This isn’t the first time a street-legal Porsche broke a lap record on the famed Nürburgring-Norschleife, and we’re pretty sure it won’t be the last either. Back in April of this year we reported…
This isn’t the first time a street-legal Porsche broke a lap record on the famed Nürburgring-Norschleife, and we’re pretty sure it won’t be the last either.
Back in April of this year we reported on the amazing new Porsche 911 GT3 RS breaking the seven-minute mark with a time of 6:56.40, but on Thursday, October 25 it was the even more formidable GT2 RS MR lapping the 20.6-km (12.8-mi) circuit in a mere 6:40.33 minutes, knocking 6.95 seconds off the September 2017 lap time of the non-MR tuned GT2 RS.
Lars Kern, the 31-year-old development engineer and race driver who first piloted the 911 GT2 RS to its now broken record, was once again at the wheel, which makes this most recent result a more accurate representation of the two cars’ performance thanks to taking some driver discrepancy out of the equation.
“The drive was great fun,” said Kern, who is very familiar with the ‘Ring’ due to plenty of test drivers, record runs and VLN races. “The balance of the car is also very good with the new package. I did not have to take any great risks to be fast. But I only had one attempt because it was already getting dark. It worked out first time though.”
Both 911 GT2 RS models produce the same incredible 700 horsepower, making this model the most powerful and fastest production 911 of all time, but the MR was set up by Manthey-Racing specifically for tackling the Nürburgring-Norschleife, and the 160-plus strong motorsports team knows a lot about shaving seconds from the popular German racetrack near the Belgian border.
“We are very proud,” said Manthey-Racing CEO Nicolas Raeder. “It was a great challenge to make the already tremendously fast Porsche 911 GT2 RS even faster.”
Of course, conditions were dry, allowing Kern to make the most of his record lap run. Esso supplied the fuel, while the only major modification made to the car was the addition of a racing-spec driver’s seat that can be ordered from Manthey-Racing if choosing to upgrade to their GT2 RS MR club sport and track day special. According to Porsche the seat was only fitted to alleviate safety concerns, and didn’t subtract any weight from the stock GT2 RS.
“We kept our eye on the weather all day and thought hard about whether such a drive was possible. We would not have taken any risks if it was raining or if the track was slightly damp,” says Dr. Frank-Steffen Walliser, Head of Motorsport and GT Cars.
Of note, the otherwise stock 911 GT2 RS featured Manthey-Racing’s new performance kit that includes minor chassis and aerodynamics modifications. Thanks to being set up specifically for the Nürburgring-Norschleife circuit’s characteristics, this MR-specified model became the fastest road-legal vehicle to ever lap ‘The Green Hell’ track.
“In this test drive, we simply wanted to assess the potential of the vehicle once more,” added Walliser. “The result is quite impressive. It really is a fabulous time. This shows again very clearly the exciting possibilities of this sports car.”
The stock GT2 RS, which debuted in June 2017 at the Goodwood Festival of Speed in West Sussex, England, uses a twin-turbo 3.8-litre version of Porsche’s legendary horizontally opposed six-cylinder engine to make 700 horsepower at a lofty 7,000 rpm (that’s an astonishing 184.2 horsepower per litre) and 553 lb-ft from 2,500 to 4,500 rpm.
Thanks in part to weighing just 1,470 kilograms (3,241 pounds) the rear-wheel drive GT2 RS is capable of sprinting from standstill to 100km/h in a shocking 2.8 seconds, can achieve in-gear acceleration from 80 to 120 km/h in just 1.5 seconds, and attain a top speed of 340 km/h (211.2 mph). Amazingly, this road-going production GT2 RS is capable of a very reasonable 15.4 L/100km in the city, 11.3 on the highway and 13.5 combined, important for a car that also gets used for endurance racing.
The new Porsche 911 GT2 RS is now available from $334,000 (see all 2018 Porsche 911 pricing including the 911 GT2 RS at CarCostCanada, plus access money saving rebate info and dealer invoice pricing that could save you thousands).
Before you go, make sure to check out our photo gallery as well as some incredible video footage of the entire record-setting lap from within the 911 GT2 RS MR cockpit:
New record: 911 GT2 RS MR laps the Nürburgring Norschleife in 6:40.3 minutes. (7:14):
The more popular SUVs continue to become, the more likely we’ll be seeing ever varying adaptations on their sport and utility themes. Some automakers will break from the status quo by providing ultimately…
The more popular SUVs continue to become, the more likely we’ll be seeing ever varying adaptations on their sport and utility themes. Some automakers will break from the status quo by providing ultimately capable off-roaders that take to the hills like their forebears could never have dreamed, while others will come equipped with new levels of roadworthiness, as adept at managing the track as their upright, five-door body styles are capable of swallowing up family and cargo. The Audi SQ5 fits into the latter mould.
The word mould might not be the ideal descriptor, mind you, being that very few SUVs even come close to measuring up to the wonderfully quick and superbly agile SQ5. In fact, maybe a handful within the compact luxury segment could be called competitors at all, these including the 355 horsepower BMW X3 M40i, the 360 horsepower Porsche Macan GTS, the 362 horsepower Mercedes-AMG GLC 43, the 380 horsepower Jaguar F-Pace S, the Jag’s familial Range Rover Velar with its version of the same 380 horsepower supercharged 3.0-litre V6, and the 400 horsepower Macan Turbo, while the 440 horsepower Performance Package version of the same Porsche Macan Turbo, the 503 horsepower AMG GLC 63 S version of the Mercedes SUV, and the 550 horsepower SVR version of the aforementioned Jaguar are in another class altogether.
A humbling assortment of super-SUVs? Considering the SQ5’s 354 horsepower is the lowest output in this rarified group, one might think so. Still, it comes down to performance at a price, and the $61,300 SQ5’s sizeable 369 lb-ft of torque allows it to sprint to 100km/h in just 5.3 seconds and on to a speed limited 250 km/h that neither of us will likely ever experience.
It’ll cost you just $200 more to slice 0.5 seconds off that zero to 100km/h time with the just noted X3 M40i that makes an identical torque figure, while strangely the $1,200 pricier GLC 43’s more robust 384 lb-ft of torque only results in 4.9 seconds to 100km/h, but it’s still quicker than the SQ5. Despite a much loftier price of $76,000 the Macan GTS is probably the closest performance match to the SQ5 at 5.2 seconds to 100km/h, but the same model in even pricier $87,200 Turbo trim chops the sprint time to 4.8 seconds, whereas the $69,900 V6-powered F-Pace is left slightly behind at 5.5 seconds to 100km/h, and the identically powered and priced Velar is good for 5.7 seconds. All prices can be found at CarCostCanada, by the way, plus rebate info and dealer invoice pricing that could save you thousands.
A noteworthy alternative is the new Alfa Romeo Stelvio that manages a cracking 5.4-second sprint to 100km/h and 232 km/h top speed despite only offering 280 horsepower and 306 lb-ft of torque from its 2.0-litre turbocharged four, while the new $95,000 Stelvio Quadrifoglio will soon be tied with the AMG GLC 63 for fastest in the class due to a zero to 100km/h run of just 3.8 seconds and top speed of 285 km/h, its twin-turbo 2.9-litre V6 making a significant 505 horsepower and 443 lb-ft of torque. Considering the Stelvio comes from the global automaker responsible for the 707-horsepower Jeep Cherokee SRT Hellcat, why should we expect anything less?
As for those other super beasts, the $99,000 upgraded Macan Turbo does the deed in 4.4 seconds, Jag’s hyper-fast $89,900 SVR is rated at 4.3 seconds, and Merc’s outrageous $90,500 GLC 63 is, as already noted, now tied for the segment’s quickest SUV at just 3.8 seconds to 100km/h.
As it’s easy to see, the more you pay the more you get, for the most part, yet the SQ5 delivers a potent dose of straight-line performance for what is currently this compact super-SUV segment’s lowest price point. What’s more, if you were to build out each of these competitors you’d quickly learn that Audi’s value proposition grows commensurately as its rivals’ directly comparative pricing expands exponentially.
Being that purchasing any one of the aforementioned SUVs is hardly a needs driven choice, the decision will come down to other factors as well, such as how all that performance translates into real-world driving capability, both when pushing the limits and when cruising down the highway or running around town, plus the usual personal taste issues like styling, interior design and execution, features, and general livability.
Something could be said for heritage, with the four-ringed brand’s history dating back to the early 20th century, although these were complex beginnings that involved the merger of four brands to form one conglomerate in 1932, Auto Union AG being the latter and Audi, DKW, Horch, plus Wanderer making up the former four. In the end, Audi was the only name to survive after Volkswagen group acquired Auto Union from Daimler-Benz in the 1960s, and after some initial hiccups it has transformed into one of the most formidable players in the premium automotive sector.
As for the SQ5, it has also shown endurance as the compact luxury SUV segment’s longest running performance model. It arrived in 2013 as a 2014 model, and has therefore been with us for six-plus years. The Macan hit the road the following year, while the M40i version of the X3, and the rest of these compact SUV power players, are relative newcomers.
Something else the SQ5 has in its corner is a Q5 donor model that’s the segment’s number one seller, showing that in this class more luxury buyers prefer Audi when it comes to drivability and the multiple parameters previously mentioned, including styling, interior design and execution, features, and overall functionality.
Similar to the Q5, the SQ5 is an easy and enjoyable SUV to drive around town, wonderfully comfortable over smoothly paved roads and irregular patches of asphalt alike, albeit more stiffly sprung than its less sporting stable mate. This makes it superbly stable on the open highway, and especially so when the road narrows and starts to wind, where its sport sedan-like handling is much more capable than those on the more docile side of this category. Adding to its comfort quotient, well-designed sport seats support five occupants front to back, ample roominess surrounds, and driver ergonomics are especially good.
As for styling, the Q5 is entirely new for 2018 so its design remains totally fresh, albeit heavily influenced by the smaller subcompact Q3 and larger mid-size Q7, not to mention other Audi models. This, of course, is a good thing, being that most find the brand’s lineup very attractive.
The SQ5 differentiates itself from the Q5 via new standard LED headlamps, bolder front grille strakes, the same horizontal aluminized slats on the front corner vents, which protrude lower and incorporate some nice new details as part of a revised front valance, some unique satin-silver trim up front, on the mirror caps and at back, modified side skirts spanning a sporty set of twinned five-spoke 20-inch alloys shod in 255/45 performance rubber, a longer rooftop spoiler, and a revised rear bumper cap incorporating visually extended side skirts at each corner and a new set of ovoid tailpipes at each end of what appears to be a completely open diffuser. Red and silver SQ5 badging finishes off the look, which is a nice visual step up from the regular Q5 overall, albeit not dramatically different.
Back to the mechanicals under the SQ5’s svelte new sheetmetal, the 3.0-litre V6 engine’s aforementioned torque rating is 22 lb-ft greater than it was from 2014 through 2017, thanks to a new turbocharger that replaces the previous supercharger. All that extra twist is now available lower down the rev range too, arriving at only 1,370 rpm, which gives the updated 2018 SQ5 a noticeable improvement in response off the line.
In fact, the SQ5 accelerates at a blisteringly quick rate accompanied by a wonderfully sonorous exhaust note that blips with each gear change for an adrenaline inducing auditory track, enhanced further when Audi drive select is set to Dynamic sport mode. The eight-speed automatic provides fairly quick paddle-prompted shifts, but it doesn’t flick through the gears with the type of precise action as Audi’s S-tronic dual-clutch gearbox. Still, each increment is smooth, which is a more suitable attribute for an SUV than anything too abrupt.
I should mention the revised engine is 14 kilos (30.8 lbs) lighter too, which when combined with the new SQ5’s reduced weight helps to lessen curb weight by 35 kilograms (77.1 lbs) overall.
Along with the obvious benefits to performance, the new SQ5’s trimmed girth aids fuel economy, with a 2018 rating of 12.7 L/100km in the city, 10.0 on the highway and 11.5 combined, compared to 14.1 city, 9.9 highway and 12.2 combined for the outgoing 2017 model. That’s a massive improvement considering both utilize similar eight-speed automatic transmissions with auto start/stop, and standard Quattro AWD.
Features in mind, last year the SQ5 came in a top-tier Dynamic Edition with 21-inch alloys, performance tires and loads of premium kit that was otherwise optional, but this upgrade was discontinued for 2018 in place of the usual mid-range Progressiv and top-line Technik trim lines, plus a similar assortment of packages and standalone options.
On that note the SQ5 Progressiv comes well equipped with the aforementioned full LED headlamps featuring automatic high beams, LED taillights with dynamic indicators, anodized metal-finish roof rails, proximity-sensing keyless access that includes a hands-free power tailgate, pushbutton ignition, an electromechanical parking brake, plus Audi drive select with Auto, Comfort, Offroad, Dynamic sport and Individual modes.
Interior trim includes brushed aluminum inlays, while a special S-branded leather-wrapped multifunction heatable sport steering wheel with shift paddles, and heavily bolstered sport seats with gorgeous diamond stitched S-embossed Nappa leather upholstery continue the SQ5’s bespoke look and feel.
Additional standard features include rain-sensing wipers, power-folding and auto-dimming side mirrors, an auto-dimming rearview mirror, a HomeLink garage door opener, heatable powered front seats with four-way powered lumbar and driver’s memory, tri-zone automatic climate control, an 8.3-inch MMI infotainment display with Apple CarPlay and Android Auto smartphone integration, the MMI touch control system on the lower console that includes a touchpad, rotating dial and quick-access button combination, Bluetooth phone connectivity with audio streaming, accurate navigation with detailed mapping, front and rear parking sensors, Audi’s music interface with USB connectivity, satellite radio, a powered panoramic sunroof featuring an opaque sunshade that still allows a bit of light through when closed, Audi pre sense basic that automatically closes all windows and the sunroof if sensing a potential accident, the usual allotment of active and passive safety features, plus more.
My $65,900 Technik trimmed tester replaced the base model’s 7.0-inch colour multi-information display (MID) with the 12.3-inch Audi Virtual Cockpit, a fully digital instrument cluster that’s easily one of the industry’s best thanks to its ability to shrink down the primary gauges while simultaneously expanding the MID’s functions, the navigation mapping especially impressive when this “VIEW” mode is applied. Likewise, Technik trim improves on the base model’s backup camera with dynamic guidelines by adding a Bird’s Eye overhead 360-degre surround view, while this top-line model also replaces the base 10-speaker stereo with a fabulous sounding Bang & Olufsen 3D surround system, plus it adds custom colours to the standard ambient interior lighting, heated/cooled front cupholders, and heatable rear outboard seats.
Technik trim also includes a number of advanced safety features like Audi pre sense rear that does everything pre sense basic does with a focus on potential rear collisions; the Audi side assist blindspot warning system; rear cross-traffic alert that warns of drive-by traffic when reversing out of a perpendicular parking spot or driveway; a new exit warning system that lets you know if a vehicle is approaching from behind when you’re parallel parked and opening your door to get out; plus Audi Connect Assistance and Security, which is a suite of entertainment and security-based services designed to enhance convenience, enjoyment and safety.
By the way, all of the aforementioned safety systems and the surround camera are available in lesser Progressiv trim when opting for the $1,500 Driver Assistance package, while both trims offer a $1,100 Comfort Interior package with softer Milano leather upholstery, ventilated front seats, and rear side window sunshades. My tester didn’t include the latter, but its interior looked fabulous thanks to $900 worth of glossy Carbon Atlas inlays across the dash and door panels.
Technik models go a step further by offering a $2,100 Advanced Driver Assistance package that includes adaptive cruise control with Stop and Go, Audi pre sense front autonomous emergency braking, Audi pre sense city, traffic sign recognition, Audi active lane assist, and traffic congestion assist.
Also available, a $1,100 head-up display projects key information onto the windscreen ahead of the driver, while rear passengers can benefit from the added safety of side-impact airbags.
Audi swapped out the regular 20-inch alloy wheels that come standard with both trims for set of $1,000 21-inch V-design alloys on 255/40 performance tires, which helped to dress up the exterior even further than the standard SQ5 while enhancing handling a little bit more.
While great to look at, fabulous to drive and as beautifully finished inside as anything this class has to offer, the SQ5 remains as utile as the regular Q5. From its spacious and comfortable passenger compartment to a roomier than average 759-litre (26.8 cubic-foot) cargo capacity, which expands up to 1,710 litres (60.4 cu ft) by pulling on levers attached to each sidewall, the SQ5 doesn’t shortchange on space or fine attention to detail, like high-quality carpeting, webbed pockets, chromed tie-down rings, and a stunning brushed metal protector plate in the back. Even better, those rear seatbacks automatically drop either 60 or 40 percent, but take note that the left 60 is actually divided 40/20, which lets you unlock the centre portion to lay longer items like skis down the middle while rear passengers enjoy the more comfortable outboard window seats that, as noted, were heated on my tester as well. The 60/40 portions slide fore and aft plus recline too, so you won’t be hearing complaints about comfort from those in back.
Truly, I can’t imagine anyone complaining about life with an SQ5, other than your significant other moaning expletives if they don’t get enough time behind the wheel. The truth is, as comfortable as the SQ5 is for passengers, you’ll want to be in the driver’s seat more often than not. That’s certainly how I felt.
There may be faster performance SUVs on the market, but the new SQ5 might just be most well rounded option available, delivering bucket loads of speedy acceleration, a sonorous soundtrack of burbling exhaust notes, a superb handling and ride compromise, a gorgeous, comfortable and fully functional interior, plus enough features to even keep techies enthused well into the ownership cycle. I wholeheartedly recommend it.
If you want an SUV, but only have money for a compact car the new Nissan Kicks makes a lot of sense. The Kicks is the most affordable crossover SUV available in Canada, starting at only $17,998 before…
If you want an SUV, but only have money for a compact car the new Nissan Kicks makes a lot of sense.
The Kicks is the most affordable crossover SUV available in Canada, starting at only $17,998 before freight and fees. My tester was in top-line SR trim, which meant that it stickers at $22,798 (I priced it out in CarCostCanada, which also provides dealer invoice pricing and rebate info that’s designed to save its members thousands when purchasing a new car, so check it out), but that’s still not a whole lot for a very well equipped crossover, not to mention one that looks as fashionable as it does.
The SR is more avant-garde than the rest of the lineup, thanks to an available two-tone paint scheme that was Deep Blue Pearl below the shoulder line and Fresh Powder white up on the roof with my test model. You can get it in a solid colour, or alternatively you can opt for a variety of two-tone options, all of which set the little Kicks apart from its closest subcompact SUV competitors.
Anyone who’s been paying attention to this market segment will know it’s a very full field, now comprising 16 rivals. Amazingly Nissan has two in this category alone, the Kicks slotting in just below the Qashqai, a slightly larger model that, since arriving about a year and a half ago, has already taken Canada’s subcompact SUV segment by storm. Above that is the ever-popular compact Rogue, plus the larger mid-size five-seat Murano and seven-passenger Pathfinder, plus finally the Armada that literally tops off the range.
Topping off the Kicks, my SR trimmed tester was nicely equipped with some impressive features like a really sporty looking set of 17-inch machine-finished alloys with black painted pockets that came wrapped with 205/55 all-season tires, a sophisticated looking and very bright set of auto on/off LED low beam headlights with LED signature accents, powered and heated side mirrors with integrated LED turn signals, silver roof rails, plus plenty on the outside.
You can warm up the Kicks before venturing into the cold with a remote starter, and I always appreciate the ease of getting inside with proximity-sensing keyless access. Once seated, the large 7.0-inch Advanced Drive-Assist Display that digitizes the left two-thirds of the primary gauge cluster, including the tachometer, is an impressive bit of advanced kit that immediately makes itself known. It’s controlled by high-quality illuminated steering wheel switchgear, and provides a large area for a fairly comprehensive assortment of additional functions, while Nissan also includes Apple CarPlay and Android Auto to the standard tablet-style 7.0-inch fixed infotainment touchscreen with this model.
The display, which is really impressive for the class thanks to its high resolution, deep, rich colours, and, well, decent enough graphics, also includes a clear and useful Intelligent Around View Monitor (I-AVM) that splits the screen with a dynamic guidelines enhanced backup camera to the left and 360-degree overhead bird’s-eye view to the right, plus the infotainment touchscreen also controls a Bose Personal Plus audio system with six speakers including two UltraNearField speakers within the driver’s headrest. It delivered excellent audio quality for the class, with really deep, resonant bass tones as well as wonderfully bright highs, while satellite radio is always big on my favourites list.
Just below, the single-zone automatic climate control system gets its own nicely sorted interface, this also housing two-way heatable front seat controls that warmed up quickly and stayed hot when needed, while just underneath the HVAC interface you’ll find a small media interface floating above a large, handy tray for your stowing a smartphone.
The leather-like Prima-Tex upholstery, which covers the instrument panel ahead of the front passenger (yes, that’s some pretty serious premium-level attention to detail for this class) as well as the seats, looks and feels authentic, while its orange contrast stitching is a tastefully stylish touch. Nissan matches this with a real leather wrap for the steering wheel rim, also highlighted by orange stitching, plus leather adorns the gearshift knob as well, not to mention padded leatherette down each side of the centre console, although for some reason this is trimmed with white contrast stitching. There’s some nice glossy piano black surfacing around the shifter and plenty of satin-silver metallic detailing everywhere else, while Blind Spot Warning with Rear Cross Traffic Alert is included with the SR as well, plus more.
Some of the features noted above get pulled up to this SR from the aforementioned mid-range SV trim line, while the base S model actually includes an impressive list of items not yet mentioned, such as fog lamps, pushbutton ignition, Fine Vision electroluminescent primary gauges, tilt and telescopic steering, variable intermittent wipers, the 7.0-inch centre touchscreen already noted, multiple USB charging and connectivity ports, ultra-comfortable Zero-Gravity seats, all the usual active and passive safety features including standard Intelligent Emergency Braking, tire pressure monitoring, a driver’s knee airbag, and more.
As noted the Kicks is an entirely new model, whereas the vehicle it replaces should be well known to most who follow the auto industry. The oddball Juke was either loved or loathed thanks to extremely quirky styling, as was the wonderfully unusual Cube that left our market sooner than I’d hoped it would, but the new Kicks won’t suffer from unorthodoxy. It’s cute and fun loving, yet wears sheet metal that should be more palatable to the masses. What’s more, that aforementioned starting price means it’s a lot more approachable to those masses than the Juke ever was, boding well for a very promising future.
Those who fell for the Juke due to its surprising high-speed agility and capable turbo-four/AWD drivetrain will be less enamoured with the Kicks, at least on paper. Its sole 1.6-litre four-cylinder makes a less spirited 125 horsepower and only 115 lb-ft of torque compared to 188 horsepower and 177-lb-ft for the Juke, but let’s not forget the just noted low pricing and the new car’s fuel economy advantage.
First, the Juke’s available torque-vectoring all-wheel drive system is not on the Kicks menu, nor any AWD option for that matter. Instead, think of the Kicks as a tall, SUV-style five-door hatchback, which is really what most entries into the subcompact SUV segment are anyway. Like with most Nissan models, the transmission is a continuously variable type (CVT) with “shift” points that mimic a conventional automatic.
I found the Kicks’ straight-line performance pretty decent too, likely due to its light 1,197-kilo (2,639-lb) curb weight. This also boded well for its high-speed handling, which was commendable for this class, while it’s a particularly nice little SUV to drive around the city, providing a good view of the road ahead and around, plus a nice, comfortable ride, aided by those comfy seats noted earlier.
It’s roomier inside than its outward dimensions suggest too, with headroom galore and not shortage of side-to-side space or legroom, whether seated up front or in the back. The driver’s seat is supportive in all the right ways, and there’s excellent reach and rake from the tilt and telescopic steering column for finding an optimal driving position. This can be a big problem for my long-legged, shorter torso body type, so the Kicks’ ergonomically designed cockpit was very welcome.
Cargo space is ample at 716 litres (25.3 cubic feet) total, but there’s a pretty big hump where the cargo floor meets up with the back seats, and unlike some other models within Nissan’s SUV range, there’s no multiple-level load shelf to provide a larger flat surface area. The seats only fold 60/40 with no centre pass-through, and while this is status quo for the class, I’m always happier when I can stow longer items like skis down the middle, leaving both outboard seats for passengers.
As for fuel-efficiency, only adding an EV plug could make it better. Nissan claims a 7.7 L/100km city and 6.6 highway rating, while I managed a bit over 7.0 L/100km combined city and highway during my weeklong test. That’s excellent for any non-electrified car, let alone an SUV.
All in all, I’d be very happy to live with the new Kicks as my daily driver. My SR trimmed tester certainly met my needs for comfort, luxury and premium-level features, while its lack of navigation was easily remedied by Android Auto, which allowed me to project GPS mapping and directions info from my phone right onto the infotainment display. Its balance of performance and fuel economy seemed just right too, while the Kicks’ overall roominess and practicality was more than adequate for my everyday requirements.
Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty. Starting with a 2018 Titan XD Diesel Midnight Edition…
Anyone familiar with the new Nissan Titan already knows it’s one seriously capable full-size truck, which makes it ideal for extreme service duty.
Starting with a 2018 Titan XD Diesel Midnight Edition Crew Cab, complete with Cummins’ formidable 5.0-litre V8 Turbo Diesel featuring 310 horsepower and 555 lb-ft of torque, Nissan created a purpose-built, one-off “Ultimate Service Titan” mobile command centre for the Red Cross non-profit disaster-relief organization.
The special project truck was presented to the American Red Cross of South Florida at the 2018 Miami International Auto Show (MIAS) last month, as part of Nissan’s Calling All Titans service vehicle campaign that has already seen vehicles donated to Habitat for Humanity and the National Parks Service.
Some of the custom work that transformed the stock truck into a go-anywhere rescue vehicle included lengthening the ladder frame, increasing ground clearance with a factory-authorized ICON 3.0-inch lift kit, adding an airbag suspension-leveling system, upgrading the sway bar, equipping it with special ICON wheels wrapped in Nitto Ridge Grappler tires, adding body armour including an Addictive Desert Designs stealth bumper, providing a Warn Zeon Platinum 12S winch to aid rescue efforts including the removal of debris, enhancing lighting with a bevy of Baja Designs LEDs, upgrading the fuel tank to 284 litres, and more.
The rear box and bed were removed as well, and replaced with a command centre and shelter designed by B&S Customizing. The rear quarters incorporate “all the necessities for work and rest,” says Nissan, including an emergency response bed for administering medical assistance, storage racks, first aid supplies, a SnoMaster refrigerator for storing blood, a desk, a mobile kitchen with a stove, microwave and sink, a dining area, and a couch that provides an area for workers and volunteers to recuperate between shifts. Additionally, Nissan included built-in Wi-Fi, an upgraded navigation system, a wireless charging station, and a solar generator that ensures all onboard electronics can be kept in use even when access to the grid isn’t possible.
“Built on the foundation of a rugged Titan XD Diesel – and with aftermarket accessories from some of the most reputable companies in the industry – the Ultimate Service Titan ensures that titans of the community are able to get anywhere, at any time, with the tools they need to get the job done,” said Fred DePerez, vice president of Nissan’s truck division.
As a bit of a backgrounder, Nissan pledged $1 million USD in donations to each of its three Calling All Nissans strategic partner organizations. Depending on requirements the donations may be in cash or a combination of cash and Titan trucks. Thus far, Nissan and the Red Cross have collectively raised more than $2.5 million for the program.
Of note, the 2018 Titan is available from as low as $36,498 for the regular half-ton or $47,998 for the heavy-duty Titan XD with a 5.6-litre V8 gasoline engine and $55,498 for the same model with the Diesel. Additionally, the new 2019 Titan that will soon be available features some key updates including a larger standard touchscreen with Apple CarPlay and Android Auto, plus a new optional 12-speaker Fender audio system.
This Ultimate Service Titan will assist the Red Cross in a variety of duties including blood drives and emergency care, and being that it resides in Florida may even be responsible for saving the lives of Canadian snowbirds.
Polestar is Volvo’s new plug-in electric division that will soon bring its own Polestar 1 sports coupe to market in 2019, but it was previously just known for providing performance-tuned versions of…
Polestar is Volvo’s new plug-in electric division that will soon bring its own Polestar 1 sports coupe to market in 2019, but it was previously just known for providing performance-tuned versions of the icon Swedish brand’s luxury models as well as dealer-installed Polestar Optimization software upgrades for enhancing the performance of otherwise stock models.
While we all await the beautiful new 100-percent electric two-door model just mentioned, the performance tuning division just came out with a new version of its Polestar Optimization software upgrade to remind us just how capable it is at fine-tuning stock Volvos.
This new upgrade to the upgrade is said to increase torque distribution to the rear wheels of Volvo vehicles equipped with all-wheel drive (AWD), resulting in better high-speed driving dynamics.
This latest Polestar Optimization software upgrade “increases the amount and frequency of torque distributed to the rear wheels,” says Volvo in a press release, helping to enhance steering turn-in to provide greater control and more enjoyable driver engagement during cornering, while also improving traction when taking off from a standstill.
“We are always fine-tuning the driving experience of Volvo cars and this upgrade makes the all-wheel drive both smoother and more dynamic,” said Henrik Green, senior vice president of research and development at Volvo Cars.
After having the Polestar Optimization software upgrade installed, owners simply need to select their car’s sportiest Dynamic drive setting in order to engage the new optimized AWD system. Likewise, the optimized AWD system also engages if they disengage electronic stability control.
This rear-wheel torque distribution feature gets added to a whole host of optimization functions already part of the Polestar software upgrade, with the five existing improvements being sharpened throttle response, quicker off-throttle response, faster gear changes, performance-enhanced transmission shift points with in-corner gear holding, plus stronger engine output.
The updated Polestar AWD optimization is now available for all non-hybrid Volvo models with AWD that are built on SPA and CMA architectures from model year 2019 onward.
Of note, plug-in hybrid models already incorporate Volvo’s electric rear axle drive (ERAD) system that adds a similar rear-wheel bias, so therefore don’t need the upgrade.
Also important, Polestar optimization upgrades are manufacturer approved and therefore don’t interfere with Volvo factory warranties.
Contact your local Volvo dealer if you’d like to find out more.
Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder…
Most of the “important” Jaguar F-Type news centered around two new trims for 2018, and despite the model year quickly coming to a close I was only able to test the fresh new turbocharged four-cylinder P300 base trim in 2019 guise, and never had opportunity to drive the special limited edition 400 Sport at all.
It won’t be the first or last time I missed out on a new car, but I probably would’ve cried if I’d been forced to skip my test week in this stunning Velocity Blue painted F-Type SVR Coupe. First off, the colour is stunning and worth every one of its extra $4,590. My tester’s version was in a gloss finish, but Jaguar will make it matte for $9,690.
That might sound like a lot for paint, but when you’ve already spent $139,500 plus freight and fees for a new 2018 F-Type SVR Coupe or $142,500 for the same model in Convertible form (see all prices, trims, features, dealer invoice pricing and rebate info at CarCostCanada), despite this being $2,500 more affordable now than last year’s equivalent SVR, not to mention an unfathomable $44,700 less than the Porsche 911 Turbo that still comes up short some 35 horsepower, what’s another $10k?
No doubt the same reasoning gets used when choosing to swap out the standard composite front chin moulding, louvred hood vents, mirror caps, side fender vents, and rear diffuser venturi blade with CFRP by adding the $5,100 SVR Carbon Fibre Exterior Package (the carbon fibre rear wing is standard), or for that matter upgrading the already impressive standard brakes to the optional SVR Carbon Ceramic Brake Pack for $13,260, which uses a gorgeous set of 10-spoke 20-inch diamond-turned alloys with satin black pockets to frame massive 398-mm front and 380-mm back carbon ceramic rotors clamped down on by big yellow brake calipers.
Jaguar didn’t stop there either. I would’ve been quite happy with the stock interior that’s already more opulently attired than most premium-branded sports cars available in this class, yet they added a $2,810 Full Premium Leather Interior Pack with a gorgeous Reims blue double-stitched leather and Suedecloth-wrapped instrument panel and console, and the leather was of the highest quality and softest grade.
Such could be said of the blue-stitched hides used for the steering wheel, centre console, armrests, plus the intricately quilted door panels and seats too, while Jaguar also included some sporty carbon fibre inlays to complement all the beautifully detailed aluminum trim inside.
Some of these finishes are new for 2018, and come as part of a slight refresh that updated the steering wheel, air vent bezels, centre stack and door panels inside, not to mention exterior details like the front bumper, air intakes, lower fascia, plus standard LED headlamps and taillights. All the changes are positive, if only noticeable to true F-Type aficionados.
Life with any F-Type is good, from the aforementioned P300 Coupe that starts at just $68,500 or $71,500 with the roof removed, to this supercar thrashing grand tourer. The SVR delivers a lot of wow factor, but compared to something that might be able to keep up, like the AMG-Mercedes GT or Lamborghini Huracán, it’s more visually subdued. This is made more evident in a subtler colour like Santorini Black, where if it weren’t for the quad of crackling exhaust pipes out back it might even be able to sneak past the authorities unnoticed.
The auditory ensemble is gearhead nirvana, even without pressing the amplification button on the centre console that pumps up the volume when getting hard on the throttle by opening bypass valves within the exhaust so spent gases can exit more freely. The lightweight two-mode titanium and Inconel (an austenitic nickel-chromium-based super-alloy) active exhaust system is exclusive to the SVR, and above 4,000 rpm it snaps, crackles and pops to the delight of driver, passenger and enthusiastic passersby.
Maybe it’s the sound, but the F-Type SVR feels even quicker at takeoff than Jaguar’s claimed three and a half-plus seconds. The big fat 305/30ZR20s do their duty, with wheel spin easily kept in check thanks to standard all-wheel drive. It’s rear-wheel biased if you prefer to get unruly, but you won’t be able to modulate the eight-speed ZF automatic’s clutch yourself, so you’ll be forced to nix traction control and work the steering wheel and throttle to will its tail end sideways. I prefer the steady and smooth approach that allows the SVR to hold its ground with uncanny resilience, Jaguar claiming more than a G of lateral grip on the skidpad. This lets you get hard on the go-pedal mid-corner and experience all of its 575 horses immediately, without hair-raising consequences.
With a body made from riveted and bonded aluminum and equally lightweight and rigid chassis construction you’d think the F-Type would at least fit into the welterweight category, but its 1,705 kilos (3,759 lbs) means that it fights it out like a middleweight in comparison to the 1,595 kg (3,516-lb) 911 Turbo. Still, the steering provides good feedback and the SVR feels plenty agile when flung hard through fast-paced S-curves, almost rambunctiously nimble. It looks long and lean and therefore more like a highway cruiser, but its reasonably short 2,622-mm wheelbase means that turn-in is quick and reactive, while high-speed stability still feels grounded and composed.
The F-Type SVR is an easy car to drive too. Of course, any sports car approaching 600 horsepower requires respect, but the SVR doesn’t need subservient reverence when coaxing the most from its formidable performance in a quest for its nether regions. I certainly wasn’t able to find a point of no return even with its configurable Dynamic sport mode engaged, but then again I wasn’t forcing it beyond rationality and only defeated its electronic driving aids for testing.
Jaguar includes an adaptive suspension benefiting further from an electronic active differential with brake-induced torque vectoring, so when driven within the realms of reason the SVR was downright docile, responding to the subtlest of inputs with predictable precision. Likewise, driving around town wasn’t the type of chore such mundanities are in a low-slung exotic. In fact, the SVR needs no more concentration than any other F-Type, but glides through traffic easily while riding comfortably.
The slimline sport seats are wonderfully cosseting too, while their door-mounted 12-way multi-adjustable controls featured memory settings that, when combined with side mirror presets and the ideal positioning of the powered steering column, provided an ease of daily use that was much appreciated.
Other items worthy of note include the well-organized and feature-filled 10-inch InControl Touch Pro infotainment touchscreen, which even includes a GoPro ReRun app that videotapes your drive before overlaying it with performance data. This would be brilliant at the Nürburgring Nordschleife, let alone Calabogie. Of course, a backup camera with dynamic guidelines, navigation and other functions are included within the touchscreen too, while climate controls can be adjusted from a separate interface just below.
Jaguar might want to give its collective head a shake, but believe it or not dual-zone automatic climate control is optional, available as part of the Climate Package 2 upgrade that also includes heatable or cooled seats plus a heated windshield. Fortunately, the standard HVAC system is automatic and pollen filtered yet just single-zone, while additional standard features not yet mentioned include auto-dimming interior and side mirrors, the latter power-folding and heated as well, plus proximity access with pushbutton ignition, an electromechanical parking brake, rain-sensing wipers, a heatable steering wheel, front and rear parking sensors, 10-speaker 380-watt Meridian audio, satellite and HD radio, configurable ambient lighting, and more.
Standard Intelligent Start/Stop meant that even fuel economy was kept in check, although at 15.6 L/100km city, 10.4 highway and 13.3 combined it was hardly as miserly as the P300 that achieves a claimed 10.2, 7.8 and 9.2 respectively in both Coupe and Convertible guise.
Of note, autonomous emergency braking, blindspot monitoring, closing vehicle sensing, reverse traffic detection, lane keeping assist, adaptive cruise control, a driver condition monitor and traffic sign recognition all require a modestly priced $870 Drive Pack, worth it just for the upgraded cruise control.
Likewise, auto high beams are a worthwhile upgrade at just $260, while I’d probably choose the $3,680 carbon fibre roof over the $1,230 fixed panoramic glass roof my tester included, just because I prefer the lightweight performance benefits and general appearance of gorgeous composite weave more than seeing sunshine or stars overhead. My tester’s powered liftgate was an extra $510 that I could do without too, as it’s a small, lightweight hatch that requires little effort and less time to open if left to its standard manual devices, and I’m sure the standard setup saves weight as well.
I could babble on about standard features and options, but that would be boring and might deprive you the joy of Jaguar’s online configuration tool, so suffice to say you won’t feel shortchanged from the SVR’s standard kit, and can easily upgrade you personal ride with the many aforementioned items, as well as 770 watts and 12 surround speakers of superb Meridian sound, semi-autonomous self parking, a garage door opener, and more, plus colour options galore.
I’d take my F-Type SVR in Velocity Blue with a few of the changes noted earlier, although I’d hardly find time to complain if Jaguar conveniently forgot I had this one on loan for another week, month or year. If wishes were horses, beggars would ride, as the saying goes, and this journalist’s humble life was certainly made a lot more enjoyable thanks to this absolutely brilliant bit of British kit. I recommend the new F-Type SVR wholeheartedly, as both a performance icon and a great value proposition. It truly measures up in both respects and then some.
Volvo is enjoying a major upswing in popularity this year, all because of its fully renewed lineup of attractive, efficient, fun to drive, luxurious, and always safe new models. While year-over-year…
Volvo is enjoying a major upswing in popularity this year, all because of its fully renewed lineup of attractive, efficient, fun to drive, luxurious, and always safe new models.
While year-over-year sales have been strong, up 3.8 percent in October alone, representing 37 consecutive months of year-over-year sales growth for the brand, not to mention 38 percent sales growth year-to-date, it’s always better to be proactive about finding new customers than merely reactive.
Therefore, rather than have its salespeople sit and wait for new business to pick up the phone and call or walk in through the dealership doors, a new Care By Volvo initiative hopes to lure in luxury buyers looking for a totally different kind of ownership experience.
Care By Volvo is Canada’s first subscription-based car ownership program. All it takes is a few clicks on a smartphone, says Volvo, and Canadians can order a new Volvo in less than 10 minutes.
The first cars available through the new program include the 2019 Volvo V60 sport wagon and the 2019 Volvo S60 sport sedan, both compact luxury D-segment vehicles priced to go up against industry stalwarts like the BMW 3 Series and Mercedes-Benz C-Class.
Where the Care By Volvo subscription service differs from anything offered by these German automakers or any other competitors is that it includes the car as well as all the regular services that go with it, such as winter tire installation and storage, 24/7 roadside assistance, and a concierge service that assists subscribers through every step of the purchasing process including coordinating delivery with their local Volvo retailer.
“Traditional models of ownership need to be challenged and that’s exactly what we’re doing with Care By Volvo,” says Alexander Lvovich, Managing Director, Volvo Car Canada Ltd. “The subscription service combines the benefits of tomorrow’s technology with the everyday needs of people today – more time for the things they love, fewer distractions, and a clearly defined and predictable cost. We’re proud to be the first in Canada to offer consumers a different way to own and enjoy a car.”
Subscription pricing starts at $949 plus tax per month, and includes all professional maintenance, 24/7 roadside assistance, winter wheels and tires, winter tire installation and storage, wear-and-tear protection, appearance protection, road hazard protection, concierge services, and the best part, the ability to upgrade to a new model every 12 months.
Yes, Care By Volvo subscribers get to upgrade to a new Volvo free of charge after a year of use, or they can keep their existing vehicle for the full 24-month subscription.
Volvo is hoping this new service is the type of lifestyle choice Canadians want, and if so will have another way of attracting new Volvo owners into the fold. If Care By Volvo sounds like your type of program, check it out at the Volvo Canada website.
Full disclosure: orange is one of my favourite colours. I painted my bathroom and even my bedroom in a beautiful, rich, bold orange hue. I own multiple orange T-shirts, sweaters, and an orange down puffy…
Full disclosure: orange is one of my favourite colours. I painted my bathroom and even my bedroom in a beautiful, rich, bold orange hue. I own multiple orange T-shirts, sweaters, and an orange down puffy jacket. I love carrots, pumpkins, persimmons and mangos, and enjoy mandarins, tangerines and other types of oranges even if their highly acidic nature tends to disagree with me. Nevertheless, this 2019 Forester Sport takes orange a bit too far.
The thick orange striping along the otherwise matte black lower exterior panels doesn’t cause me issue, but the orange painted shifter surround and dash vents are a constant assault on the senses, although I like the orange contrasting thread just fine. In my books the overzealous use of orange slots into the “too much of a good thing” category, and is similar to my criticisms of all the red gone wrong with the latest Honda Civic Type R.
I’ve got the new fifth-generation 2019 Subaru Forester in the garage this week, and while Sport trim wouldn’t be my first choice due to orange overload, it’s a major improvement over the crossover SUV it replaces in most every other way.
Starting at $27,995 for 2019, which is $2,000 more than last year’s base Forester, this latest model comes standard with a set of stylishly safer LED headlamps, an advanced technology that previously required a move up to Limited trim in order to partake, and one that’s still optional with most of its rivals including the totally redesigned 2019 RAV4 and recently redesigned Honda CR-V—the Mazda CX-5 already comes standard with LED headlights and refreshed 2019 Jeep Cherokee now does as well.
The new LED headlamps get automatic on/off too, so you won’t always have to remember to turn them on and off manually, this standard feature part of last year’s Convenience upgrade, while new standard automatic climate control gets pulled up from 2018’s Touring trim.
I like the new electromechanical parking brake that replaces the old handbrake, freeing up space between the front seats and modernizing the driving experience, while auto vehicle hold now replaces the old hill holder system that previously only came with the manual transmission, which is now discontinued. In its place, Subaru’s Lineartronic continuously variable automatic transmission (CVT) is now standard across the line, which means that Subaru’s impressive X-Mode off-road system with Hill Descent Control, and SI-Drive drive mode selector are now standard too.
Together with the CVT and Subaru’s much praised Symmetrical full-time all-wheel drive system that remains standard, all 2019 Foresters get a new direct-injection enhanced 2.5-litre four-cylinder boxer engine that’s good for 182 horsepower and 176 lb-ft of torque, which is 12-horsepower and 2-lb-ft more than last year’s identically sized base engine.
The upgraded drivetrain now includes an auto start/stop system that automatically shuts off the engine when it would otherwise be idling, which helps to reduce emissions while improving fuel economy, but it isn’t without fault (more on this in my upcoming review). Just the same the new Forester manages a 0.2 L/100km savings in combined city/highway driving despite the increase in performance, from 9.2 L/100km city, 7.4 highway and 8.4 combined to 9.0, 7.2 and 8.2 respectively.
My big disappointment for 2019 isn’t with this very strong base powertrain, but rather is due to the discontinuation of Subaru’s wonderful 2.0-litre turbocharged engine upgrade that previously put out 250 horsepower and 258 lb-ft of torque and still managed a relatively thrifty 10.2 L/100km city, 8.6 highway and 9.5 combined. True, few vehicles in this class offer such a formidable optional engine, but it was nevertheless an important differentiator in a market segment that’s highly competitive.
As far as 2019 trims go, the base model is once again simply called 2.5i in reference to its engine displacement, and along with everything already mentioned includes standard power-adjustable heated side mirrors, variable intermittent wipers, steering wheel controls, cruise control, filtered air conditioning, a backup camera with dynamic guidelines, Bluetooth with audio streaming, StarLink smartphone integration with Aha radio, HD and satellite radio, two USB ports/iPod interfaces, an aux input, heatable front seats, roof rails, the usual active and passive safety features including an airbag for the driver’s knees, etcetera.
The standard infotainment touchscreen is now 0.3 inches larger in diameter at 6.5 inches, and also features standard Apple CarPlay and Android Auto smartphone connectivity that wasn’t even optional before.
Standard features get even more generous in second-rung Convenience trim, which for $30,295 includes everything from the base model plus fog lamps, a rear rooftop spoiler, 17-inch alloys replacing the standard 17-inch steel wheels with covers, a windshield wiper de-icer, silver finish interior trim, chrome interior door handles, a leather-wrapped steering wheel, paddle shifters, a colour TFT multi-information display within the gauge cluster, a 6.3-inch colour multi-function display atop the dash that’s controllable via steering wheel-mounted switchgear, two more stereo speakers for a total of six, dual-zone automatic climate control (the base model is single-zone), sunvisor extensions, illuminated vanity mirrors, premium cloth upholstery, a 10-way powered driver’s seat with lumbar support, a flip-down rear centre armrest with integrated cupholders, and more.
For a reasonable $1,500 you can add Subaru’s EyeSight suite of advanced driver assistance systems that includes pre-collision braking, pre-collision brake assist, pre-collision throttle management, lead vehicle start alert, lane departure warning, lane sway warning, lane keep assist, and adaptive cruise control, while the upgrade also includes reverse automatic braking, proximity-sensing keyless access, pushbutton ignition, and a retractable cargo cover.
EyeSight comes standard with all other trim levels, including the $32,995 Touring model that gets everything already mentioned as well as automatic high beam assist, a large power-sliding glass sunroof with a sunshade, and a powered tailgate with memory function.
Above this, the Sport model being tested this week, plus Limited and Premier trims get a new two-mode X-Mode off-road system that’s capable of even greater go-anywhere prowess thanks to separate settings for snow and dirt, as well as deep snow and mud, while larger 316 mm front rotors add better braking power over the standard 294 mm discs.
Additionally, the top three trims include steering responsive headlights and Subaru’s Side/Rear Vehicle Detection (SRVD) system as standard equipment, improving safety, plus a leather shift knob and a new 8.0-inch touchscreen adds an inch to the diameter of last year’s top-line infotainment interface, while once again including Apple CarPlay and Android Auto where there wasn’t such advanced smartphone connectivity last year. These upper trims also include dual rear USB ports for a new total of four, plus A/C ducts on the backside of the centre console, and reclining rear seats.
As mentioned, the new $34,995 Sport that I’m tested is the visual standout of the 2019 Forester lineup, whether that’s a good a positive or negative in your view. Along with all the orange it gets a unique gloss black grille, special front corner grilles, a larger rear spoiler, a blackened out trim strip that runs across the rear liftgate before striking through the taillights, and a unique rear under-guard. The Sport also features exclusive dark metallic 18-inch alloys, while LED daytime running lights, vertically stacked LED fog lamps and LED turn signals integrated within the mirror caps add to its upmarket appeal.
An exclusive Sport feature includes an SI-Drive Sport system that provides more immediate throttle response, which I’ll report on in my future review.
Lastly, the Forester Sport replaces the availability of Crimson Red Pearl, Horizon Blue Pearl, Jasper Green Metallic, and Sepia Bronze Metallic exterior colours with an exclusive Dark Blue Pearl paint finish, which wasn’t included with my Crystal White Pearl painted test model.
I should probably talk about $37,695 Limited trim in this garage story too, being that I’ve already covered the others. This might be my Forester of choice if the extra $2,700 weren’t an issue, mainly because it loses the Sport’s over-the-top orange-ness, and while I would prefer to keep the latter model’s performance upgrades that are also nixed when choosing Limited trim, they’re not as important in an SUV like this as they’d be in a WRX, per se.
The Limited keeps most of the Sport’s convenience and luxury upgrades mind you, while adding unique 18-inch 10-spoke bright-finish machined alloy wheels, a premium grille, chrome detailing around the fog lamp bezels and side windows, auto-dimming side mirrors with approach lighting and reverse tilt (the latter item a Subaru first), an auto-dimming rearview mirror with an integrated compass, chrome trimmed primary gauges, a heatable steering wheel rim, GPS navigation, SiriusXM Traffic and Travel Link with weather, sports and stock market information, an eight-speaker, 440-watt Harman Kardon audio system with an eight-channel amplifier, leather upholstery in black or platinum, silver contrast stitching throughout, driver’s seat memory, heatable rear outboard seats, and one-touch folding rear seatbacks.
Maybe I should’ve waited to choose a favourite, because for just $1,800 more than the Limited you can opt for near luxury SUV-level $39,495 Premier trim, which is now top-of-the-line for 2019. It once again includes the vertical LED fog lamps from the Sport within unique satin-silver trimmed bezels, as well as special aluminum-look satin-silver trim on the front fascia, side mirror caps, roof rail posts, side sills, and rear bumper. Additionally, exclusive 18-inch five-spoke machined alloy wheels combine with chromed exterior door handles and a stainless steel rear bumper step pad to spiff up the look further.
Inside, the Forester Premier features exclusive brown leather upholstery that I really like, plus an eight-way power-adjustable front passenger seat, while Subaru’s brand new DriverFocus driver fatigue and distracted driving mitigation system uses facial recognition to detect drowsiness or distraction.
I should also mention that all of the trim details and prices were verified at CarCostCanada, where you can also find dealer invoice pricing that could save you thousands when negotiating with your Subaru dealer, plus they have rebate information on any discounts that might be available to you.
Continuing on, the 2019 Forester has been thoroughly redesigned around the new Subaru Global Platform (SGP), which has resulted in greater refinement, capability and dynamic performance, plus more interior roominess.
It’s difficult to grow inside without growing outside, with the new Forester now measuring 15 millimetres (0.6 inches) more from front to back at 4,625 mm (182.1 inches), with a 30-mm (1.2-inch) longer wheelbase at 2,670 mm (105.1 inches), while it’s also 21 mm (0.8 inches) wider including its mirrors at 2,052 mm (80.8 inches), or 20 mm (0.8 inches) wider not including its mirrors at 1,815 mm (71.4 inches). Its front and rear track has widened too, now up 20 and 15 mm (0.8 and 0.6 inches) respectively to 1,565 and 1,570 mm (61.6 and 61.8 inches), which, along with the Forester’s other dimensional and mechanical changes has caused a one-metre (3.3-foot) larger curb to curb turning circle of 5.4 metres (17.7 feet).
Despite maintaining its minimum ground clearance at 220 mm (8.6 inches), the new Forester is actually 5 mm (0.2 inches) lower in height than its predecessor with its roof rails included at 1,730 mm (68.1 inches), while its base curb weight has increased by a 26 kilograms (57.3 lbs) at 1,569 kilos (3,459 lbs) when compared to the previous model’s optional CVT. Still, the fully loaded 2019 Forester Premier now weighs in at 1,630 kg (3,593 lbs), which actually makes this top-line model a surprising 56 kg (123.4 lbs) lighter than the ritziest version of the 2018 model in spite of its greater size.
Along with a more spacious passenger compartment, the new Forester improves cargo capacity by 29 litres (1.0 cubic-foot) behind the 60/40 split-folding rear seatbacks in base trim, from 974 to 1,003 litres (34.4 to 35.4 cubic feet), and by 40 litres (1.4 cubic feet) in base trim when those seats are laid flat, from 2,115 to 2,155 litres (74.7 to 76.1 cubic feet). When the optional sunroof is added, which encroaches slightly on overhead space, the difference from old to new grows to 43 litres (1.5 cubic feet) behind the rear seatbacks, from 892 to 935 litres (31.5 to 33.0 cubic feet), and 68 litres (2.4 cubic feet) when the rear seats are lowered, from 1,940 to 2,008 litres (68.5 to 70.9 cubic feet). This is a significant improvement that can really make a difference when faced with a large load of gear.
As for the rest of the story, I’ll be back soon with some experiential thoughts, feelings, and yes, some gripes too. And I’m not just talking about my orange overwhelm. Until then, check out my orange glory 2019 Forester Sport tester in the photo gallery above…