero to hero in the Cabriolet. Both times are 0.2 seconds quicker than the 2019 911 Turbo Coupe and 911 Turbo Cabriolet, incidentally, which is a major leap forward on paper, at least (it’s more difficult to feel by the seat of the pants).
All of its performance gains can be attributed in part to new symmetrical VTG (variable turbine geometry) turbochargers that incorporate electrically controlled bypass valves, a reworked charge air cooling system, plus piezo fuel injectors. These improvements result in quicker throttle response, a freer rev range, stronger torque delivery, and improved performance all-round.
The new 2021 911 Turbo sports the identical standard eight-speed dual-clutch PDK automatic transmission as the 911 Turbo S, by the way, while both models also include standard Porsche Traction Management (PTM) all-wheel drive. With the 911 Turbo, a car that can attain track speeds up to 320 km/h (198 mph), such control is needed.
What’s more, the new 2021 911 Turbo boasts the same buffed up exterior contours as the Turbo S, including 46 mm (1.8 in) of extra width than the Carrera between the front fenders and 20 mm (0.8 in) more between the fenders at back. This provides more room for bigger performance rubber measuring 10 mm (0.4 in) more front to rear.
Similarly, the front brake discs are 28 mm (1.1 in) wider than those on the previous 911 Turbo, while those opting for the upcoming 2021 Turbo can also purchase the same 10-piston caliper-infused ceramic brakes made optional with the new Turbo S. Additional extras include the aforementioned Sport Chrono Package, a Sport suspension upgrade, Porsche Active Suspension Management, and a rear-wheel steering system.
As you might have expected, Porsche has modified the new 911 Turbo’s cabin with all of the same updates as found in the regular Carrera models, plus some of the features found in the new Turbo S. Standard 14-way powered Sport seats will no doubt provide as much comfort as support, while a standard Bose audio system will keep those not solely enamoured with the sound of the powertrain entertained. Also available, a Lightweight package deletes the rear jump seats (that are only useful if you have small kids or grandkids), and exchanges the standard 14-way front Sport seats for a special set of lightweight performance buckets, while also removing some sound deadening material (that make the engine and exhaust sound better), resulting in 30 kg (66 lbs) of weight savings.
A 911 Turbo Sport package is also on the menu, including some SportDesign upgrades like black and carbon-fibre exterior trim plus clear tail lamps, while a unique sounding Sport exhaust system is also available. Additionally, the options list includes lane keep assist, dynamic cruise control, night vision assist, an overhead parking camera with a 360-degree bird’s-eye view, a Burmester audio system upgrade, etcetera.
The all-new 2021 Turbo Coupe is now available to order from your local Porsche retailer for $194,400, while the new 2021 Turbo Cabriolet is available from $209,000, plus fees and freight charges.
Before making that call, mind you, you should check out our 2021 Porsche 911 Canada Prices page as there are factory leasing and financing rates from zero percent that you’ll want to get more info on. Also, take note of any rebates that only CarCostCanada members will find out about, while CarCostCanada members also have access to dealer invoice pricing that could save you even more. See how the CarCostCanada system works now, and remember to download our free CarCostCanada app onto your smartphone or tablet from the Google Android Store or Apple Store, so you can get access to all the most important car shopping info wherever you are.
A perfect storm? Two issues are causing mayhem in the automotive sector this year, the first being a Canadian economy that started slowing last year, and the second more obvious problem being the current health crisis that has put so many out of work, resulting in plenty of 2019 model year vehicles still available more than halfway into 2020. Such is the case for the 2019 G80, which fortunately for you didn’t change much when moving into the newer model year.
In fact, the G80 didn’t change a heck of a lot from its previous Hyundai Genesis Sedan days, back in model years 2015 and 2016, to the four-door mid-size luxury sedan that came for the 2017 model year and the one we have now, other than some very minor styling tweaks and the addition of the mid-range turbocharged V6 being tested here. The new powerplant gives the G80 a three-engine lineup, which is exactly one for each of its three trims. Base Technology trim gets a naturally aspirated 3.8-litre V6 good for 311 horsepower and 293 lb-ft of torque, this Sport model receives a 3.3-litre twin-turbo V6 capable of 365 horsepower and 376 lb-ft of torque, and the top-line G80 Ultimate goes quickest thanks to a naturally aspirated 5.0-litre V8 that puts out 420 horsepower and 383 lb-ft of torque. All utilize an eight-speed automatic and each comes standard with all-wheel drive, so finding traction off the line is no problem at all.
Specs aside, the G80 is an excellent example of modern engineering done well, as are all Genesis models. It can easily keep up with its German, domestic and Japanese rivals, while it’s also attractive, impressively refined with nicely finished materials inside, filled with tech, convenience and luxury features, and wholly deserving of being slotted alongside the Mercedes E-Class/CLS-Class, BMW 5/6 Series, Audi A6/A7, Lexus GS, and other luxury-branded mid-size E-segment sedans. The only negatives worth interjecting include a lack of heritage, which was also true of entries from Lexus, Acura and Infiniti in their early days, and the model’s age. As it is, the G80 is well into six model years, which is a slightly lengthier stint than average in this class or any, but being that there aren’t too many on the road it still appears fairly fresh, plus it doesn’t hurt that its design was great looking from onset.
The only changes from 2019 to 2020 was to the centre stack, the CD player being removed for some reason. It’s an odd update for a car that will only be around for one year, but it is what it is, and thus the newer model will be more appealing to those who consider CDs antiquated, and less so for those who still appreciate this format’s better sound quality (than mp3s).
This means the rest of the 2020 G80 is exactly the same as the outgoing 2019 model, which as noted is hardly a bad situation. Making either model better are factory leasing and financing rates from zero percent. You can find out all about it on our 2019 Genesis G80 Canada Prices page or our 2020 Genesis G80 Canada Prices page, and while you’re there check out our configuration tool that allows you to build either car out in detail. A CarCostCanada membership will provide you with leasing and financing deal information for other models as well, plus manufacturer incentives including rebates, and best of all, dealer invoice pricing that can save you thousands. Learn how it works now, and also enjoy the convenience of our free CarCostCanada app, downloadable from the Google Play Store or Apple Store.
Google and Apple in mind, Android Auto and CarPlay smartphone integration comes with every 2019 and 2020 G80, that aforementioned Technology model starting at $58,000 and including LED DRLs and taillights, 18-inch alloys, proximity keyless access with a hands-free power-opening/closing trunk, genuine open-pore hardwood interior trim, a heatable steering wheel, power-adjustable tilt/telescopic steering, a 7.0-inch colour multi-info display/digital gauge package, a head-up display, a large 9.2-inch centre touchscreen, navigation, 17-speaker audio, an auto-dimming centre mirror, LED interior lighting, a big panoramic moonroof, a 16-way power-adjustable driver’s seat, a 12-way power-adjustable front passenger’s seat, Nappa leather upholstery, heated front and rear outboard seats, cooled front seats, and a bevy of advanced driver assistance systems including autonomous emergency braking with pedestrian detection, blind spot detection, lane departure warning, lane change assist, lane keep assist, rear cross-traffic alert, adaptive cruise control, and driver attention alert.
Both $62,000 Sport and $65,000 Ultimate trims replace the base model’s bi-xenon headlamps with full LEDs, while also adding 19-inch alloys, a microsuede headliner, and a credit card-style remote key fob, while exclusive to the Sport is a unique set of 16-way powered front Sport seats that were especially comfortable and wonderfully supportive to the lower back as well as under the knees, the former benefiting from four-way powered lumbar support adjustment, and the latter getting a power-extendable bottom cushion.
My tester featured a duo-tone light grey and charcoal black interior colour combo that was really nice looking, the two shades divided by stunning carbon-fibre glossy trim across the instrument panel and on the upper door sections, while a tasteful supply of brushed aluminum highlights added bling to key surfaces throughout the interior. Genesis even drilled out the aluminum Lexicon speaker grilles with a cool geometric design, while all of the various buttons, knobs and switches give the G80 a sense of occasion. There’s no shortage of soft-touch composites and leathers either, the Nappa leather seat upholstery particularly plush, resulting in a very refined, upscale environment.
While it might be hard to find hard plastics in the new G80, it’s not exactly the most advanced when it comes to digital displays. It was certainly up to speed six or so years ago, but massive advancements in high-definition, fully digital gauge clusters and widescreen centre displays have made this otherwise beautiful cabin seem a bit dated compared to most rivals. The new 2021 G80 will take care of this problem, so tech fans may want to wait, but those who don’t care about the latest gadgets will likely be fine with the current model’s mostly analogue gauge package, which is highly visible in all lighting conditions, plenty colourful at centre, and fully functional, while the previously noted head-up display was wonderfully useful and plenty advanced.
The centre-mounted infotainment touchscreen is up to task too, providing an attractive graphical display for the superb Lexicon stereo noted before, not to mention the advanced parking camera with active guidelines, 360 degrees of overhead views, and various closeup angles. While the climate control system needs to be actuated via a separate interface below, when choosing a given setting, a simulated cabin graphic shows individual temperatures on the main screen, which is pretty cool.
Amid the various knobs and buttons on the just-noted HVAC interface, an attractive square analogue clock provides a level of elegance that Genesis won’t be carrying over to the 2021 G80, unfortunately, while the CD changer in the similarly styled audio panel just below has already been deleted as mentioned earlier. Genesis provides USB and aux connectors in a lidded compartment below these as part of the lower console, right next to a wireless device charger that ideally tilts towards both front occupants.
An overhead console hovers above with handy felt-lined sunglasses storage, plus LED reading and dome lamps, powered panoramic sunroof controls, the glass of which can be shaded by pushing forward on a secondary switch. That shade is wrapped in a super soft microsuede, just like the roof liner, both sun visors, and each of the G80’s roof pillars.
The mid-size Genesis’ driving position is inherently good, and made even better thanks to those previously noted sport seats, while those in back get an equally spacious compartment. After setting the driver’s seat up for my long-legged, short-torso, five-foot-eight body, I had approximately eight inches ahead of my knees, plenty of legroom, about four inches from the door panel to my shoulders and hips, plus three or so inches of headroom left over, which means the majority of folks should fit in back with room to spare.
As yet unmentioned rear seat goodies include LED reading lights overhead, separate HVAC vents with separate controls housed on the back of the front console, and a pair of particularly well-made magazine pockets on backsides of the front seats, which incidentally are very nicely finished with leather (or at least it looked like leather) from top to bottom. The rear door panels are just as nicely made as those in front, by the way, while the flip-down centre armrest gets dual cupholders, as is almost always the case, plus an unusual set of three-way seat heater controls. A metal clothes hook can be found on the backside of each B-pillar too, which I find very helpful when wanting to arrive at an event without creases in my jacket.
At 433 litres the G80’s trunk is quite sizeable too, but the back seats don’t fold down to accommodate longer cargo like most rivals. Still, you can stuff skis and the like into a centre pass-through, which almost makes up for the rear seats’ static status.
While the rear of the G80 is pretty well unchanged since inception, some trim details aside, the model received new headlights for 2018, plus a reworked lower front grille, slightly refreshed front and rear facias, new standard 18-inch alloys, new primary instruments, the gorgeous analogue clock and front speaker grilles mentioned before, and a new leather-wrapped, metal-clad shifter knob topping an even more impressive electronic eight-speed automatic transmission that replaced the older-tech mechanical eight-speed autobox.
A mere tap rearward puts it into Drive and equally light push forward engages Reverse, with the centre position reserved for neutral as one might expect. The unexpected was an electronic gearbox that’s as easy to slot into gear (or out of gear) as the old-school tranny was, which is not always the case for some (I’m talking to you, Chrysler 300). Like all electronic automatics you don’t need to select Park when shutting off the ignition, as pressing the dash-mounted Engine Start Stop button will do the same thing.
A drive mode selector can be found just aft of the shift lever, with Normal, Eco and Sport selections. Eco mode really retards throttle response, which went a long way to helping the hefty sedan achieve its as-tested Transport Canada fuel economy ratings of 13.8 L/100km city, 9.7 highway and 11.9 combined. The entry-level V6 achieves a 13.4, 9.6 and 11.7 rating respectively, whereas the V8 is thirstiest at a claimed 15.6 city, 10.4 highway and 13.2 combined.
Sport mode makes a dramatic difference over the default Normal setting too, with even more satisfying results. The 3.3-litre twin-turbo’s 365 horsepower feels strong when pushed hard from takeoff, much due to each of the G80 Sport’s four 245/40R19 Continental all-season tires biting into pavement simultaneously via Genesis’ HTRAC all-wheel drive system, the car’s brilliantly quick sprints only improved upon by relentless highway passing performance.
The V6-powered G80 Sport benefits from a little less weight over the front wheels than the Ultimate with its Tau V8, which certainly benefits quickness through fast, tightly spaced curves. The G80 Sport manages these with ease, even with 2,120 kilograms pulling in the opposite directions, making the big sedan feel lighter and more agile than it should. Then again, the G80 provides one of the nicer rides in its class too, Genesis managing to be a best-of-both-worlds alternative to its European peers when it comes to quickly riding in comfort.
While most of the G80’s rivals offer more advanced features, especially in the tech department, Genesis’s mid-size offering will probably be more reliable over the long haul. Even better, it’s backed up by a five-year or 100,000-km warranty if something goes awry, covering almost every component that comes with the car. Scheduled maintenance is complimentary too, while your car will be picked up by their valet service at your home or office, saving you time and therefore money. If the G80 didn’t already have you sold at hello, some of these latter factors combine to make any new Genesis a very practical luxury choice, and worthy of your consideration.
No sooner did Mazda bring its long awaited CX-5 Diesel to market and it’s now gone, or at least it doesn’t appear to be coming back for the 2020 model year or anytime in the near or distant future. As it is, their SkyActiv-D (Diesel) powerplant didn’t catch on with enough CX-5 customers, and despite only being available for 2019 (and still possible to find as a new vehicle from Mazda retailers at the time of writing) can no longer be found on the brand’s retail website.
As for its diesel engine program, it’s remotely possible Mazda may once again offer a compact or mid-size B-Series pickup truck here like it does with its Isuzu-based BT-50 in Asian, Middle Eastern, African, plus Central and South American markets (although that truck uses a 3.0-litre four-cylinder Isuzu diesel), the potential volume of such vehicles sold by Toyota, GM, Ford, and to some extent Nissan (we’ll see if the new Frontier is able to claw back neglected and therefore lost market share when it finally goes on sale) no doubt tempting, although I highly doubt it fits within their near-premium, sport-luxury North American strategy (the interior looks impressive though). Thus, we’ll probably see a greater focus on SkyActiv-G (Gasoline) technology and, who knows, maybe even a hybrid or two now that they’ve unveiled a new EV at the most recent Tokyo motor show.
Right now you have the opportunity to purchase one of the last handful of new 2019 Mazda CX-5 Signature Diesel (or SkyActiv-D) SUVs available until they’ll only come up once in a while on the pre-owned market (and diesel owners tend to keep their cars for longer than average, so don’t hesitate if you want one sooner than later). Most buyers in this class never knew a turbo-diesel option was even available last year, despite Mazda’s SkyActiv-D being a much-anticipated new option for years amongst the engine-type’s faithful. It took a lot longer to become reality than Mazda originally planned, probably because of the fallout ensuing from Volkswagen’s 2015 Dieselgate scandal, and possibly due to little marketing fanfare only lasted a single model year. Its departure has stunned a number of diesel fans that have made their outrage known on social media, but it hasn’t even caused a buzz from the majority of Mazda owners that, as noted, didn’t even know what they were missing.
If Mazda had asked me, I would have told them not to bother with the diesel, because oil burners are now only appreciated in trucks and sometimes SUVs here in the North American markets, particularly if they’re off-road oriented. For instance, a torque-rich diesel makes sense in Jeep’s 4×4-ready Wrangler and therefore should gain some reasonable traction despite its outrageous $7,395 price tag (and that’s not even including the $1,795 required for the eight-speed automatic), but GM recently tried pulling the Chevy Colorado and GMC Canyon’s turbo-diesel over to its compact Equinox to little effect (and even tried a diesel within its car lineup). The fact Toyota, possibly the one manufacturer capable of pulling off a successful diesel option in their Tacoma, Tundra, 4Runner or Sequoia (not to mention the Land Cruiser in the U.S.), isn’t even trying says a lot, but we should nevertheless give Mazda high marks for bravery.
Unlike VW, which has now abandoned diesel-power altogether, Mazda’s SkyActiv-D engine actually met Canada’s strict emissions regulations for the 2019 model year, which shows that it’s cleaner and greener than any oil burner offered by the Germans, all of which killed off their diesels in our market soon after the aforementioned Dieselgate kafuffle. Mazda’s diesel would have no doubt passed 2020 regulations as well, being as they haven’t changed, but now this achievement hardly matters.
Rather than blather on about a diesel-powered 2019 CX-5 you might be able to get your hands on if you’re lucky, I’ll instead give you a quick rundown of both 2019 and 2020 models with the various model year changes. If you can get into a 2019 model, whether diesel or gasoline powered, you’ll benefit from up to $2,500 in additional incentives, incidentally, whereas the 2020 model only has about $1,000 on the hood. You can find out more about such money-saving details on our 2019 Mazda CX-5 Canada Prices page or 2020 Mazda CX-5 Canada Prices page, by the way, and after that become a CarCostCanada member to take advantage of all the savings. We inform you about manufacturer rebates, manufacturer financing and leasing deals, dealer invoice pricing info that could very well save you thousands, plus more, so make sure to find out how it works and then download our free app from the Google Play Store or Apple Store.
Looking back at our just-mentioned 2019 Mazda CX-5 Canada Prices page immediately shows that the 2.2-litre twin-turbo-diesel SkyActiv-D engine is only available with the top-tier Signature trim line for $45,950 (plus freight and fees). Signature trim was entirely new to the CX-5 for the 2019 model year, and uniquely pulled Mazda’s compact crossover SUV closer to the premium brand status than any other mainstream model in this class, other than maybe Buick that’s long spanned the divide between volume and luxury.
Additional 2019 CX-5 trims include the entry-level GX that starts at $27,850 with front-wheel drive (FWD) or $29,850 with all-wheel drive (AWD), the second-rung GS at $30,750 with FWD or $32,750 with AWD, and the former top-tier GT (Grand Touring in the U.S.) that starts at $37,450 before topping out at $39,450 when upgrading to its 2.5-litre turbocharged SkyActiv-G (gasoline) engine. Of note, GT and Signature trims comes standard with Mazda’s i-Activ AWD.
The CX-5 Signature, standard with the just-mentioned 2.5-litre turbo gasoline powerplant for $40,950, plus available with the aforementioned diesel, builds on the already nicely equipped CX-5 GT by adding features such as LED cabin lighting, a 7.0-inch digital primary gauge cluster, a cleaner looking frameless centre mirror, real Abachi hardwood trim on the dash and door panels, as well as dark brown Cocoa Nappa leather upholstery and trim.
The Signature pulls plenty of features up from the GT too, including front and rear signature lighting, adaptive headlights, LED fog lamps, power-folding exterior mirrors, proximity keyless access, traffic sign recognition, two-zone auto climate control, a navigation system, 10-speaker audio with integrated satellite radio, a universal garage door opener, a 10-way powered driver’s seat, a six-way power-adjustable front passenger’s seat, and more, while leather upholstery in black or no-cost white makes the GT plenty luxurious all on its own.
Speaking of luxury, the CX-5 comes with a few finishings more likely to only be found in premium offerings, such as cloth-wrapped A pillars, premium-like padded cabin surfaces on the dash top, upper and lower instrument panel, lower console edges, door uppers front and back, and armrests all-round, while the CX-5 also boasts a plenty of brushed aluminum trim bits all over the interior, some even upgraded with knurled edging for a particularly impressive look. It’s fairly upscale switchgear from a mainstream brand, making me wonder whether Mazda will eventually try to lift itself up into premium territory in price as well as quality.
To this end, the SkyActiv-D turbo-diesel suits an upwardly mobile brand like Mazda better than some others, being that diesels have long been the stuff of Mercedes-Benz, Audi, and BMW, plus more recently Jaguar and Land Rover. I’d be remiss not to mention Volkswagen again, because not too long ago oil burners made up more than half of their Canadian sales, but now all of the just-noted German brands are on a different trajectory, embracing plug-in electric mobility at a much greater development cost and no sure promise of profits (even mighty Tesla had never managed more than two sequential quarters of profits as of this review’s publication date).
As for Mazda’s SkyActiv-D engine, it only produces 168 horsepower, but then again it puts out a very strong 290 lb-ft of torque. Such low horsepower, high torque ratios are par for the course when it comes to diesels, by the way, but it’s not like the CX-5 Signature’s standard 2.5-litre SkyActiv-G engine is without merits. Count them, 227 gasoline-fed horses and a grand total of 310 lb-ft of torque when said gasoline is 93 octane or higher. When cheaping out at the pump you can expect the same torque yet only 250 horsepower, but that’s still an impressive number for this class. What’s more, the 2020 version of this engine is capable of an even more satisfying 320 horsepower, which will make the upcoming 2021 Mazda3 AWD, just announced to receive this powertrain as an option, a serious sport sedan rivalling true luxury brands.
I’ve now spent at least a week with all second-generation CX-5 engines mated to the model’s all-wheel drivetrain, and can happily say the latter is well worth the extra expense when compared to the compact SUV’s base 2.0-litre four, unless fuel economy is the driving force behind your decision. This is where the twin-turbo SkyActiv-D trumps its stable mates, garnering a Natural Resources Canada rating of 8.9 L/100km in the city, 7.9 on the highway and 8.4 combined compared to the larger and more potent 2.5-litre SkyActiv-G’s 10.8 city, 8.7 highway and 9.8 combined rating. Yes, the diesel is better, but is it really $5,000 better? That’s a question you’ll need to ask yourself before plunking down the significant chunk of change needed to buy one.
Another consideration is the well-equipped CX-5 GT noted before, that for $37,450 provides most of the Signature’s premium-like features as well as a more fuel-friendly 2.0-litre SkyActiv-G four-cylinder in base trim. That smaller engine makes a reasonably strong 187 horsepower and 186 lb-ft of torque, but its expected fuel economy is nearly as good as the diesel at 9.8 L/100km city, 7.9 highway and 9.0 combined, whereas the same engine found in lesser trims with front wheel drive can achieve almost identical claimed fuel economy at a respective 9.3, 7.6 and 8.5.
I spent a week in a 2019 CX-5 GT outfitted with the entry-level powerplant and its standard all-wheel drivetrain last year, and walked away very satisfied with its fuel-efficiency/performance compromise, not to mention its luxurious surroundings. Then again, more recently I spent a whopping three months with a newer 2.5-litre SkyActiv-G turbo-equipped 2020 CX-5 Signature and was much happier, at least with its performance and even more upscale interior, while I was also fine with its fuel economy considering the performance at hand (and particularly at foot). You’ll see a detailed review of this model shortly, but being that the review I’m current writing is about a 2.2-litre SkyActiv-D-equipped CX-5 Signature, I’ll only say, if it was a case of needing to purge an engine in order to make this compact SUV more profitable, Mazda got rid of the right one.
I should make clear that you could very well save a great deal more than the claimed rating when living with a SkyActiv-D-equipped CX-5 than at the wheel of the more potent SkyActiv-G model, because most drivers will be tempted to drive the sportier feeling gasoline variant faster. I found myself more relaxed and easy-going when behind the wheel of the non-paddle-shifter-equipped diesel than the top-line gasoline model, a factor that could also prevent potential speeding tickets with some owners. What’s more, diesel pump prices are less volatile than those for gasoline, and more often than not cheaper too.
Don’t get me wrong, as the diesel delivers some significant torque off the line, and it made haste during highway passing too, but it can’t provide the level of sportiness offered by the more formidable gasoline-fed turbo-four, and thanks to the relatively quiet yet still noticeable rattle-and-hum heard ahead of the engine firewall, the diesel sounds more like a truck than the gasoline variant too. Depending on your leanings, this will be a positive or negative, while all should appreciate the added grip through the corners brought about by the Signature’s 19-inch alloy wheels.
The CX-5’s six-speed automatic transmission isn’t quite as engaging without the aforementioned paddles, and yes six forward speeds doesn’t sound as advanced as the various eight-speed, nine-speed and continuously variable transmissions being offered by others, but along with providing snappy shifts when pushing hard and smooth intervals when driving in a more relaxed state, Mazda’s SkyActiv-Drive gearbox has been very dependable when compared to some of the just-noted challengers.
Together with the second-gen CX-5’s impressive cornering prowess, all examples I’ve driven have delivered a comfortable ride. They’ve been a tad firmer than some of their Asian and domestic competitors, due to Mazda’s performance-focused corporate credo, but this has never interfered with suspension comfort. Then again, the CX-5’s fully independent suspension is more responsive than most rivals, especially when coursing down a winding mountain road, while it also provides a level of high-speed confidence on the freeway that’s not available to the same degree from some compact SUV challengers.
Speaking of best-in-class, the CX-5’s 40/20/40 split-folding rear seatbacks make its cargo compartment more convenient than the majority of competitors too, while release levers mounted near the rear hatch opening allow the seats to lower themselves automatically, thus adding even greater ease to the loading process.
After numerous stints behind the wheel of various CX-5 trims, I can easily recommend Mazda’s compact SUV, but I won’t try to tell you which engine you should purchase. I can say, however, you’d better act fast if you like the sound of the brand’s SkyActiv-D turbo-diesel, because they’re now few and far between, and soon won’t be available at all.
I’ve heard the line before. People only buy Mercedes-Benz products to flash its prestigious three-pointed star. That may be true in some cases, but with respect to the new A 220, and many other cars in its extensive lineup, it wins new luxury buyers by being best in class.
It doesn’t hurt that the A 220 looks as good as it does, but take note that at just $37,300 (plus freight and fees) the newest model in Mercedes’ wide and varied 2020 collection isn’t just for the affluent. Yes, that number is a significant $2,310 more than last year’s A 220, but it now comes with standard 4Matic all-wheel drive, Canadians probably not buying enough of the 2019 front-wheel drive variants to make a business case viable moving forward. Still, Mercedes’ most affordable new model is well within reach of those not normally capable of buying into the luxury class, with this base model priced very close to fully loaded versions of mainstream volume-branded compacts.
At first sight the A 220 appears too long, low and lean to be a compact four-door sedan, but with a little research I soon found out its 4,549 mm length, 1,796 mm width, 1,446 mm height and 2,729 mm wheelbase puts it slightly smaller than some mainstream compacts you likely know better, including the Honda Civic, Toyota Corolla, Hyundai Elantra and Mazda3, while it competes directly in size and particularly in price with premium-badged sedans such as the Audi A3, Acura ILX, and new BMW 2 Series Gran Coupe, although the Bimmer more accurately targets Mercedes’ sporty CLA-Class four-door coupe.
The new BMW hasn’t been around long enough to collect usable sales data, and it’s hardly been the best of years for the car industry on the whole anyway, so therefore a look back to calendar year 2019 more accurately shows the A-Class and the rest of Mercedes’ small car lineup cleaning up in Canada’s compact luxury competition. Mercedes sold more than 5,000 subcompact luxury models in 2019, which included the new A 250 hatch as well as this A 220 sedan, plus the CLA-Class and outgoing B-Class (more than 300 of the now cancelled Bs were delivered last year, and another 200-plus over Q1 of 2020).
By comparison, the second-best-selling Mini Cooper, which is also a collection of body styles and mostly lower in price, found more than 3,700 Canadian buyers, whereas the Audi A3/A3 Cabriolet/S3 garnered 3,100-plus new customers, the ILX almost 1,900, the 2 Series (ahead of the new four-door coupe arriving) at just over 1,200, and BMW’s unorthodox i3 EV finding 300 new owners. Incidentally, the A-Class, which was the only model in this segment to achieve positive year-over-year sales in 2019 (slightly below 14.5 percent), won over 3,632 new buyers last year alone, placing it just behind the previously noted Mini that saw its Y-o-Y sales fall by 17 percent.
Certainly, the A 220’s attractive styling and approachable pricing contributed to its strong sales last year, but there’s a great deal more to the swoopy four-door sedan than good looks and price competitiveness. For starters is a knockout cabin that wows with style and hardly comes up short on leading-edge features. Most noticeable is Mercedes’ all-in-one digital instrument panel/infotainment display, that combines some of the most vibrantly coloured, creatively penned graphics in the industry with wonderfully functional systems, while housing it all within an ultra-wide fixed tablet-style frame.
These electronic interfaces are important differentiators when comparing an entry-level Mercedes to fully loaded compact sedans from mainstream volume brands like Honda, Toyota, Hyundai and Mazda. Truly, the A 220’s lower dash and door panels aren’t necessarily made from better materials than its more common compact counterparts, respectively the Civic, Corolla, Elantra and Mazda3, but most everything above the waste comes close to matching the tactile and materials quality found in more expensive Mercedes models, like the C-Class and even the E-Class. Together with the eye-popping digital interfaces already mentioned are gorgeous stitched leather door inserts, rich open-pore textured hardwood along those door panels and across the dash, while satin-finish aluminum trim can be found all over the interior, my personal favourite application being the gorgeous turbine-like instrument panel HVAC vents.
Going back to the all-in-one primary instrument cluster and infotainment widescreen display, dubbed MBUX for Mercedes-Benz User Experience, the left-side gauge package provides a number of different display themes including Modern Classic, Sport and Understated, plus the ability to create your own personalized themes, while the layout can be modified to a numeric format speedometer in place of the traditional-looking circular one, with the rest of the display area used for other features like navigation mapping, fuel economy info, regenerative braking charge info, Eco drive setting information, etcetera.
Over on the right-side of my test model’s MBUX display were the usual assortment of centre-screen infotainment functions, like navigation (albeit with the ability to opt for an augmented reality feature that shows a front camera view displaying upcoming street names and directional indicators); audio system info including graphical satellite radio station readouts; drive settings that include Eco, Comfort, Sport and Individual modes (that can also be chosen via a rocker switch on the lower console); advanced driver assistive systems settings; a calls, contacts and messages interface; a big, clear parking camera with active guidelines; plus more, and on top of all this Mercedes provides more hands-on control of infotainment functions than any competitor.
Adjustments can be made via the touchscreen itself, which is rather uncommon in the luxury class, plus you can use Mercedes’ very smart Linguatronic Voice Control system that’s easily one of the most advanced in the industry (but take note that “Mercedes” is a tad too eager to help out, always responding with a pesky “How can I help you?” when mentioning her name), or alternatively let your thumbs do the talking via a miniscule set of BlackBerry-like optical trackpads on the steering wheel spokes, or finally use the touchpad on the lower console, which is surrounded by big quick entry buttons as well. That touchpad is the best I’ve used this side of my MacBook Pro, providing intuitive responses to tap, swipe and pinch inputs, is as easy to use as dropping your right arm from the steering wheel, and didn’t cause me to divert my eyes from the road more often than necessary.
An attractive row of climate controls stretches across a smartly organized interface just below the centre display, featuring highly legible readouts and lovely knurled aluminum toggle switches, all hovering above a big rubber smartphone tray that boasts wireless charging capability. All around, the A 220 provides most everything you’ll need and a number of things you won’t, but I like the soft purple ambient lighting nonetheless.
The only negative I could find were the small, delicately sized and hollow feeling steering wheel stalks for the turn signals/wipers and selecting gears, but due to how well they’re made I still can’t lambaste them completely. I’m thinking they’re more about reducing mass to save on fuel and improve performance, not that they’d individually make a big difference to either. To be clear, I’ve never tested lighter or less substantive column stalks ever. In fact, the shift paddles feel heftier, but they certainly did what they needed to and won’t likely fall apart, it was just a strange decision for Mercedes to make such important hand/machine interfaces so flimsy feeling.
Even before I shifted the A 220 into gear, I was shocked at how thin the lower door panel composite was. Was this due to weight savings as well? The plastic extrusions were perfect with thin ribs strengthening their upper edges, so it wasn’t a case of cutting corners, but they didn’t feel up to Mercedes’ usual high-quality standards. Fortunately, as noted earlier, the A 220’s more visible surfaces are superb, other than the hard-composite lower centre console that might be somewhat disappointing to those that have recently spent time in one of the upper trims of the volume-branded compacts noted before, which mostly finish such areas in soft padded pleather.
Up above is a particularly nice overhead console featuring controls for a big panoramic glass sunroof, plus LED dome and reading lights, and more. It was strange that the B and C pillars weren’t wrapped in fabric, with only the A pillars done out to premium standards, just like the mainstream cars just mentioned, but of course this isn’t totally uncommon in the luxury segment’s most basic entry-level category. At least all of components fit nicely together, with each lid and every door shutting with firm Teutonic solidity, except for the glove box lid that was particularly light in weight.
My tester’s interior was doused in a light grey and black two-tone motif, much of the grey being leather that covers both rows of seats that are wonderfully comfortable and wholly supportive, particularly via their side bolstering. They even included manually-adjustable lower thigh extensions that I loved. I’m not only talking about the front seats, by the way, because those in the rear outboard positions provided good comfort as well, thanks to sculpted backrests and more foot and legroom than expected, plus a decent amount of headroom.
After adjusting the driver’s seat for my long-legged, short-torso five-foot-eight, small-build body type, there was still about five inches in front of my knees and more than enough space for my feet while wearing a pair of boots, while side-to-side roominess was good too. With three inches of airspace over my head, tall teens and larger adults than me should have no problem fitting in back, while the rear headrests also provided comfortably soft support.
Mercedes provides a fold-down centre armrest in back, but I found it too low for comfort, although it would likely be ideal for smaller sized adults or children. It comes with a duo of pop-out cupholders that clamp onto drinks well, while a set of netted magazine holders are attached to the backside of each front seat too. Each rear outboard passenger gets their own HVAC vent as well, plus just under these is a pull-out compartment complete with a small storage bin and a pair of USB-C chargers. No rear seat warmers were included in my tester, but LED reading lights could be found overhead.
Cargo shouldn’t be a problem being that the A 220’s nicely finished trunk is quite big for this class, and I really appreciated the ability to stow longer items like skis down the middle thanks to ultra-versatile 40/20/40 split-folding rear seatbacks. Folding the seats down is easy too, because Mercedes offers up a set of trunk-mounted levers.
Together with everything already mentioned, this year’s A 220 comes well equipped with standard features such as LED headlamps, 17-inch alloys, brushed or pinstriped aluminum interior inlays, pushbutton start/stop, MBUX infotainment (although the base model’s display size is smaller than my tester’s at 7.0-inches for each of its two screens), a six-speaker audio system (that provided deep resonant bass tones along with nice mids and highs), a power-adjustable driver’s seat with memory, heated front seats, the panoramic sunroof mentioned earlier, forward collision warning with automatic emergency braking, plus a lot more.
You may have noticed more gear in the photos, this because my test model also came with $890 worth of Mountain Grey Metallic exterior paint; $500 of 18-inch five-spoke alloy wheels; a $3000 Premium package featuring proximity keyless access, power-folding mirrors, a bigger 10.25-inch digital instrument cluster and the same sized centre display featuring Apple CarPlay and Android Auto smartphone integration, voice control, induction charging, auto-dimming rear view and driver’s side mirrors, ambient lighting, a foot-activated powered trunk release, vehicle exit warning, and Blind Spot assist; a $1,600 Technology package that added multibeam LED headlights with Adaptive Highbeam Assist and Active Distance Assist; plus a $1,000 Navigation package including a GPS/nav system, live traffic, Mercedes’ Navigation Services, the augmented reality function noted before, a Connectivity package, and finally Traffic Sign Assist.
The long list of additions continue with a new (for 2020) $1,900 Intelligent Drive package boasting Active Brake Assist with Cross-Traffic Function, Active Emergency Stop Assist, Evasive Steering Assist, Enhanced Stop-and-Go, Active Lane Change Assist, Pre-Safe Plus, Map-Based Speed Adaptation (which uses the nav system info to adjust the A 220’s speed based on road conditions ahead before the driver can even see what’s coming), Active Lane Keeping Assist, an Advanced Driving Assistance package, Active Blind Spot Assist, Active Distance Assist Distronic, Active Steering Assist, Pre-Safe, and Active Speed Limit Assist; $900 Active Parking Assist; $475 satellite radio; plus black open-pore wood inlays for $250 (walnut inlays are available for the same price); all of which added $10,515 to the 2020 A 220’s previously noted $37,300 base price, making for an impressively equipped compact Mercedes at just $47,815 (plus freight and fees).
It was missing a lot of additional gear too, by the way, including a $1,500 Sport package or $2,000 Night package, $500 optional 19-inch alloys, a $250 heated Nappa leather steering wheel, a $1,500 head-up display unit, a $650 surround parking monitor, a $700 450-watt, 12-speaker Burmester surround audio system (which is quite the deal for this brand), a $300 garage door opener, a $450 powered front passenger’s seat with memory (the base model’s is manually operated), and $1,200 worth of cooled front seats (these new for this model year).
As impressive as the new A 220’s styling, cabin design, detailed execution and loads of features are, the brand’s century of heritage really comes through when out on the road. Despite only endowed with 188 horsepower and 221 lb-ft of torque, straight-line acceleration is quite strong and even more so when set to Sport mode, at which point shifts from the seven-speed dual-clutch automatic come quickly and precisely. The car’s now standard 4Matic all-wheel drive allowed all four of the 225/45R18 Michelins below to latch onto pavement simultaneously, resulting in sharp, immediate results when my right foot was pegged to the throttle, while the little sport sedan tracked brilliantly during fast-paced highway and curving byway excursions, even in rain-soaked conditions.
Standard shift paddles add some hands-on engagement that was really appreciated when pushing hard in Sport mode, but I also found them useful for short-shifting to save on fuel. I opted for Eco mode for such situations, which provided even smoother more relaxed shifts as well as fuel economy improvements. The A 220 is rated at 9.6 L/100km city, 7.1 highway and 8.5 combined, and while we’re talking efficiencies, last year’s front-wheel drive version didn’t make that much of a difference due to a claimed fuel economy rating of 9.7, 6.8 and 8.4 respectively, so therefore Mercedes’ choice to offer AWD as standard equipment won’t hamper your fuel budget.
It was during my usual relaxed pace of driving, with a focus on saving fuel, that I really appreciated the A 220’s excellent ride quality, impressively smooth for this class of car, but then again it’s important for me to point out that it’s never soft and wallowy. In Germanic tradition its ride is firmer than rivals from Japan, although I couldn’t imagine anyone complaining about harshness. The A 220’s hushed ambiance makes it feel even more refined and luxurious, making it ideal for isolating noisy, bustling city streets as well as toning down the sound of wind on the open road.
I must say, if my own money was on the line in this entry-level luxury segment, I’d opt for the A 220 over its four-door subcompact premium rivals, as it scores high marks in all key categories. It looks stunning and offers up what I think is the nicest interior in the class, can be had with all the features I want and need, is great fun to drive when called upon yet provides all the pampering luxury I’d ever want, and is a fairly pragmatic choice too, at least with respect to four-door sedans.
This said I have yet to drive the new BMW 2 Series Gran Coupe, although its self-proclaimed four-door coupe body style won’t be able to offer up the same amount of rear seat headroom as the A 220, and the only other subcompact luxury competitors are the Audi A3, which has been on the market for seven-plus years with only a subtle mid-cycle makeover, plus the Acura ILX that’s just as long-in-the-tooth, although only last year it had a much more dramatic update. Still, the ILX is merely an old Honda Civic under the skin, albeit with a better powertrain and gearbox.
Whether opting for the new A 220 or one of the other cars mentioned in this review, I’d be sure to check them all out right here at CarCostCanada before heading to the dealership, mind you. Our 2020 Mercedes-Benz A-Class Canada Prices page was showing up to $750 in additional incentives at the time of writing, while the 2019 model (if still available) was available for up to $2,000 in additional incentives. Members can access information about manufacturer rebates, financing and leasing deals, or other incentives, and best of all is dealer invoice pricing that can save you thousands at the time of purchase. Find out how CarCostCanada works here, and make sure to download our free app at the Google Android Play Store or Apple App Store so you can access all this valuable info when you’re at the dealership.