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2019 Mini Cooper S Convertible Road Test

Some brands are so small they don’t really get the press they deserve, and Mini fits into that mould both figuratively and literally.

Ok, I just had a little fun with a small play on words. The just-used term “literally” was straight-forward, in that Mini’s lineup of cars and its single crossover are made up of subcompacts and compacts (they’re small), while the word figuratively should actually be used as a substitute for metaphorically, but instead I improperly chose it for its root word “figure” in order suggest that Mini’s sales figures reside on the smaller side of the scale as well (they only delivered 4,466 3-Door Hatch, 5-Door Hatch, Convertible and Clubman models last year). Clever? Not really. Grasping at straws for a witty opener? Guilty as charged.

In reality, however, I almost completely forget Mini exists as a brand until checking my schedule on a given Sunday evening, at which point I’m reminded that one of their cars will be in my weeklong possession starting the following day. That’s when I get giddy with excitement and start planning my week to make sure I have time to drive somewhere unpopulated on the side of a body of water (ocean, lake or river), a mountain, or anywhere else with ribbons of winding black asphalt.

Truly, their cars are so much fun they’re addictive, especially when the model loaned out is tuned to “S” specification or better, and has its hardtop replaced by a slick power-operated retractable cloth top. Such is the car before you, the 2019 Mini Cooper S Convertible, which is upgraded further with this year’s special $2,900 Starlight Blue Edition Package, meaning that it receives a special coat of stunning Starlight Blue Metallic paint, as well as unique 17-inch machine-finished Rail Spoke alloys featuring black painted pockets on 205/45 all-season runflat rubber, piano Black Line exterior trim replacing most of the chrome, including the front grille surround plus headlamp, taillight and outside mirror surrounds, etcetera.

The “more” that I just noted includes rain-sensing automatic on/off LED headlights with active cornering, LED fog lamps, piano black lacquered interior detailing, a two-zone auto HVAC system, an accurate Connected Navigation Plus GPS routing system housed within Mini’s already superb infotainment system, a wonderful sounding Harman Kardon audio system, Sirius/XM satellite radio, stylish Carbon Black leatherette upholstery, and heated front seat cushions, while my test model’s only standalone option was a $1,400 six-speed automatic transmission, with all of the above upping the Mini Cooper S Convertible base price of $33,990 to $38,290, plus a destination charge and additional fees.

To be clear, you can purchase the new 2019 Mini Cooper Convertible (sans S) for as little as $29,640 before any discount, or you can spend the slightly pricier amount noted above for my tester’s sportier and more feature-filled “S” trim. Alternatively, you could choose a base 3-Door Hatch (hardtop) for as little as $23,090, while other models in the Mini lineup include the Cooper 5-Door available from $24,390, a six-door Clubman that starts at $28,690, and the Countryman crossover that can be had for as little as $31,090, plus destination charges of course.

Incidentally, all 2019 Mini prices, including trims, options and standalone features, were sourced right here on CarCostCanada, where you can also get otherwise difficult to find manufacturer rebate info, plus dealer invoice pricing that could save you thousands.

Before I share what makes this Cooper S Convertible and all Minis so enjoyable to live with, I need to focus on the quality of the Mini product overall. Mini’s acceptance as a premium brand is questionable, which makes sense when you can buy one for a mere $23k, but nevertheless quality of materials, fit and finish and features found in each Mini model is much better than average when comparing most subcompact and compact rivals, especially when discussing mainstream brands.

Just the same, the majority of high-volume compact models have been on a refinement trend as of late, with the most-recent Mazda3 getting closest to premium status without raising its pricing into the stratosphere, but like its compact sedan and hatchback competitors (such as the Honda Civic, Toyota Corolla, Hyundai Elantra, et al) the 3 is quite a bit larger than all Mini models this side of the Clubman and Countryman, and therefore when comparing a regular Cooper to any top-selling mainstream subcompact rival (like a Hyundai Accent, Honda Fit or Toyota Yaris), the Mini’s finishing and performance is on a much higher scale.

The Cooper S Convertible before you, for example, is very well made, from its outer fit to its inner detailing. The paint finish is excellent and other exterior embellishments impressive, from my tester’s eye-catching LED headlamps and Union Jack-emblazoned taillights, to its nicely crafted leather-clad steering wheel and stitched leather-wrapped shift knob, as well as its primary instrument pods hovering overtop the steering column, the ever-changing circle of colour lights rounding the high-definition 8.8-inch infotainment display, the row of brightly chromed toggles and red ignition switch in the middle of the centre stack, and the similarly retrospective line of toggles overhead, it’s a car that completely separates itself from everything else on the market. Those who love retro-cool designs and brilliantly artistic attention to detail will adore today’s Minis.

As grand as everything about this car sounds so far, the Mini Cooper S Convertible is at its best when in its element, on the road—prefe¬rably a winding road. S trimmed Coopers begin with a sonorously high-revving 16-valve twin-scroll turbocharged 2.0-litre four-cylinder engine capable of 189 horsepower and 207 lb-ft of torque, which is a sizeable 55 hp and 45 lb-ft more than the base Cooper’s 1.5-litre three-cylinder turbocharged powerplant. This allows the S to slice 1.6 seconds off of the base model’s 0 to 100km/h acceleration time, dropping it from 8.8 to 7.2 seconds with the manual, or from 8.7 to 7.1 with my tester’s six-speed automatic transmission.

If more speed is still required you can ante up for the John Cooper Works Convertible, which reduces its zero to 100km/h time down to 6.5 seconds by way of a more formidable 228 horsepower version of the 2.0-litre TwinPower Turbo four-cylinder engine, featuring a much more robust 236 lb-ft of torque. It starts much higher up the affordability ladder at $41,490, yet thanks to sport suspension improvements that include larger wheels and tires, plus more standard styling, luxury and convenience upgrades, most Mini fans will find it well worth the price of entry.

Then again, even the mighty John Cooper Works won’t cause Honda Civic Type R drivers to quiver from fear in their form-fitting Recaro racing seats, but lower the roof and drop the clutch of a JCW or this Cooper S Convertible and you’ll quickly be enjoying your drive much more than you might expect, while never worrying about draining the bank account at the pump.

Mini claims a very reasonable fuel economy rating of 10.2 L/100km city, 7.4 highway and 9.0 combined with the manual, or 9.4, 7.2 and 8.4 respectively with the automatic when upgraded to S trim, while the base Cooper Convertible manages a mere 8.4 L/100km in the city, 6.3 on the highway and 7.5 combined with its manual, or 8.8, 6.8 and 7.9 respectively with its autobox.

Together with the performance upgrade, going from base to Cooper S adds some performance-focused items like default “MID”, “GREEN” and “SPORT” driver-selectable modes, the latter perfect for boosting takeoff and enhancing responsiveness all-round, while Mini also provides this trim with sportier front seats featuring heated cushions. And just in case going topless isn’t your thing, hardtop Cooper S trims receive a big panoramic sunroof as standard equipment.

That just-noted Sport mode does a great job of increasing the Cooper S Convertible’s get-up-and-go while enhancing the quick-shifting nature of its transmission, while take note that its front-wheel drive system is never overpowered from torque steer, even when pounding on the throttle from an angled standing start. Those who read me often will know that I’d rather have any Mini with the brand’s wonderfully notchy manual gearbox, but nevertheless this automatic delivered strong performance while its manual mode, despite only being swappable via the gear lever, is plenty responsive.

Yes, that means it has no steering wheel mounted paddles, which is strange for this sportier S model. The current JCW autobox doesn’t come with paddle-shifters either, but reportedly Mini will rectify this shortcoming in 2020 with respect to the Clubman and Countryman JCW models, which are said to be fitted with a new eight-speed auto and much quicker 301-hp 2.0-litre engine making 331 lb-ft of torque, so it’s possible that in time we’ll see paddles on lesser trims as well. As it is, I left the autobox to its own devices more often than not, being that it shifts smoothly and was therefore ideal for congested city streets. Still, when the road opened up and consecutive curves arrived I found that manual mode significantly increased the fun factor, while helping to increase control.

Just like with all Minis, the Cooper S Convertible comes standard with a brilliantly sorted fully independent front strut and multi-link rear suspension setup that can humble most front-drive rivals, other than those enjoying the aforementioned Civic Type R. Still, it slices and dices up serpentine tarmac like it’s some sort of front-drive BMW, jest intended.

Those in the know (yes, we car nerds) will already be aware that second-generation Minis share UKL platform underpinnings with some modern-day BMWs. To be clear, however, the UKL platform is divided into UKL1 and UKL2 architectures, the former only used for Minis thus far (including the 3- and 5-door F56 Hatch plus this F57 Convertible), and the latter for larger Minis (the F54 Clubman and F60 Countryman) as well as the global-market BMW 1 Series Sedan (F52), 1 Series 5-door hatch (F40), 2 Series Active Tourer (F45), 2 Series Gran Tourer (F46), X1 crossover SUV (F48), X2 crossover coupe (F39) and Brilliance-BMW Zinoro 60H (a Chinese-market X1/F48 crossover with unique sheetmetal).

We don’t have the 1 Series or 2 Series Active Tourer here in Canada, and so far I haven’t been able to get behind the wheel of these two while parked in my second Manila, Philippines home, so I can’t say anything useful about their driving dynamics compared to counterparts from Mini, but I truly don’t believe they could be much better than a Cooper 3- or 5-Door Hatch or Clubman. I can attest to the Countryman S and the new Countryman S E ALL4 plug-in hybrid being more planted at high speeds than the latest BMW X1 xDrive28i, however, the latter seeming to have been designed as more of a comfort-oriented, practical alternative.

The Cooper S Convertible, on the other hand, is hardly as big and accommodating inside or out, its rear passenger area and luggage compartment actually the tightest in the entire Mini line. The back seats are probably best used for smaller adults and/or children, whereas the trunk measures 160 litres when the divider is moved lower and top is down, or 215 litres with the top up and moveable divider raised. It’s only accessible through a smallish opening too, but on the positive loading is assisted thanks to a really useful wagon-style folding tailgate that provides a temporary shelf for placing cargo before shifting it inside, while you can expand on cargo capability via 50/50 split-folding rear seatbacks when hauling longer cargo such as skis or snowboards is required. All in all, the Cooper Convertible’s passenger/cargo capability is fairly flexible when put up against most rival ragtops, especially similarly priced roadsters like the Mazda MX-5 or Fiat 124 Spider.

Of note, Mini’s cloth top is a very well insulated “3-in-1” design that’s truly quiet, not to mention capable of retracting or closing in just 18 seconds via an almost completely automated process (you just need to keep holding the overhead toggle switch). When opening, it first stops halfway to form a big sunroof, which is perfect for those times when totally dropping the top isn’t ideal. Pressing and holding it again causes the roof to completely retract, while repeating the same two-step process in reverse powers the top upwards. The convertible can be opened or closed while driving up to 30 km/h, so don’t worry about how much time you have while waiting at a stoplight. Additionally you can open or close the roof from your key fob while outside, handy if you left the interior exposed in your driveway when it unexpectedly starts to rain.

The Cooper S Convertible isn’t without competition, the soon to be discontinued Volkswagen Beetle Convertible and cute little Fiat 500 Cabrio (which is available in sporty Abarth trim) being the closest four-seat rivals, but most would agree that the car on this page offers more luxury and performance than either European challenger.

In short, Mini’s drop-top is a comparatively roomy four-place convertible with decent stowage, premium-like interior refinements, excellent onboard electronics, agreeable fuel-efficiency, and a fun-to-drive personality that’s hard to beat, all for a competitive price when adding up all its positive attributes. Those who simply want to own a really well made car that’s an absolute blast to drive each and every day will likely love the Mini Cooper S Convertible.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

2018 Porsche Macan Road Test Review

I was a bit surprised. After all, it was mid-March of 2019 when Porsche handed me a set 2018 Macan keys. Realizing the 2019 model was still en route and that plenty of 2018s were left on Canadian dealer lots due to the refreshed version arriving quite late in the year, I figured I might as well extend my usual past model-year writing deadline to Q2, the furthest I’ve ever pushed it out before. Fortunately for me the 2019 Macan isn’t a wholesale redesign, with the new model only receiving some styling, mechanical and infotainment mods that I’ll share toward the end of this review.

Most should agree the Macan is one of the premium SUV segment’s sportier performers, whether we’re talking 2018 or 2019 model. Of course, it’s up against some formidable competitors, but thanks to a bevy of turbocharged engines and some sublime suspension tuning, few rivals come close to matching the fun factor of Porsche’s most affordable model.

Even this base Macan provides a more engaging experience than most challengers, its growly engine and exhaust note making this immediately clear upon leaving my pickup location, and the wonderfully quick and precise response from its paddle-shift actuated seven-speed dual-clutch automated PDK transmission, transforming what appears to be a totally normal compact crossover SUV on paper into a rarified sports model in real life.

In base trim the Macan includes a turbocharged, direct-injected 2.0-litre four-cylinder engine capable of 252 horsepower and 273 lb-ft of torque, which like I just said is about average for the segment, at least when comparing the first number. Still, along with its sportier than average feel it manages to zip from zero to 100km/h in just 6.7 seconds, or 6.5 seconds when optioned out with the available $1,500 Sport Chrono Package, which includes Sport and Off-Road modes, as well as launch control and a unique performance display inside the infotainment interface. Part of the Macan’s off-the-line prowess can be attributed to standard Active all-wheel drive, which adds considerable control no matter the road or weather conditions.

My Macan tester not only left the Sport Chrono Package off its build sheet, it didn’t include the available $1,560 Porsche Active Suspension Management (PASM) system either, which features an electronically variable active damping system incorporating Comfort, Sport and Sport Plus modes, nor the yet more upscale $3,140 Air Suspension that features PASM too, or for that matter a few other performance upgrades that could’ve also been included, but just the same it was a blast to drive, with strong acceleration and fabulous road-holding when pushed hard through high-speed curvy stretches of roadway, its standard aluminum double-wishbone suspension up front and multi-link setup in back doing a commendable job of respecting the legendary Porsche name.

Featured found on my test model included a $790 Lane Change Assist system, which warns when leaving a given lane, veering off the side of road, or when another car pulls alongside when flashing a turn signal. An additional $790 bought Lane Keeping Assist, which automatically takes over at speeds of 65 km/h or greater when such just noted instances occur, while my test model also had $1,650 dynamic cruise control, the feature I prefer most of all due to often driving long distances to see family.

Additional options included a gorgeous $2,230 Garnet Red leather package that also included $1,960 memory-equipped 14-way power-adjustable front seats. I should also mention these improved-upon seats (in black) are part of the $7,250 Premium Package Plus which was also featured on my test model (which can be further upgraded to include $430 18-way Adaptive Sport Seats) that features proximity entry with push-button start, auto-dimming outside mirrors, a large panoramic moonroof, 3-way cooled front seats, 3-way heated rear seats, great sounding Bose surround audio (or alternatively you can get an awesome 1,000-watt 16-speaker Burmester surround system for $5,370 in the same package), HID headlamps with the Porsche Dynamic Light System (PDLS) (or you can add $1,340 more for LED headlights), while my tester also included $1,890 19-inch Macan Turbo alloys clad in 235/55R19 Pirelli rubber, and finally $440 black roof rails, with all the extras adding up to $14,250 for a final tally of $68,350 plus freight and fees.

Of course, this being a Porsche I haven’t come close to sharing everything that’s available if you choose to go for the gusto, or for that matter everything issued as standard fare with the $54,100 base model, the latter including 18-inch alloys, fog lamps, LED taillights, an electric parking brake, one of the best heated leather multifunction steering wheels in the luxury business (its ultra-thin spokes and excellent switchgear way above average), a colour multi-info display within the gauge cluster that provides a navigation map when selected, rain-sensing windshield wipers, a garage door opener, 3-way heated and 8-way powered front seats, three-zone auto HVAC, a 7.2-inch centre touchscreen with navigation and a reverse camera featuring dynamic guidelines, front and rear parking sonar, HD and satellite radio, a powered tailgate, etcetera.

The Macan’s cargo compartment is sizeable at 500 litres (17.6 cubic feet), but I appreciate its highly functional 40/20/40 split-folding seatbacks even more as it long times like skis at centre when all four seats are taken, while both rear passengers can enjoy the benefit of the aforementioned rear bum warmers. Remove the standard cargo cover, lower the rear seats, and 1,500 litres (53.0 cubic feet) of gear-toting space becomes available, meaning this ultimately sporty compact SUV is plenty practical too.

Yes, I know it’s hard to put one’s pragmatist hat on when talking about a Porsche, especially considering how beautifully finished the Macan’s interior is. The dash top, which was detailed out in a lovely black leather with red stitching, looked fabulous, and the quality of the pliable composite used to wrap the lower portion of the instrument panel and all surfaces under the dash, glove box lid and lower console sides included, was superb. As you might expect the Macan’s doors are surfaced with a combination of leather and premium synthetics, from the very top of their uppers to their lower extremities, while classy satin-silver aluminum accents can be found just about everywhere.

The Macan thoroughly comfortable as well, this partially due to the aforementioned 14-way powered seats that provided all the adjustments needed, including 4-way lumbar support and lower seat cushions that extend to cup below the knees. Ample steering column reach and rake put me in total control too, not to mention absolute comfort despite my long-legged, short torso frame. I found the rear seats comfortable too, especially with respect to the lower back. They were carved out nicely at each window position, ideal for lateral support when the Macan’s driver decides to push the limits.

Performance driving in mind, buyers that want stronger acceleration can opt for the Macan S, which includes a twin-turbo 3.0-litre V6 that’s good for 340 horsepower and 339 lb-ft of torque, plus standstill to 100km/h in a mere 5.4 seconds, or 5.2 when upgraded to the Sport Chrono Package. If that’s not enough, the Macan GTS gets an additional 20 hp and 30 lb-ft for a whopping 360 and 369 respectively, which reduces its zero to hero time to 5.2 seconds, or 5.0 seconds with the Sport Chrono Package.

The Turbo (Turbo only referring to model specification, being that all Macans incorporate turbocharged engines) ups the ante with a 3.6-litre twin-turbocharged V6 capable of 400 horsepower and 406 lb-ft of torque, resulting in 0 to 100km/h in only 4.8 seconds, or 4.6 seconds with the Sport Chrono Package.

If more is yet needed, consider the Performance Edition that includes the Sport Chrono Package as standard equipment while adding an extra 40 horsepower and 36 lb-ft of torque for a shocking 440 horsepower and 442 lb-ft of torque for an ultra-quick 4.4-second 0 to 100km/h sprint.

I’m going to guess most in the Turbo league won’t care so much about fuel efficiency, but those who purchase a base model probably will now that the fed’s new carbon pricing scheme is in full force. Standard with all Macan trims is fuel-saving and emissions reducing auto start/stop with coasting ability, which turns the engine off when it would otherwise be idling, this doing its part to assist the Macan toward its estimated 11.6 L/100km city, 9.3 highway and 10.5 combined Transport Canada rating. I’d be fine with this result, particularly when factoring in how fun it is to drive.

If you choose to purchase the 2019 Macan, real-world fuel economy shouldn’t differ at all, but this said the entry-level four-cylinder has been detuned by four horsepower, while second-rung Macan S trim increases its output by eight horsepower. I don’t think such nominal numbers will cause buyers to go one way or the other, but the new Macan is said to deliver a better ride and with even greater agility, which is kind of difficult to believe when factoring in how wonderfully capable this 2018 version is, so rather than speculate I’ll let you know what I experience after I test it.

I think more will be drawn to the new model for its outward design, which while only nominally changed up front is now sporting standard LED headlamps, while in back it’s a whole new look due to a similar one-piece three-dimensional LED tail lamp system as found on the recently updated Cayenne. Even more important is the completely revised centre stack found inside, now featuring a much larger standard 10.9-inch high-definition infotainment touchscreen. It gets much of the same standard features as with the current version, but boasts new graphics for updated features that are now larger and easier to use (the navigation map and backup camera especially benefiting), plus it includes a quicker operating processor as well as the new Porsche Connect Plus app suite with a Wi-Fi hotspot.

What’s more, the updated Macan offers a new driver assist system which, through dynamic cruise control, can apply the throttle, brake and make steering adjustments to maintain its lane at speeds under 60 km/h amidst traffic, the semi-autonomous system moving Porsche closer to full self-driving.

So which one do you want? An already discounted 2018 Macan like the one tested in this review, or the refreshed and updated 2019 version starting to arrive at Canadian Porsche retailers now? There’s no bad decision here, with both options resulting in a great looking luxury crossover capable of impressive performance, top-tier refinement, and no shortage of space, while Porsche’s expected reliability plus resale and residual values are hard to beat as well. Just remember, if you’re leaning toward the former, the time to act is now.

Story credit: Trevor Hofmann

Photo credit: Karen Tuggay

CarCostCanada

All-new Mercedes CLA promises big improvements when it arrives this fall

Say hello to the fabulous looking new 2020 Mercedes-Benz CLA 250 Coupe. (Photo: Mercedes-Benz)

Since arriving on the subcompact luxury scene six years ago, the Mercedes-Benz CLA has been in a constant sparring session with Audi’s A3, but when the challenger from Ingolstadt said so long to its conventionally-powered five-door hatchback and we all said hello to an entirely new four-door sport sedan, the four-ringed brand has enjoyed a slight sales lead over its sporty four-door coupe competitor.

Of course, M-B and Audi aren’t the only two battling it out for entry-level premium car customers, with Mercedes’ very own B-Class MPV luring in plenty each year from its faithful following, not to mention Acura with its ILX sedan, BMW with its 2 Series coupe and convertible, etcetera, but the problems facing this class aren’t as simple as a handful of rivals doing their best to one-up each other anymore, but rather getting noticed in a luxury market that’s a lot more about SUVs than anything that hugs the pavement so closely.

For this reason we’ve all got to give Mercedes a round of applause (or maybe a standing ovation) for courageously hitting back with myriad car models in most every luxury segment while others are fleeing. In fact, Mercedes will soon offer more models within the subcompact luxury sector than some competitors have cars, period. Perhaps we can chalk this up to being in the automotive industry longer than any rival, a reality that provided experience through plenty of changes in market sentiment, or possibly it’s just plain stubbornness, but whatever the reason, this German brand not only offers six sedans, two wagons, seven coupes, and six convertibles for a total of 21 different body styles you can purchase right here in Canada, right now, but on top of these the Stuttgart-based marque will be adding the A-Class sedan later this year, bumping its car count up to 22, a mind-blowing pavement-hugging lineup in an auto market that’s supposedly only purchasing high-riding SUVs these days.

Of course Mercedes-Benz, Canada’s number one-selling luxury automotive retailer, is capable of filling nearly every niche anyone can conjure up because of its enviable brand equity. Build it and they will come, or so the paraphrased saying goes, and for the most part it’s true. Just look at this subcompact luxury car sector that most brands aren’t even participating in. Mercedes’ B-Class has been attracting entry-level buyers since 2005 when it arrived as a 2006 model, while the same Canadian M-B retailers have been selling the CLA since 2013 (check out pricing and more for the current CLA-Class right here on CarCostCanada now), and the new A-Class hatchback since January.

Through the first two months of 2019, Mercedes’ collective subcompact luxury sales (including the B-Class) tallied up to 606 units, which dwarfed the 350 Audi A3s sold into the same market, let alone BMW that only managed to sell 139 2 Series and i3 models during the same two months, and as noted we haven’t even seen sales from the lower priced M-B A-Class sedan kick in, or for that matter this entirely new CLA four-door coupe that will hit the streets this fall, building on a success story that’s been pretty impressive so far.

“With the first CLA we celebrated a huge success by selling some 750,000 vehicles and created a totally new segment with a four-door coupe in the compact class,” says Britta Seeger, Member of the Board of Management of Daimler AG, responsible for Mercedes-Benz Cars Marketing & Sales.

Interestingly, more than two thirds of Canadian CLA buyers were new to Mercedes during that model’s peak sales stint, while it’s also critical to point out that these new M-B owners were seven years younger than the brand’s usual average age of clientele. Later this year Canadians will be given the choice of four recently updated or completely new subcompact models (five if you divide the A-Class into its current hatchback and upcoming sedan body types), with this CLA being the most expressive, and sportiest in the collection, and plenty of these newfound Mercedes owners will more than likely stay with the brand when it comes time to trade in and escalate up to fancier more profitable models within the lineup, as their income increases with age and experience.

“The new CLA is even more emotional and sportier than its predecessor,” continued Seeger. “Coupled with new operating systems, it sets a new benchmark for the entire class.”

There’s a very big reason Mercedes chose the Las Vegas’ Consumer Electronics Show (CES) to debut its new CLA last January, the massive Mercedes-Benz User Experience (MBUX) infotainment interface that, together with its integrated digital instrument cluster, spans much of the car’s instrument panel, but its attractive new styling caused more of an initial crowd.

Most should agree the new CLA looks more mature due to its seemingly stern forward-slanting sport grille design, which Mercedes claimed is “reminiscent of a shark’s nose” in its press release. Found in front of a lengthier hood highlighted by sculpted “powerdomes”, the new grille is bookended by a more angular set of LED Multibeam headlights incorporating 18 individually-controllable LED elements, all hovering above a more intricately detailed lower front apron.

Additionally, the new CLA boasts muscled up side panels with flared fenders, while its entire roofline has been positioned farther toward the rear for a more traditional GT design. The more conventional look continues at the back thanks to a rectangular trunk cutout between totally new LED tail lamps that, like the lenses up front, are narrower and laid out higher and more horizontally for a wider overall appearance. Not only fresher and arguably better looking, the extensively wind tunnel-tested 2020 CLA is now much slicker through the air resulting in a 0.23 coefficient of drag.

“As a four-door coupe, the new CLA intrigues with its puristic, seductive design and sets new standards in the design DNA of ‘sensual purity’. It impresses with its perfect proportions reflecting the first design sketch: a long, stretched hood, a compact greenhouse, a wide track with exposed wheel arches and our typical GT rear with a strong distinctive ‘Coke-bottle shoulder’,” said Gorden Wagener, Chief Design Officer of Daimler AG. “In short, the CLA Coupe has the potential to become a modern design icon.”

The updated CLA’s interior is obviously focused on a younger customer, the vivid orange highlights of the show car and sizeable conjoined digital displays right out of the iPad, Surface and Galaxy Tab playbooks. The fixed-freestanding widescreen combination includes a gauge cluster to the left, which removes the need for an instrument hood altogether, and an infotainment touchscreen to the right, the latter controlled by Mercedes’ trademark palm-rest and new touchpad (the scrolling wheel is gone) on the lower console.

Do-it-yourself shifting comes via a set of paddles behind the 9 and 3 o’clock positions of the beautifully detailed leather-clad flat-bottom sport steering wheel, while above the previously noted infotainment controller is an elegantly thin climate control interface. Lastly, if that mammoth display didn’t first tug at your eyeballs, the stunning turbine-style circular HVAC ducts across the dash certainly should have.

Back to the mother of all in-car electronic interfaces, which was actually introduced in the new A-Class a year ago and E-Class before that, the graphically stimulating multi-information display and surrounding digital dials sits next to Mercedes new high-resolution MBUX infotainment system as noted earlier. Along with fully customizable displays, Augmented Reality navigation that reportedly provides a much more realistic mapping system plus more, the new system’s computing power is greatly enhanced over the CLA’s outgoing system, and even features software that can “learn and respond to natural speech,” said Mercedes-Benz.

If you’ve ever struggled to get a voice activation system to understand your prompts you may be glad to hear this next bit of news, because M-B’s new voice assistant is said to communicate more closely to Amazon Alexa, with the simple prompt of “Hey Mercedes” leading to more capability than any other in-car voice system offered thus far. What’s more, it’s intelligent enough to recognize the speech patterns of the individual asking the question, even when others are engaged in a different conversation.

“The latest version of voice control for MBUX – the Mercedes-Benz User Experience – can be experienced in the new CLA. For example, the voice assistant ‘Hey Mercedes’ is able to recognize and answer considerably more complex queries,” said Sajjad Khan, Member of the Divisional Board of Mercedes-Benz Cars for CASE and Head of Digital Vehicle & Mobility. “What’s more, the voice assistance no longer gets confused by other passenger’s conversations. Instead it only responds to the commands of the person who last said ‘Hey Mercedes’ to activate the system.”

Additionally, Mercedes says their new MBUX voice assistant can even recognize and respond to more complex indirect questions, such as “Find Italian restaurants with at least four stars that are open for lunch but exclude pizza shops,” for example. It can also manage a greater assortment of subjects, with other press release-cited examples including “Hey Mercedes, How did the Toronto Raptors play?” when referencing sports news, or “How has the Apple share price performed compared to Microsoft?” for its take on business news. If you need a quick calculation, MBUX can do that for you too, with the example given being, “What is the square roof of 9?” while Mercedes provided the questions “How big is Texas?” and “What is the fat content of avocados?” for the general knowledge category.

While some potential buyers may ante up for the new CLA just to for MBUX alone, plenty of others will appreciate the car’s larger overall size. It now measures 48 millimetres (1.9 inches) longer at 4,688 mm (184.5 in), while its wheelbase has been stretched by 30 mm (1.2 in) at 2,729 mm (107.4 in). Additionally, it spans 53 mm (2.1 in) wider at 1,830 mm (72.0 in) without the side mirrors, and finally its roofline is 2 mm (0.1 in) lower at 1,439 mm (56.6 in).

As you can guess it’s more accommodating inside, but while those up front enjoy 17 mm (0.6 in) of additional headroom, and rear passengers get 3 mm (0.1 in) more space overhead, whereas shoulder room has been improved by 9 mm (0.3 in) up front and 22 mm (0.8 in) in the rear, plus front to rear elbow room grows by 35 and 44 mm (1.4 and 1.7 in) respectively, front legroom has actually shrunken by one millimetre, while legroom in the back seat lengthens by just a single millimetre as well.

The cargo compartment is smaller too, but just by 10 litres (0.3 cubic feet) to a still-sizeable 460 litres (16.2 cu ft), while on the positive the new CLA’s squarer trunk lid width increases by a whopping 262 mm (10.3 in), plus the load floor was widened by 113 mm (4.4 in) wider and deepened by 24 mm (0.9 in).

Lift the opening at the other end and you’ll once again find a 2.0-litre turbocharged four-cylinder engine underneath, and while Mercedes hasn’t shared performance figures for its most affordable CLA 250 variant yet, it will likely measure up to the new A 250 Hatchback, which makes 221 horsepower and 258 lb-ft of torque for a 13 horsepower gain and identical twist. Putting power down to the front wheels or 4MATIC all-wheel drive is Mercedes’ in-house 7G-DCT twin-clutch automated gearbox, with a beefed up version of the transmission and standard AWD expected to be included in the (finger’s crossed) AMG variant, the current performance model good for 375 horsepower and 350 lb-ft of torque.

An increased dimension not yet mentioned is track width, which is up a healthy 63 mm (2.5 in) at the front wheels and 55 mm (2.1 in) in the rear, while the CLA also benefits from a lower centre of gravity, all of which should combine for a big improvement in overall performance. Additional chassis improvements include a Direct-Steer system and hydromounts up front, while the rear suspension includes a decoupled multi-link axle that reduces NVH, plus bigger stabilizer bars for reducing body roll. Lastly, 18-inch wheels shod in 225/45 tires should come standard, while 19-inch alloys wearing 225/40 rubber will be available.

And what about advanced driver assistance and safety systems? Standard with the CLA will be Active Brake Assist, while Active Lane Keep Assist, which helps to centre drivers within their lane and prevents them from unexpectedly veering off the road, will be optional by choosing the Intelligent Drive Package that also incorporates Pre-Safe Plus with rear traffic warning and an automatic backup braking system.

Also notable, the Intelligent Drive Package, which debuted in Mercedes’ flagship S-Class, can pilot the CLA autonomously in certain circumstances, but Mercedes is quick to point out that this semi-autonomous system still needs “cooperative driver support,” or at least it will until its many advanced functions are allowed to work on their own.

Produced in Kecskemét, Hungary, the redesigned 2020 Mercedes-Benz CLA should help increase Mercedes’ command of the subcompact luxury car market when it joins the new A-Class sedan for autumn 2019 availability (find new A-Class Sedan and Hatchback pricing and more right here on CarCostCanada now), not to mention the A-Class Hatchback, GLA-Class subcompact crossover SUV and who knows what else (but according to Mercedes more are coming), and by so doing secure an entirely new generation of three-pointed star devotees.

Story credit: Trevor Hofmann

Photo credit: Mercedes-Benz

CarCostCanada

Hot new 2020 Porsche Cayenne Coupé unveiled

Ask anyone into cars which automaker makes the sportiest SUV, and Porsche will likely top the list more often than not. Whether we’re talking performance or styling, its Cayenne utility has long been considered one of the strongest performers in its mid-size luxury class, but that fact hasn’t stopped the German performance brand from producing an even sportier crossover model for 2020. Introducing the new Cayenne Coupé, a sharper more exciting version of the current Cayenne, designed to go head-to-head with the BMW X6s and Mercedes GLE Coupés of the world.

Before the Cayenne arrived on the global luxury SUV scene in 2002, BMW’s X5 was touted as the sportiest premium utility. The Cayenne, particularly in Turbo form, trounced all over the X5’s turf, but BMW arguably returned to the topmost podium spot when the X6 Sports Activity Coupé arrived in 2007.

With that sloped-back Bavarian SUV came a completely new niche market, solidified by the daringly different albeit mostly unloved (and therefore quickly cancelled) Acura ZDX in 2009, which was followed by the Mercedes-Benz GLE-Class Coupé in 2015, plus Lamborghini Urus in 2017 and Audi Q8 in 2018.

The latter two models, together with the Audi Q7, Bentley Bentayga, and Volkswagen Touareg, ride on VW group’s MLBevo platform, which is why it was only a matter of time before this Cayenne Coupé joined the fray. This said it’s quite possible for the new Porsche to earn even greater success than its familial rivals and other key competitors that came before, thanks to Porsche’s revered name and the model’s expected performance.

When compared to their regularly sized siblings, an obvious downfall of all SUV coupe competitors is practicality, the lower rooflines lending to less cargo capacity, and while this is as true of the Cayenne Coupé as it is with the X6 and more spacious X5, plenty of luxury car buyers not wanting a traditional family hauler are looking to this niche segment as a more pragmatic alternative to their current sport sedan or sports coupe. What’s more, the very existence of the new Cayenne Coupé allows Porsche to upsize future generations of the regular Cayenne, potentially even providing a three-row version to go up against the seven-passenger X5.

Changes from the redesigned 2019 Cayenne (which will remain unchanged for 2020) and the new Cayenne Coupé include a 20-millimetre lower roofline, including a new windscreen held up by shallower A pillars, plus narrower more pointed rear side windows, revised second-row doors skins, brand new rear quarter panels, and a reworked rear bumper, that last component now including an integrated license plate cutout. The new bodywork has resulted in 19 millimetres of increased width, which when combined with the Coupé’s lower ride height makes for a more aggressive stance overall.

Yet more Cayenne Coupé upgrades include a special adaptive rear deck lid spoiler, separated rear seats for a four-occupant total, plus two roof choices starting with a standard 2.16-cubic-metre fixed panoramic moonroof with sunshade, or an available carbon panel for an even sportier look.

That adaptive rear spoiler will be a first for the SUV coupe market segment, following in the footsteps of its bigger Cayenne brother in its more traditional mid-size luxury SUV category. The regular Cayenne uses an adaptive rooftop spoiler for its top-tier Turbo trim, whereas the active aerodynamic device will be standard on the new Cayenne Coupé, expanding by 135 mm (5.3 inches) when it reaches speeds of 90 km/h and beyond. Additionally, a rooftop spoiler pushes airflow down the sloping rear glass combines towards the active spoiler on the rear deck lid, further aiding the Coupé’s aerodynamics. This system, called Porsche Active Aerodynamics (PAA), increases downforce on the rear axle to provide better handling dynamics, while also improving high-speed efficiency to minimize wind noise and reduce fuel consumption.

By the way, the carbon roof mentioned earlier will require an upgrade to one of three lightweight sport packages, which also feature a number of Sport Design features, as well as unique 22-inch GT Design wheels, hounds-tooth Pepita checked fabric seat inserts that’ll send your memory back to classic 911s and 928s, plus carbon and microsuede-like Alcantara interior trim. What’s more, the new Cayenne Coupé Turbo includes a sport exhaust system as standard equipment.

The enhanced exhaust system connects through to the same twin-turbo 4.0-litre V8 as found in the regular Cayenne Turbo, capable of 541 horsepower and 567 pound-feet of torque, resulting in standstill to 100km/h in just 3.9 seconds. This means the new Cayenne Coupé Turbo’s standing start will only be improved upon by the previously noted 650-horsepower Lamborghini Urus, which hits 100km/h in only 3.6 seconds, which leaves the 567-horsepower X6 M and 577-horsepower AMG-Mercedes GLE 63 S Coupé requiring 4.2 seconds each to accomplish the same 100km/h run. Notably the smaller compact AMG-Mercedes GLC 63 S Coupé charges from naught to 100km/h in a scant 3.8 seconds thanks to its 503-horsepower V8, while the 503-horsepower BMW X4 M needs 4.1 seconds to achieve the same speed. Those that dare live on the edge can tout bragging rights to a 286-km/h top speed for the Cayenne Coupé Turbo, incidentally.

If ultimate speed isn’t your thing, and let’s face it, only those with a track nearby and enough time and money to rent it out for hot laps can take advantage without putting their license and new Cayenne Coupé Turbo in jeopardy, Porsche makes a less potent Cayenne Coupé available with an identical 335 horsepower turbocharged 3.0-litre V6 to the regular base Cayenne. This is where the new Audi Q8 fits into the scheme of things too, in case you were wondering, not to mention most of the above SUV coupes in their less formidable trims.

The turbocharged 3.0-litre V6 engine makes a healthy 335 horsepower and 332 lb-ft of torque, which is good enough for a 6.0-second sprint from zero to 100km/h in standard guise or 5.9 seconds when upgraded with one of its lightweight sports packages. The Sport Chrono Package, incidentally, is standard equipment with the Cayenne Coupé, which brings up an interesting point. When the regular base Cayenne is upfitted with its Sport Chrono Package, Porsche estimates its sprint time to 100km/h as 5.9 seconds, which strangely makes it 0.1 seconds faster to 100km/h than the new Cayenne Coupé. Additionally, the base Cayenne’s terminal velocity is 2 km/h faster at 245 km/h, the entry-level Cayenne Coupé’s only capable of 243 km/h. Are we making a mountain out a mole hill? Of course we are, but splitting such hairs is par for the course when it comes to this high-end, super-performance SUV arena, so we have every right to.

Back to standard equipment, the new Cayenne Coupé also gets speed-sensitive Power Steering Plus, Porsche Active Suspension Management (PASM), plus a set of 20-inch alloy rims, all of which will cause you to spend more when purchasing a regular Cayenne.

Now that we’re talking money, the new 2020 Cayenne Coupé will be available from just $86,400 when it goes on sale later this year, while the significantly quicker Cayenne Coupé Turbo will start at $148,000, plus freight and fees of course.

In its transformation from regular SUV to coupe, the new model also gets eight-way powered sport seats with beefier side bolsters, while passengers in back sit on cushions lowered by 30 mm (1.18 inches), allowing additional headroom to compensate for the lower rear roofline.

The Cayenne Coupé’s tapering roof negatively affects its load hauling ability too, but to be fair it’s only down by 145 litres (5.1 cubic feet) when compared to the normally sized Cayenne. To that end the base Coupé can manage up to 625 litres (22.0 cu ft) of gear behind its rear seats, whereas the bigger model is good for 770 litres (27.2 cu ft). When dropping the 40/20/40 split-folding rear row, luggage capacity increases to 1,540 litres (54.4 cu ft) compared to 1,710 litres (60.4 cu ft) in the regular Cayenne, which is a difference of only 170.0 litres (6.0 cu ft). Therefore, while not as practical as the regular Cayenne, the new Coupé should be just fine for those moving up from a sport coupe or sedan.

On that note, those considering moving over to the Cayenne Coupé from a second-generation Panamera will appreciate an extra 125 litres (4.4 cu ft) of cargo room when comparing base trims, while owners of the Panamera Sport Turismo will benefit by 105 litres (3.7 cu ft) of extra cargo volume.

Also important to note, the Cayenne Turbo Coupé’s cargo hold is 25 litres (0.9 litres) smaller than the base Cayenne Coupé at just 600 litres (21.2 cu ft) when the rear seats are in use, or by 30 litres (1.0 cu-ft) to 1,510 litres (53.3 cu ft) when they’re laid flat.

The all-new 2020 Cayenne Coupé will arrive across Canada this fall, but is available to preorder from your local Porsche retailer now.

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

2019 Jaguar F-Type P300 Convertible Road Test

Most will agree that Jaguar’s F-Type is one of the most beautiful sports cars to come along in decades, and this sentiment would be reason enough to make it one of the most popular cars in its class, which it is. Yet there’s a lot more to the F-Type’s success than jaw-dropping bodywork, from its lightweight aluminum construction that aids performance, supported by a wide variety of potent powertrain options, to its high quality luxuriously appointed interior, there are few cars that come close to matching the F-Type’s styling, capability or value.

Yes, it might seem strange to be talking value with respect to a near-exotic sports car, but the F-Type, already an excellent buy throughout its initial four years of availability, became an even better deal since Jaguar installed its new in-house Ingenium 2.0-litre four-cylinder engine under its long, elegant hood for the 2018 model year. While the formidable turbocharged and direct-injected engine makes a very healthy 296 horsepower and 295 lb-ft of torque, it provides a considerable economical edge over its V6- and V8-powered counterparts and all rivals, while a significantly reduced base price of $68,500 didn’t hurt matters either.

Last year’s starting point represented a $10k advantage over the F-Type’s previous base price, which resulted in a much more attainable point of entry and a whole new opportunity for Jaguar. In fact, the new F-Type P300 Coupe and Convertible instantly became prime 718 Cayman and Boxster competitors, whereas pricier more powerful F-Type trims, which include the 340 horsepower supercharged 3.0-litre V6 in base form, 380 horsepower supercharged 3.0-litre V6 with both base and R-Dynamic cars, 550 horsepower supercharged 5.0-litre V8 in R guise, and 575 horsepower version of the latter V8 in top-tier SVR trim for 2019, plus rear or all-wheel drive and six-speed manual or quick-shifting paddle-shift actuated eight-speed automatic transmissions, continue to fight it out with the Porsche 911 and others in the premium sports car segment, including plenty that cost hundreds of thousands more.

The car in question in this review, however, is the 2019 F-Type P300, which starts at $69,500 in Coupe form and $72,500 as a Convertible this year. With close to 300 horsepower of lightweight turbocharged four-cylinder cradled between the front struts it should provide more than enough performance for plenty of sports car enthusiasts, especially when considering that key competitors like Audi, Mercedes-Benz, BMW, and Alfa Romeo don’t offer anywhere near as much output from their entry-level four-cylinder sports models, with 220 horsepower for the TT, 241 for the SLC, 241 for the (2018) Z4, and 237 for the 4C, while F-Type P300 numbers line up right alongside Porsche’s dynamic duo that are good for 300 horsepower and 280 lb-ft of torque apiece.

If you’re wondering whether the F-Type P300’s performance will match your need for speed, it can zip from zero to 100km/h in just 5.7 seconds before attaining a top speed of 250 km/h (155 mph), and it feels even quicker with Dynamic sport mode engaged and its available active sport exhaust turned on. Jaguar makes its eight-speed Quickshift automatic standard in this rear-wheel driven model, and the steering wheel paddle assisted gearbox delivers super-fast shift intervals that combine with the brilliantly agile chassis to produce a wonderfully engaging seat-of-the-pants driving experience.

The agile chassis just noted refers to a mostly aluminum suspension mounted to the bonded and riveted aluminum body structure noted at the beginning of this review, a lightweight and ultra-rigid construct that certainly isn’t the least expensive way to build a car, but results in satisfyingly capable handling no matter the corner the F-Type is being flung into. The stiffness of the monocoque allows Jaguar to dial out some of the suspension firmness that competitors are stuck with in order to manage similar cornering speeds, which allows this little two-seater to be as comfortable over uneven pavement as it’s enjoyable to drive fast. Specific to the P300, less mass over the front wheels from the mid-mounted four-cylinder aids steering ease and potential understeer, making this one of the best balanced sports cars I’ve driven in a very long time.

My tester’s $2,550 optional Pirelli P-Zero ZR20s on glossy black split-spoke alloys certainly didn’t hurt matters, hooking up effortlessly after just that little bit of slip only a rear-wheel drivetrain can deliver when pushed hard through hairpins. What an absolute delight this car is.

I love that it’s so quick when called up yet so effortlessly enjoyable to drive at all other times too. Even around town, where something more exotic can be downright tiresome, the F-Type is totally content to whisk driver and passenger away in quiet comfort. It helps that its interior is finished so nicely, with soft-touch high-grade synthetic or leather surfacing most everywhere that’s not covered in something even nicer, the cabin accented in elegant satin-finish aluminum and sporty red contrast stitching throughout.

The Windsor leather covered driver’s seat is multi-adjustable and plenty supportive too, while the leather-wrapped multi-function sport steering wheel provided enough rake and reach to ideally fit my long-legged, short-torso five-foot-eight frame resulting in an ideal driving position that maximizes comfort and control. I’m sure larger, taller folk would fit in just fine as well, thanks to plenty of fore and aft travel plus ample headroom when the tri-layer Thinsulate filled fabric top is powered into place, a process that takes just 12 seconds at speeds of up to 50 km/h no matter whether raising or lowering.

Doing the latter doesn’t infringe on trunk space, incidentally, which measures 200 litres (7.0 cubic feet) and is a bit awkward in layout. If you want more I’d recommend the F-Type Coupe that has one of the largest cargo compartments in the luxury sports car class at 308 litres (10.9 cu ft) with the cargo cover in place and 408 litres (14.4 cu ft) with it removed.

Back in the driver’s seat, Jaguar provides a classic dual-dial analogue gauge cluster centered by a sizeable colour TFT multi-information display, which while not as advanced as some fully digital driver displays on the market is probably more appropriate for a sports car that focuses on performance.

The big change for 2019 was the addition of a 10-inch Touch Pro infotainment display, which replaces the 8.0-inch centre touchscreen used previously. Its larger size makes for a more modern look, while it’s certainly easier to make out obstacles on the reverse camera. The larger screen benefits all functions, with the navigation system’s map more appealing and easier to pinch and swipe, and only the home menu’s quadrant of quick-access feature not making use of all the available space (a larger photo of the classic red British phone booth would be nice).

The standard audio system is from Meridian and makes 380 watts for very good sound quality, while additional standard features include pushbutton ignition, an electromechanical parking brake, automatic climate control, powered seats, and leather upholstery on the inside, plus 18-inch alloys, LED headlights with LED signature lighting, rear parking sensors, a powered retractable rear spoiler, and more on the outside.

The Windsor leather and contrast stitching noted earlier came as part of a $2,250 interior upgrade package that improves the upholstery overtop special performance seats while finishing the top of the instrument panel, console and door trim in the same Windsor leather for a thoroughly luxurious experience, while my tester’s heated steering wheel and heated seat cushions come as part of a $1,530 Climate pack, with an extra $300 adding ventilated seats to the mix if you prefer, while Apple CarPlay and Android Auto smartphone integration was added for an additional $300.

Lastly, proximity-sensing keyless access made entering and exiting more convenient for $620, heatable auto-dimming side mirrors with memory made nighttime travel easier on the eyes for just $210, as did automatic high beams for oncoming traffic at $260, whereas blind spot assist might have definitely proved worthwhile at $500, as would front parking sensors at $290, while the aforementioned switchable active exhaust system was well worth the investment for another $260.

Incidentally, all prices were sourced right here at CarCostCanada, where you’ll find pricing on trims, packages and individual options down to the minutest detail, plus otherwise hard to find manufacturer rebate information as well as dealer invoice pricing that could save you thousands when negotiating your deal.

At the risk of this sports car review becoming terminally practical, the F-Type P300’s fuel economy is so good it deserves mention too, with both Coupe and as-tested Convertible achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.2 combined, which beats all Porsche 718 and 911 variants by a long shot, not to mention hybrid sports cars like Acura’s new NSX.

Of course, F-Type efficiency takes a back seat when moving up through the aforementioned trims, but the more potent V6 is still pretty reasonable at 11.9 L/100km city, 8.5 highway and 10.4 combined, at least when it’s mated to the automatic. This engine allows for a six-speed manual too, which isn’t quite as praiseworthy at 14.9, 9.8 and 12.6 respectively.

Enough silliness, because we all know buyers in this class don’t care one iota about fuel economy despite all the effort that Jaguar puts into such regulatory concerns. The F-Type is really about titillating the five senses via near overwhelming visual stimulation when parked and endorphin releasing on-road acrobatics when active. Of course, 296 horsepower can’t excite to the same levels as 550 or 575, but this F-Type P300 is the perfect way to make each day more enjoyable without breaking the bank. It’s an affordable exotic that’s as worthy of the “Growler” emblem on its grille and wheel caps as the “Leaper” atop its rear deck lid.

Story credits: Trevor Hofmann, Canadian Auto Press

Photo credits: Karen Tuggay, Canadian Auto Press

CarCostCanada

2019 Volvo V60 Inscription T6 AWD Road Test Review

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport wagons and crossover-styled variations on the same five-door theme.

The first to arrive was the beautiful new V90 and V90 Cross Country duo, both having respectively replaced the old V70 and XC70 for the 2017 model year, albeit the former hasn’t been with us for a decade or so. Fast forward to 2019 and Volvo’s wagon lineup just expanded with all-new 2019 V60 and V60 Cross Country crossover models, and thanks to Volvo’s Canadian PR team leaving the sportier of the two in my driveway for three weeks last month we’ll be starting off closer to the ground.

I suppose referencing the more conventional V60 as sportier may not sit well with those who consider a trip down a gravel road with a kayak strapped to the top of the V60 Cross Country T5 AWD a more sport-oriented exercise than fast-tracking through a curving two-lane highway at the wheel of our V60 T6 AWD Inscription, not that the former car can’t manage the latter activity quite well, or vise versa. It’s just that the regular V60 is quicker when upgraded with its as-tested turbocharged and supercharged 2.0-litre four-cylinder engine, and as noted a moment ago sits a bit lower to the ground for better pavement-hugging handling, whereas the raised ride height of the Cross Country allows for greater ground clearance when traversing less hospitable backwater roads and trails. Either way, Volvo has you covered.

I suppose this is as good a time as any to talk powertrains, being that both V60 models incorporate Volvo’s innovative 2.0-litre four-cylinder engine, the T5 featuring turbocharging and the T6 adding the just-noted supercharger to the mix. The former makes a laudable 258 horsepower and 250 lb-ft of torque for thoroughly enjoyable performance from standstill up to highway speeds and beyond via eight quick-shifting automatic gears and standard all-wheel drive, whereas the latter puts 316 horsepower and 295 lb-ft of torque down to the road via the same all-wheel drivetrain.

By the numbers, the V60 T5 AWD allows for an energetic zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the T6 AWD cuts standstill acceleration runs down to 5.7 seconds while upping maximum velocity to 249 km/h (155 mph).

Volvo’s T6 engine seems to make a more sporting note at full throttle than I last remember, while the zero-to-100 times quoted a moment ago feel as good as they look. The drivetrain is especially engaging when set to Dynamic sport mode via the jeweled switch on the lower console, which heightens the performance of all controls. Bend it into a sharp, fast-pace curve and the V60 immediately takes on the role of unflappable sport wagon, providing an adept level of poise that almost seems too capable when simultaneously taking in its luxurious Inscription-trimmed surroundings.

The V60’s cabin is absolutely stunning, which caused me to leave the drive mode selector in Comfort more often than not, and Eco when I was paying attention, which together with auto engine start/stop provided best-possible fuel economy at a claimed 10.9 L/100km city, 7.7 highway and 9.5 combined with the as-tested T6 AWD, or alternatively 10.2, 6.8 and 8.7 for the less potent T5 FWD, and made the most of the impressively smooth ride and wonderfully quiet cabin, ideal for such resplendent accoutrements.

As already executed to near perfection in the crossover SUV classes, Volvo once again creates the D-segment leader for interior design and execution thanks to the highest grades of materials and the finest attention to detail. From its myriad soft-touch surfaces above the waistline and below, including plush perforated leathers, to its beautifully executed decorative metal accents and matte hardwood inlays, the V60 Inscription provides a richness and elegance that’s been sorely missing from this more compact five-door luxury category.

Then there’s comfort, which has always been Volvo’s strength. The Inscription seats are superb, and that’s even before making the myriad adjustments they allow for. The seat squabs extend forward, cupping below each knee, while the backrest side bolsters power inward or outward to fit most any body type, whether you want a snuggly hug or more relaxing support. Support in mind, four-way powered lumbar means you can position extra lower back pressure just about anywhere you want it, but surprisingly not all models the V60 competes against offer four-way powered lumbar. Then again some offer powered steering columns, which is not available with the V60, so therefore the Inscription’s two-way memory settings don’t affect the steering wheel, but if it were one or the other I’d optimize seat comfort and control.

Driver setup in mind, the V60’s tilt and telescopic steering column offers ample rake and reach for all bodily forms, my long-legged, short-torso five-foot-eight medium-build frame fully capable of clasping the leather-wrapped steering wheel rim with elbows optimally bent while my legs were easily within reach yet not too crowded by pedals, while plenty of small adjustments remained for tweaking during long road trips.

Looking forward, the gauge cluster is digital, which is nothing new for the V60 that along with its S60 sibling was one of the first cars in its class to offer a colour TFT display in place of the usual analogue primary instruments. Still, this 12.3-inch driver display, upsized from the base Momentum trim’s 8.0-inch unit, is a much more advanced bit of kit than the old V60’s. In fact, it takes up all available space below the instrument hood, and even better it defaults to the navigation system’s colour map that features 3D building block graphics that are fabulous fun to watch when tooling amongst the high-rises of any downtown core.

Of course, that map can be shown over on the V60’s standard 9.0-inch vertical centre touchscreen, Volvo’s Sensus interface continuing to be one of the best in the industry. It’s not that it wows with bright colours and exciting graphics, but rather because it’s more tablet-like than any of its rivals and therefore is easier to figure out. It features Apple CarPlay and Android Auto smartphone integration, all of the usual gesture controls, 4G LTE in-car Wi-Fi, responds 50 percent faster than earlier versions, although my tester’s otherwise excellent 360-degree surround parking camera was a bit lethargic at startup resulting in fashionably late appearances after I’d finished reversing out of my driveway when leaving in a rush, and thanks to an upgrade to the $3,750 optional 19-speaker 1,400-watt Bowers & Wilkins audio system provided sensational sound quality, while the satellite radio colour album cover graphics were wonderful.

Incidentally, that B&W stereo does more than just sound good, it improves the interior design thanks to a lovely little tweeter at dash central, featuring a stylish aluminum grille, while the similarly drilled aluminum door speakers let you see through to coloured cones within.

Those speaker grilles are surrounded by some of the only hard composite in the entire car, the rest of each door panel soft touch synthetic from top to bottom, excepting the armrest that’s covered in contrast-stitched leather. Likewise for the centre armrest/bin lid, the front edge of the dash top, and the instrument panel just below, which is why I was a bit miffed that Volvo chose not to finish the glove box lid to the same standard, leaving it hard plastic in a segment that normally softens this surface. Volvo leaves the sides of the centre console hard plastic too, but this is more than made up for by a beautiful set of satin-silver framed matte hardwood scroll-top lids for the connectors, tray and cupholders below.

Volvo chose not to add the same wood to the doors, but surrounding the steering column and just ahead of the front passenger are lovely sculpted sections next to an equally artistic inlay of flowing satin-silver aluminum, the V60’s interior design coming across much more zen-like than anything from Japan, or Germany for that matter.

I could continue on about cabin styling, the volume dial, vent controls, rotating ignition switch and cylindrical drive mode selector rimmed in a grippy diamond-patterned bright metal that sparkles as jewel-like as in any Bentley, while those aforementioned seats are as eye-arresting as sore back-alleviating, but there are still some as yet unmentioned details to cover.

For one, the V60 is spacious. In fact, I think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to 124 mm (4.9 inches) more length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, although I wasn’t able to substantiate this claim due to my previously noted five-foot-eight height. Nevertheless, I can attest to an obvious increase in cargo space, the new V60 boasting 20 percent more than the outgoing car.

Reason enough for its growth is Volvo’s new Scalable Product Architecture (SPA) that also underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover. Everything riding on SPA gets regularly praised by owners and auto pundits alike, with aforementioned ride-quality and quietness given near universal accolades, so it only makes sense the V60 delivers to the same high level.

I’ve touched on features throughout this review, but have yet to go into trim details, so without further adieu the base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 yet includes standard LED headlamps, rain-sensing wipers, a powered panoramic glass sunroof, dual-zone auto climate control, leather upholstery, power-adjustable heated front seats with driver’s memory, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, and much more.

Of course, plenty of safety gear comes standard too, including standard City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, and more.

Of special note, the new V60 introduces an Oncoming Braking system that, if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h before impact, which could potentially save lives and certainly minimize injury.

I won’t go into all standard and optional features available with Momentum or $55,400 Inscription trim, although if interested feel free to check out my previous story that covered everything in detail, but suffice to say the latter as-tested model gets a special chromed waterfall grille, cornering headlights, fog lamps, a really nice leather-wrapped and metal edged key fob, Power Steering Personal Settings with low, medium or high assistance, the gorgeous Driftwood decor inlays, digital gauge cluster and four-way powered lumbar noted earlier, Nappa leather upholstery that’s perforated for allowing through forced ventilation up front, etcetera.

Option out a V60 Inscription T6 AWD and you can have the same $1,000 19-inch multi-spoke alloys as seen on my test car, the previously noted audio upgrade, $1,300 massaging front seats and a $1,150 graphical head-up display. Additionally, my tester included a $1,250 Climate Package with heated Aquablades windshield wipers, a much-welcome heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s Pilot Assist semi-autonomous drive system that uses the Adaptive Cruise Control, Lane Keeping Aid and other advanced driver assistance features to keep the V60 within its chosen lane, plus a Homelink garage door opener and a compass; plus an $1,800 Vision Package with the aforementioned 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming side mirrors, and blindspot monitoring with rear cross traffic alert.

And by the way, all 2019 Volvo V60 pricing was sourced right here on CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

The only V60 attribute that arguably outshines all of the above is exterior styling, which to my eyes makes it the best-looking sport wagon in the compact luxury D-segment, and possibly the most attractive combination of new Volvo design elements to date. I love the shape of the new grille and the way the headlamps flow rearward over the front fenders, not to mention the motorsport-inspired wing strut design of the lower front fascia. Yet most of all I like this wagon’s profile, culminating at two of the most unorthodox taillights on today’s market, the V60’s sharply cut L-shaped lenses paying obvious tribute to Volvo’s recent past, but all-new and totally unique as well.

It won’t be hard for you to tell that I really like the look of this car, and I must admit to liking everything else about it too. It made the recent holiday season all the more enjoyable and helped ring in the first week of 2019 with style, comfort and all-round class.

Story credits: Trevor Hofmann, Canadian Auto Press

Photo credits: Karen Tuggay, Canadian Auto Press