D-segment | The Car Magazine

Hey wagon lovers! Take a look in our garage this week. This is the entirely new-from-the-ground-up 2019 Volvo V60 in top-line Inscription T6 AWD trim, which means that it looks fabulous, comes filled…

In Our Garage

2019 Volvo V60 Inscription T6 AWD

Hey wagon lovers! Take a look in our garage this week. This is the entirely new-from-the-ground-up 2019 Volvo V60 in top-line Inscription T6 AWD trim, which means that it looks fabulous, comes filled with all of Volvo’s latest non-plug-in tech, and is one luxurious family hauler.

It’s also really roomy. In fact, we think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to a substantive 124-mm (4.9-inch) greater 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, or so reports claim, while the new V60 also boasts 20 percent more cargo room than the outgoing car.

The new V60 sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform, which incidentally will support a new 40 series line of cars in the near future. SPA and the models built upon it have been widely praised by auto critics like us and Volvo customers alike, while sales of new Volvo products have been skyrocketing since the brand’s transformation that started with the second-generation XC90 SUV back in 2015.

We’re not expecting this V60 sport wagon to sell anywhere near as well as that XC90 mid-size SUV or the more recently introduced XC60 compact crossover SUV, or for that matter the new V60 Cross Country that adds a little more off-road flair via the way of a raised suspension and rugged looking matte black body cladding, but the regular V60 should provide more road-hugging handling prowess, which we’ll report on later in our upcoming road test review. Big sales or not, the V60 supplies a major dose of Volvo DNA to the entire brand.

After all, Volvo has had a wagon in its lineup longer than most people can remember, and now that the larger V90 has been slated for cancellation in Canada (it was only ever available via special order in the U.S.), availability of this V60 is critical for keeping up the Swedish brand’s pragmatic image.

Pragmatic yes, but sitting down inside replaces any such practical thoughts with feelings of pampering hedonism, being that the 2019 V60 continues Volvo’s new brand ethos of providing more luxury than any rival. We won’t tell you all of our experiences yet because we’ve only taken delivery of the car and haven’t even written our notes down, but being that it looks much like everything else from the Swedish carmaker we’re expecting to find more soft-touch surfaces, satin-silver trim, jewellery-like detailing, and genuine hardwood inlays than rivals from Germany, Japan or the U.S., while Volvo’s electronic interfaces are some of the best in the business, from its standard 8.0-inch digital driver display within the gauge cluster to the optional 12.3-inch version of those same primary instruments, not to mention its standard 9.0-inch tablet-style Sensus centre-stack touchscreen.

Volvo’s Sensus touchscreen has become our go-to example of how to do infotainment systems correctly, thanks to incorporating one of the most user-friendly and feature-filled interfaces in the auto industry. The new V60’s boasts 50 percent faster processing speeds than previous iterations used in other models resulting in quicker startup, faster response from the backup camera, much improved voice activation, and speedier navigation route calculation. The standard backup camera includes dynamic guidelines and graphics for the standard rear parking sensors, while other standard functions include Apple CarPlay and Android Auto smartphone integration, 4G LTE in-car Wi-Fi, a 10-speaker 330-watt audio system, satellite radio, a four-year subscription to Volvo On-Call that features remote start and vehicle tracking, and lastly two standard USB charging ports.

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 despite its all-new design and upgraded everything, including those aforementioned “Thor’s Hammer” LED headlamps. Additional standard features include 18-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, unique Iron Ore decor inlays, Moritz leather upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, 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, a metal cargo scuff plate, black integrated roof rails, dual chromed tailpipes, and more.

This being a Volvo means plenty of safety gear comes standard too, so therefore all 2019 V60 trims get 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, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Of special note, the 2019 V60 introduces a new Oncoming Braking system to the entire Volvo lineup, which 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 ahead of an impact, which could potentially be a lifesaver and certainly help to minimize life-altering injury.

Momentum trim is available with the choice of two powertrains, the first being the T5 FWD that consists of Volvo’s well-proven 2.0-litre direct-injected and turbocharged engine, good for 250 horsepower and 258 lb-ft of torque, and the second the T6 AWD that costs an additional $4,000 for a total of $48,900 yet adds a supercharger to the turbocharged four-cylinder resulting in 316 horsepower and 295 lb-ft of torque. The former allows for a zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the latter cuts standstill acceleration runs down to 5.7 seconds and ups maximum velocity to 249 km/h (155 mph).

Both use a quick-shifting and highly efficient eight-speed “Geartronic” automatic transmission with manual mode to transfer power to the drive wheels. The new V60 can also be had with available Drive Mode Select that includes Comfort, Eco, Dynamic sport, and Individual driving modes, while fuel-saving and emissions-reducing automatic start/stop, that shuts the engine off when it would otherwise be idling, comes standard. The V60’s official Transport Canada fuel economy rating are 10.2 L/100km in the city, 6.8 on the highway and 8.7 combined for the T5 FWD, or 10.9 city, 7.7 highway and 9.5 with the T6 AWD, which puts it right in the hunt for top efficiency within the ultra-narrow niche known as the compact luxury D-segment wagon category.

To be clear, the V60 is only up against the BMW 3 Series Touring, the least efficient 2018 model of which bested the most economical V60 by a very slight margin, while turbo-diesel and plug-in hybrid variants were even thriftier, for a price (most expect the 2019 3 Series to be even more of a fuel miser, although they haven’t shown a Touring version yet), whereas the all-new 2019 Mercedes-Benz C-Class Wagon only comes with one engine and driveline so far with no fuel economy specifics yet announced.

The V60’s Dynamic Chassis is comprised of aluminum double wishbones up front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring, Volvo promising both a comfortable ride and sporty handling from this fully independent setup that we’ll report on in our upcoming review.

Being a niche model within a shrinking non-crossover/SUV category there aren’t any adaptive suspension options, but those choosing base Momentum trim can swap out the standard Charcoal (black) or Blond (beige) leather upholstery with sharp looking $400 City Weave plaid textile inserts in either colour, while standard Black Stone or Ice White exterior paints can be upgraded to one of nine $900 metallic finishes. Additionally, a set of $1,000 18-inch five Y-spoke diamond cut alloy wheels can be added too, while individual options include a $250 Charcoal headliner, $1,150 graphical head-up display unit, and $1,200 14-speaker, 600-watt Harmon/Kardon audio system.

Momentum buyers can also add a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert; and lastly a $3,400 Momentum Plus Package incorporating dynamic cornering headlamps, headlight washers, fog lamps, proximity-sensing keyless access with a hands-free tailgate function that lets you open the liftgate by waving a foot below the rear bumper, the aforementioned 12.3-inch digital instrument cluster, Drive Mode Select, four-zone automatic climate control, navigation (that lets the cruise control access map data for adjusting vehicle speed through corners when appropriate), Road Sign Information, and more.

If you opt for the T6 AWD, all of the same standalone options and packages remain, except for wheels that start with a unique set of open-spoke 18-inch alloys as standard equipment and can be upgradable to a set of $1,000 19-inch alloys, while special Amber caramel brown leather becomes an interior option.

Moving up to $55,400 Inscription trim adds the T6 AWD powertrain as standard equipment, plus a unique chromed waterfall grille, bright metal integrated roof rails, unique 10-spoke 18-inch diamond cut alloy wheels, fog lamps, cornering headlights, a special leather-wrapped and metal edged Inscription key fob, low, medium or high steering assistance via Power Steering Personal Settings, Driftwood decor inlays, the 12.3-inch digital gauge cluster, perforated Nappa leather upholstery, four-way powered lumbar support, ventilated front seats, and more.

Option out a V60 Inscription T6 AWD and you can have special $1,000 19-inch multi-spoke alloys, the aforementioned Charcoal headliner and graphical head-up display, as well as a $3,750 19-speaker 1,400-watt Bowers & Wilkins audio upgrade, and $1,300 massaging front seats. The Momentum Plus Package is no longer offered due to most of it being standard in Inscription trim, but the three remaining Climate, Convenience and Vision packages are still available.

And by the way, all 2019 Volvo V60 pricing was sourced from 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.

While Momentum and Inscription are the only two trims currently available, we’d like to think that a sportier V60 R-Design will arrive at some point in the near future, which we’d hope would add special 18-inch alloy wheels with the option of unique 19s, plus steering wheel-mounted paddle shifters, and slightly edgier interior and exterior design, while it would incorporate most of the same features offered in the Inscription. Likewise, we hope the V60 will also be available with Volvo’s T8 Twin-Engine powertrain that uses a plug-in hybrid drivetrain to increase engine output to 400 horsepower while reducing fuel consumption considerably. Additionally, the outgoing V60 was also available in factory-built Polestar trim, a car we covered in 2017 guise right here. This was a fabulous performance, so needless to say we’d love to see something similar recreated for this all-new V60.

For now we’ll enjoy a double dose of our more luxury-oriented 2019 V60 Inscription for two weeks no less, much thanks to Volvo that provided an extra week of pampering comfort over the holidays. This will give us plenty of time to experience all of its goodness while doing our best to suss out any weaknesses (sorry Volvo). So until our full road test review arrives make sure to peruse our photo gallery above…

Wagon lover alert: In case you hadn’t heard, the all-new 2019 Volvo V60 is now available nationwide from just $43,900 plus freight and fees. That’s only a token $50 more than last year’s base V60,…

Latest News

All-new 2019 Volvo V60 sport wagon available now for $43,900

Wagon lover alert: In case you hadn’t heard, the all-new 2019 Volvo V60 is now available nationwide from just $43,900 plus freight and fees. That’s only a token $50 more than last year’s base V60, and it’s an entirely new car from the ground up, not to mention filled with state-of-the-art standard features.

The new 2019 V60 sport wagon’s value proposition becomes even more appealing when factoring in its larger dimensions and more accommodating interior. This in mind, the new model probably targets previous V70 customers as much as those who loved the outgoing V60, thanks to a substantive 124-mm (4.9-inch) greater 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, or so reports claim, while the new V60 also boasts 20 percent more cargo room than the outgoing car.

The elegant new design sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform, which incidentally will support a new 40 series line of cars in the near future. SPA and the models built upon it have been widely praised by auto pundits and Volvo customers alike, while sales of new Volvo products have been skyrocketing since the brand’s transformation that started with the second-generation XC90 SUV back in 2015.

No one expects this V60 wagon to sell anywhere near as successfully as that XC90 mid-size SUV or the more recently introduced XC60 compact crossover SUV, or for that matter the upcoming V60 Cross Country that adds a little more off-road flair, a la raised suspension and tough looking matte black body cladding, to this sport wagon’s road-hugging handling prowess. Still, it supplies a major dose of Volvo DNA to the entire brand. After all, Volvo has had a wagon in its lineup longer than most people can remember, and now that the larger V90 has been slated for cancellation in Canada (it was only ever available via special order in the U.S.), availability of this V60 is critical for keeping up the Swedish brand’s pragmatic image.

Climb inside and any such practical thoughts may at least temporarily be swept away by feelings of pampering hedonism, being that the 2019 V60 continues Volvo’s new brand ethos of providing more luxury than any rival. Expect to find more soft-touch surfaces, satin-silver trim, jewellery-like detailing, and genuine hardwood inlays than rivals from Germany, Japan or the U.S., while electronic interfaces are some of the best in the business, from its standard 8.0-inch digital driver display within the gauge cluster to the optional 12.3-inch version of those same primary instruments, not to mention its standard 9.0-inch tablet-style Sensus centre-stack touchscreen.

Sensus boasts one of the auto industry’s most user-friendly and feature-filled infotainment interfaces that includes 50 percent faster processing speeds than previous iterations used in other models for quicker startup, quicker response from the backup camera, much improved voice activation, and faster navigation route calculation. The standard backup camera includes dynamic guidelines and graphics for the standard rear parking sensors, plus Apple CarPlay and Android Auto, 4G LTE in-car Wi-Fi, 10-speaker 330-watt audio, satellite radio, a four-year subscription to Volvo On-Call that features remote start and vehicle tracking, plus connects to one of two standard USB charging ports.

The base 2019 V60 is dubbed Momentum, and not only includes the aforementioned items but Volvo’s signature “Thor’s Hammer” LED headlamps as well, plus 18-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, unique Iron Ore decor inlays, Moritz leather upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, 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, a metal cargo scuff plate, black integrated roof rails, dual chromed tailpipes, and more.

Of course, this being a Volvo means that safety is of the highest priority, therefore the new V60 features standard City Safety automatic front collision mitigation featuring collision warning, steering support, and full low- and high-speed autonomous braking, plus Driver Alert Control, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Of note, the 2019 V60 introduces Volvo’s new Oncoming Braking system, which 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 (6 mph) before a crash, which could potentially be a lifesaver and certainly help to minimize life-altering injury.

Momentum trim is available with the choice of two powertrains, the first being the T5 FWD that consists of Volvo’s well-proven 2.0-litre direct-injected and turbocharged engine, good for 250 horsepower and 258 lb-ft of torque, and the second the T6 AWD that costs an additional $4,000 for a total of $48,900 yet adds a supercharger to the turbocharged four-cylinder resulting in 316 horsepower and 295 lb-ft of torque. The former allows for a zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the latter cuts standstill acceleration runs down to 5.7 seconds and ups max velocity to 249 km/h (155 mph).

Both use a quick-shifting and efficient eight-speed “Geartronic” automatic transmission with manual mode to transfer power to the drive wheels. The new V60 can also be had with available Comfort, Eco, Dynamic sport, and Individual Drive Mode Select driving modes, while fuel-saving and emissions-reducing automatic start/stop, which shuts the engine off when it would otherwise be idling, comes standard. The V60’s official Transport Canada fuel economy rating is still to be determined, but expect it to be one of the segment’s more efficient packages.

Volvo’s Dynamic Chassis is made up of aluminum double wishbones up front and an exclusive integral link rear suspension design that features a transverse lightweight composite leaf spring, the fully independent setup reportedly balancing a comfortable ride with sporty handling.

Those choosing Momentum trim can swap out the standard Charcoal (black) or Blond (beige) leather upholstery with slick $400 City Weave plaid textile inserts in either colour, while standard Black Stone or Ice White exterior paints can be upgraded to one of nine $900 metallic finishes. Additionally, a set of $1,000 18-inch five Y-spoke diamond cut alloy wheels can be added too, while individual options include a $250 Charcoal headliner, $1,150 graphical head-up display unit, and $1,200 14-speaker, 600-watt Harmon/Kardon audio system.

Momentum buyers can also add a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert; and lastly a $3,400 Momentum Plus Package incorporating dynamic cornering headlamps, headlight washers, fog lamps, proximity-sensing keyless access with a hands-free tailgate function that lets you open the liftgate by waving a foot below the rear bumper, the aforementioned 12.3-inch digital instrument cluster, Drive Mode Select, four-zone automatic climate control, navigation (that lets the cruise control access map data for adjusting vehicle speed through corners when appropriate), Road Sign Information, and more.

If you opt for the T6 AWD all of the same standalone options and packages remain, except for wheels that start with a unique set of open-spoke 18-inch alloys as standard equipment and can be upgradable to a set of $1,000 19-inch alloys, while special Amber caramel brown leather becomes an interior option.

Moving up to $55,400 Inscription trim adds the T6 AWD powertrain as standard equipment, plus a unique chromed waterfall grille, bright metal integrated roof rails, unique 10-spoke 18-inch diamond cut alloy wheels, fog lamps, cornering headlights, a special leather-wrapped and metal edged Inscription key fob, low, medium or high steering assistance via Power Steering Personal Settings, Driftwood decor inlays, the 12.3-inch digital gauge cluster, perforated Nappa leather upholstery, four-way powered lumbar support, ventilated front seats, and more.

Option out a V60 T6 AWD and you can have special $1,000 19-inch multi-spoke alloys, the aforementioned Charcoal headliner and graphical head-up display, as well as a $3,750 19-speaker 1,400-watt Bowers & Wilkins audio upgrade, and $1,300 massaging front seats. The Momentum Plus Package is no longer offered due to most of it being standard in Inscription trim, but the three remaining Climate, Convenience and Vision packages remain available.

While Momentum and Inscription are the only two trims currently available, a sportier V60 R-Design is expected at some point in the near future, featuring special 18-inch alloy wheels, steering wheel-mounted paddle shifters, and slightly edgier interior and exterior design, while it will incorporate most of the same features offered in the Inscription. Likewise, the V60 will also be available with Volvo’s T8 Twin-Engine powertrain that uses a plug-in hybrid drivetrain to increase engine output to 400 horsepower while reducing fuel consumption considerably.

As it is, 2019 V60 Momentum and Inscription trims are available across Canada right now, so wagon lovers should make sure they head on down to their local Volvo dealer to partake. It certainly appears like the new V60 delivers a lot for its very reasonable asking price, and therefore should be a minor hit for the upwardly mobile Swedish luxury brand.

I don’t know about you, but I’m getting a bit weary of all the news saying that cars are dead and SUVs now rule the road. The fact is, well designed cars that deliver good value still have a strong…

New Car Reviews

2018 Lexus IS 300 AWD Road Test

I don’t know about you, but I’m getting a bit weary of all the news saying that cars are dead and SUVs now rule the road. The fact is, well designed cars that deliver good value still have a strong following in Canada, a point proven by the Honda Civic, Toyota Corolla, Mazda3 and Volkswagen Golf in the mainstream volume compact class and the Mercedes-Benz C-Class, BMW 3 Series, Audi A4, Acura TLX and Lexus IS in the compact luxury D-segment.

All of these cars actually grew their year-over-year sales in calendar year 2017, something that can’t be said about the Infiniti Q50 and Cadillac ATS. To be fair to Infiniti, when combining sales of its Q60 Coupe with the Q50, deliveries were actually up last year, which is also true for the IS and Lexus RC coupe, despite the latter being slow to move off dealer lots, while ATS sales numbers include both sedan and coupe models (like Mercedes does with its C-Class sedan, coupe and convertible), and showed a much deeper year-over-year decline.

Aiding last year’s IS series sales success was a dramatic refresh for the 2017 model year, this being the first significant update since this third-generation model was completely redesigned for 2014. F-Sport trim already boasted a fairly aggressive front fascia as seen in my 2014 and 2016 IS 350 F-Sport reviews, but last year’s update made it more akin to the RC F Sport, which left room to beef up the non-F Sport trimmed IS 200t and IS 300 AWD models.

The result is a look that might even be more eye-catching than the previous F Sport model, with Lexus’ trademark spindle grille growing in size, the headlamps reshaped to a simpler design and equipped with standard LEDs, and the lower front fascia now much bolder thanks to larger, deeper and considerably more pronounced corner “brake” ducts.

That these faux vents only look cool is a shame. Rather than forcing cooling air onto those brakes, these aero detractors actually create wind resistance, but it’s possible some increased downforce enhances high-speed handling.

The checkmark-shaped LED driving lights remain unchanged, as do the car’s swoopy bodyside panels the sweep upward in dramatic fashion before tapering off over the rear wheel cutouts, but the seemingly identical LED taillights receive new lenses and innards. Lastly, a slightly reworked matte black diffuser-like lower bumper cap features new angular tailpipes, doing their part to modernize the rear end design.

As noted in last year’s IS 350 AWD F Sport review, I’m not willing to say that Lexus’ bigger and bolder design departure necessarily translates into better, but some of the changes made are noticeable improvements, particularly inside where gorgeous new light on dark laminated wood inlays decorate the dash front and door switchgear panels.

The IS has always provided good perceived interior quality, with soft touch composites in all the expected places, nice tastefully applied metallic accents throughout, mostly high quality switchgear, and particularly good digital displays, despite this less expensive model not featuring Lexus’ fully configurable gauge cluster found in last year’s pricier alternative. Audi fans might find the look a bit cluttered, Lexus preferring an origami-inspired multi-angle interior design to match exterior styling, rather than anything organically grown. Consider it the Nakamichi Dragon of instrument panels, with lots of little buttons, knobs and toggles atop a hard-edged black metal and composite structure, the infotainment system’s unique albeit somewhat archaic joystick-style controller also seeming to try and take us back to the days of cassette decks and turntables.

If you used Lexus’ Remote Touch Interface in the past and haven’t tried it in a while, take note that it’s improved a lot. Side buttons for selecting functions were added a few years back, eliminating the frustration of having the joystick slip off course when pressing on top, and the system’s haptic response, which feels as if it’s locking onto a given link as the curser passes over, isn’t quite as grabby. Most people seem to like this setup better than RTI 2.0, which is a lower console-mounted touchpad design laid out in quadrants, this found on some other Lexus models, but I’d much rather have the display screen moved closer and a straightforward touchscreen installed. Toyota, Lexus’ parent company’s namesake brand, does a great job with its touchscreens, plus its new Entune system is fabulous (Lexus Enform, which is basically the same thing, is currently only available on the 2018 NX, RC, RC F, LS, and LC), so I’m looking forward to Lexus saying goodbye to all of these creative controllers and delivering a much simpler RTI 3.0 soon.

As noted the actual display is superb, and was upgraded from the standard 7.0-inch screen to 10.3 inches thanks to the addition of a $4,850 Luxury Package that also added accurate navigation and a single in-dash DVD player (yes, another throwback to yesteryear) to the infotainment system, plus 18-inch alloys on 225/40 front and 255/35 tires (replacing standard 17s that look a bit small on this car), adaptive cornering headlamps, a powered steering column, a heatable steering wheel rim, ventilated front seats, driver’s seat memory, auto-dimming side mirrors with memory, front and rear parking sensors, a powered moonroof, a powered rear sunshade, and blindspot monitoring with rear cross-traffic alert.

This was all added to my otherwise base IS 300 AWD, which other than a standard backup camera comes outfitted identically to the rear-wheel drive IS 300 (that strangely doesn’t have one), including the aforementioned LED headlamps that are also auto-leveling, plus proximity keyless access, pushbutton ignition, a leather-wrapped multifunction steering wheel, paddle shifters, rain-sensing wipers, a windshield wiper de-icer, a great looking analogue clock, filtered dual-zone auto climate control, 10-speaker AM/FM/CD/MP3/WMA audio, USB and aux ports, Bluetooth phone connectivity with audio streaming, satellite radio, Siri Eyes-Free, an auto-dimming rearview mirror, a HomeLink garage door opener, heatable eight-way powered front sport seats with vertically powered headrests and powered driver’s lumbar support, NuLuxe (pleather) upholstery, stainless steel scuff plates, and 60/40 split-folding rear seatbacks expanding on the smallish 306-litre (10.8 cubic-foot) trunk.

All IS trims receive the usual assortment of safety features as well, plus a knee airbag for both front occupants, rear side-thorax airbags, and finally the Lexus Safety System+ suite of advanced driver assistance systems, which adds a Pre-Collision System featuring forward collision warning with autonomous emergency braking, lane departure alert with steering assist, automatic high beams, and dynamic radar cruise control. The result of Lexus’ focus on safety is IIHS Top Safety Pick status, minus the best-possible “Plus” rating, while the NHTSA gives it a five-star safety rating with extra notes saying that it’s had zero complaints, zero investigations, and zero recalls.

Another difference between RWD and AWD IS 300 models is the chosen transmission, the RWD model getting a sophisticated eight-speed automatic and this AWD version making do with a less appealing (at least from a marketing perspective) six-speed autobox. The eight-speed unit includes quicker shifting Sport Direct Shift Control too, transmission technology originally designed for the IS F, although the six-speed is a Super Electronically Controlled Transmission (Super ECT), whatever that means. Suffice to say that one is built for comfort and one for speed, with the AWD model getting smooth, linear response to input, but not the fastest shift interval times.

This brings us to the real meat of the IS 300 RWD/AWD issue, the former actually being last year’s IS 200t with a new name. Isn’t that sneaky? The only difference between the 2017 IS 200t and the 2018 IS 300 is the badge on the trunk lid, being that both have identical 2.0-litre four-cylinder engines making 241 horsepower and 258 lb-ft of torque. Oddly, while the IS 300 AWD being tested here includes a carryover 3.5-litre V6, output has been bumped by 5 horsepower to 260, with torque remaining the same at 236 lb-ft. And yes you read that right, the little turbo-four makes an additional 22 lb-ft of torque, plus max twist arrives 350 rpm sooner within the rev range at 1,650 instead of 2,000. Both engines get direct injection and Lexus’ Dual Variable Valve Timing with Intelligence (VVT-i), and have a reputation for quality and dependability.

As you can likely imagine the smaller engine is better on fuel, its Transport Canada rating claimed to be 10.6 L/100km in the city, 7.3 on the highway and 9.1 combined, while the V6 gets an estimated 12.3 city, 9.1 highway and 10.9 combined.

While the base IS 300 seems like the better choice on paper, it will really come down to personal preference and/or price, with the RWD model starting at $41,050 and the AWD version hitting the road at $43,600, plus freight and fees of course, these prices found at CarCostCanada.com, along with important information about possible rebates and even invoice pricing that can save you thousands when purchasing.

Seat of the pants differences include a sportier, edgier, lighter weight feel from the IS 300 RWD compared to a smoother, more refined, and arguably more premium experience in the IS 300 AWD, with the latter also delivering a more satisfying exhaust growl. Still, while the AWD model comes across as a bit less enthusiastic, it’s nevertheless a sporty sedan that’s plenty of fun to charge down a deserted side road and throw into a fast-paced corner. You’ll be more likely to do that mid-winter in the AWD version as well, which might be reason enough to choose the 70-kilo (154-lb) heavier model—the IS 300 RWD weighs in at 1,625 kg (3,583 lbs) and the as-tested IS 300 AWD hits the scales at 1,695 kg (3,737 lbs).

Another alternative that deserves mention is the IS 350 AWD noted earlier. It remains at the top of this car’s trim echelon, hefting an identical curb weight to the IS 300 AWD and powered by the same 3.5-litre V6, yet making 311 horsepower and 280 lb-ft of torque. It starts at a reasonable $53,100 and comes standard with many of the same features that were optional on my IS 300 AWD tester, so it’s worth a look if you’ve got your eye on an IS.

Purchasing in mind, Lexus is no longer at the top of some third-party quality indexes, with the most recent 2018 J.D. Power and Associates U.S. Initial Quality Study (IQS) placing Hyundai’s luxury division Genesis in the lead and Toyota’s luxury division improving on last year’s best of the rest score (below average at 15th overall and sixth amongst 14 luxury brands) to eighth overall and fourth amongst luxury brands.

Keep in mind that J.D. Power “quality” factors are murky at best, being that quality has as much to do with complaints about owners’ difficulties using infotainment system interfaces as cars breaking down at the side of the road, yet an improvement of 11 points, which resulted in Lexus’ sole two-digit (99-point) score, makes it number one overall in the same firm’s 2018 Vehicle Dependability Study (VDS), which also means it’s no longer tied for first place with Porsche.

Consumer Reports annual reliability survey (fortunately renamed “Annual Report on Car Performance, Reliability, Satisfaction & Safety”) rated Lexus number one last year, but like J.D. Power, that lead was trumped by South Korea’s Genesis for 2018, with the Japanese brand actually falling all the way down to fourth behind Audi and BMW. This said the study includes experiential road test analysis from their own team of reviewers, information that is hardly data driven and therefore has nothing to do with reliability. There are other studies that rank Lexus first or close to it, especially when dependability is the core criterion being compared, so suffice to say it’s one of the safer bets when it comes to short and long term reliability.

As for resale values, the IS ranked second in the 2017 Canadian Black Book Best Retained Value Award’s “Entry Luxury Car” category, but it didn’t make the top three for 2018 (the ES ranked third in the same category this year). The Mercedes CLA was first, incidentally, a smaller car that doesn’t directly compete with the IS, while the Volvo XC70 was second, this being a discontinued crossover wagon that really can’t be considered entry-level luxury as it was sized larger and priced higher than the more comparative V60 Cross Country, their true entry crossover wagon. More specific to the IS, there’s no reason to think this 2018 model’s resale value will be any weaker than it was when it placed second last year.

After all, the 2018 Lexus IS delivers strong performance, impressive comfort, good quality, a wide assortment of features, a fairly long list of advanced safety systems, better than average expected reliability, and reasonable value when comparing it to similarly equipped German competitors. It’s one of the smarter choices in its class.

Infiniti gave its popular Q50 sport-luxury sedan a mid-cycle makeover for 2018, and while the refresh wasn’t overdue it was certainly welcome. Without the need to totally recreate Q50 styling that…

New Car Reviews

2018 Infiniti Q50 3.0t AWD Luxe Road Test

Infiniti gave its popular Q50 sport-luxury sedan a mid-cycle makeover for 2018, and while the refresh wasn’t overdue it was certainly welcome.

Without the need to totally recreate Q50 styling that most would agree was already attractive, the design team was freed to mildly tweak details. The changes include a slightly reworked version of the brand’s trademark double-arch grille that now offers more texture to its wavy mesh-patterned insert, plus muscled up character lines that now follow the upper outside corners of that grille across each side of the hood. Additionally, Infiniti revised the LED headlamps with a more animalistic eye-like design, and reworked the LED taillights at the polar end.

While all these updates help modernize the Q50’s look, the new model’s most noticeable changes were saved for its lower front and rear fascias, which now more clearly depict the trim line, or rather “grade structure” being offered.

On that note the 2018 Q50 is now available in Luxe, Signature Edition, Sport and Red Sport 400 grades. The latter two trims will be familiar to Infiniti faithful, although Luxe and Signature Edition are entirely new. Let’s be first to thank Infiniti for not using Limited or Platinum in the Q50 naming scheme, two of the most overused trim levels in the industry, after which we should give them a collective nod of approval for more visually separating each trim line to benefit those paying more to move up into a higher-end model.

To this end, Signature Edition and Sport grades offer performance-oriented exterior styling, while yet sportier visual upgrades join the model’s most potent 400-horsepower engine in Red Sport 400 trim. Items specific to the three upper grades include a more sharply creased front bumper and wider, lower air intakes, the corner vents edged in glossy black, while the rear bumper gets a bolder black diffuser embedded at centre, with a circular stainless steel exhaust tip at each corner. The Red Sport 400 gets a bit sportier still, with some glossy dark paint and body-colour two-tone detailing on the rear fascia, while the side mirror caps also feature a gloss black treatment, plus it includes a unique set of 19-inch alloys.

While all this is interesting and covered in depth as part of my previous 2018 Q50 Red Sport 400 road test, the model I most recently spent a week with is the more elegantly penned 2018 Q50 3.0t Luxe, which is essentially the Canadian-spec base trim upgraded with the more formidable 3.0-litre twin-turbo V6. This means, instead of the 2.0t turbocharged four-cylinder engine’s 2.0-litre displacement, 208 horsepower, and 258 lb-ft of torque, my tester’s mill produced 300 horsepower and 295 lb-ft of torque for much more pleasing response from takeoff, during highway passing manoeuvres, and everywhere else, plus improved quietness with less vibration for a greater sense of refinement, and lastly a wonderful engine and exhaust note.

It appears I’m not the only one voicing praises to this new mill, as the Nissan/Infiniti VR family of 3.0-litre twin-turbo V6 engines is following in the automaker’s former VQ V6 engine’s footsteps by once again becoming a 2017 Ward’s 10 Best Engines winner.

Like the 2.0t, the 3.0t engine comes mated to Infiniti’s in-house seven-speed automatic transmission and all-wheel drive, the latter system often praised by yours truly and other journos for its rear-biased nature and tenacious grip in both dry and inclement weather, while the Infiniti autobox (also used in Nissan’s 370Z) is a highly advanced bit of cog swapping kit that comes complete with dual transmission fluid coolers, Adaptive Shift Control (ASC) boasting an adaptive learning algorithm that senses a driver’s style and automatically adjusts shifting accordingly (upgraded with navigation-synchronized capability in upper trims), as well as a manual shift mode that helps you drive and sound like a pro thanks to Downshift Rev Matching (DRM).

It all sounds like race-spec equipment, but in the 3.0t Luxe these components are used to deliver creamy smooth, linear power from all over the boosted engine’s rev range, making it easy to manage in any situation. No doubt this is why Infiniti chooses not to offer steering wheel paddle shifters with this particular car, instead only including them with Sport and Red Sport 400 grades. This is a shame as the 3.0t’s formidable power and the car’s overall sporty nature deserve such hands-on engagement, but I made do with the lower console-mounted DIY shift lever when wanting to extract the most from the powertrain.

That’s when the Q50’s updated Rack Electronic Power Steering shows its advantages. This more sophisticated steering system, standard with the V6, is an upgrade over the 2.0t’s vehicle speed-sensitive hydraulic electronic rack-and-pinion power steering setup, in that it adds steering effort when the Q50’s yaw rate changes, and then adjusts to increase assistance when the wheels straighten. This isn’t the top-line Q50 drive-by-wire Direct Adaptive Steering system and doesn’t include the two Sport models’ fast-ratio setup either, but it nevertheless combined sporty responsiveness with wonderfully smooth control at high speeds, while it was ultra-easy to drive around town or within confined parking garages.

You can make adjustments through the lower console-mounted Drive Mode Selector, which modulates steering, suspension and drivetrain settings via Standard (default), Snow, Eco, Sport and Personal modes. All of this works wonderfully with the fully independent standard suspension, an aluminum-intensive design that combines front double-wishbones with a rear multi-link setup, along with Dual Flow Path shocks and stabilizer bars at both ends.

While performance is important in this class, fuel economy is becoming more of an issue due to rising pump prices. To this end Infiniti should be lauded for developing such a powerful engine that makes such a small environmental footprint, the as-tested Q50 3.0t AWD good for a claimed 12.4 L/100km city, 8.7 highway and 10.8 combined. Of course, the 2.0t AWD is thriftier still at just 10.7 city, 8.6 highway and 9.7 combined, and the as yet unmentioned Q50 Hybrid AWD better yet at 9.1, 7.7 and 8.5 respectively, but that’s a different story for another time.

Any talk about the Q50 interior I tested will shed light on changes made to the Hybrid, mind you, not to mention other grades within the range, starting with the redesigned steering wheel that looks and feels sportier than the outgoing version. It’s ideally shaped with well-placed, more defined thumb spats, plus its inner baseball-style stitching provides better grip. It also seems as if it’s finished in a higher grade of leather, while its spokes are thinner for a more sophisticated look, and the switchgear attached impresses as well. The shift knob is new too, with a more ergonomic design, nicer leatherwork, double stitching, and higher end detailing that even includes an Infiniti logo on top, although none of this will be new if you’d spent time in last year’s all-new Q60 sport coupe.

It only makes sense that changes made to the Q60 would find their way to a car that has always shared much of the Q50’s underpinnings and cabin detailing, and being that the two-door coupe thoroughly impressed us during our multiple tests you should be able to guess that the rest of our 2018 Q50 3.0t AWD Luxe tester’s cabin didn’t disappoint either. For instance, the four-door model gets double-stitched padded leatherette on the instrument panel, while this luxury-oriented grade features gorgeous maple hardwood inlays that look and feel more naturally genuine than previous attempts.

Additionally, my tester’s beautifully finished leather upholstered seats were some of the best ever installed in a Q50, likely due to Infiniti’s new “spinal support” design that ideally cupped the backside while comfortably supporting the upper legs. Their standard eight-way power-adjustability made it easy to get comfortable too, while the optional powered steering column and proximity-sensing key-controlled memory settings automatically reselected my ideal driving position on startup.

The leather upholstery is actually an exclusive 3.0t Luxe option, as higher grades come standard with leather and both Luxe 2.0t and 3.0t trims get standard leatherette seating surfaces like most of the Q50’s rivals, with additional standard kit including auto on/off LED headlights, LED fog lamps, LED brake lights, 18-inch alloys on 225/50R18 all-season run-flat performance tires, Scratch Shield self-healing paint, aluminum “INFINITI” branded kick plates, proximity keyless access, pushbutton ignition, rain-sensing wipers, an auto-dimming rearview mirror, a HomeLink garage door opener, Fine Vision electroluminescent primary gauges, micro-filtered dual-zone auto climate control, Infiniti InTouch infotainment with 8.0-inch upper and 7.0-inch lower displays, a rearview camera, Bluetooth phone and streaming audio, six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume, two USB ports, a heatable steering wheel, heated front seats, eight-way powered front seats, a powered moonroof, and more.

Moving up from the 2.0t to the 3.0t Luxe not only provides more power under the hood but also a handful of additional features such as remote engine start, Infiniti InTouch navigation that proved easy to operate and totally accurate, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text and vehicle info, power-adjustable lumbar support for the driver, and 60/40 split-folding rear seatbacks with a centre pass-through (which are optional on the base car).

The optional leather I spoke of a moment ago comes as part of the $3,500 Sensory ProASSIST package that also adds two-way memory for the driver’s seat, the upgraded power-adjustable tilt and telescopic steering column and the side mirrors, the latter items also enhanced with reverse dipping and auto-dimming capability, while the package also includes an Advanced Climate Control System (ACCS) with a Plasmacluster and Grape Polyphenol filter, a superb sounding 16-speaker Bose “Performance Series” audio system with advanced staging signal processing and CenterPoint 2.0 surround-sound, a very helpful Around View parking monitor with Moving Object Detection (MOD), always appreciated front and rear parking sensors, and a suite of advanced driver assistance technologies including Predictive Forward Collision Warning (PFCW), Forward Emergency Braking (FEB), Blind-Spot Warning (BSW), and Back Collision Intervention (BCI) with Cross Traffic Alert (CTA).

My tester also came with the $3,800 ProACTIVE package that adds an auto-leveling Adaptive Front Lighting System (AFS) that “bends” the headlights to improve night visibility around corners, High Beam Assist (HBA), Intelligent Cruise Control (ICC) with Full Speed Range, Distance Control Assist (DCA), Lane Departure Warning (LDW), Lane Departure Prevention (LDP) with Active Lane Control, Blind Spot Intervention (BSI), and Infiniti’s Eco Pedal. The only other option was $650 Asgard Grey paint, which when combined with everything else pushed the base Q50 2.0t AWD price of $39,995 before freight and fees up to $52,920, which is still an excellent value when compared to competitors with similar features. And by the way, I found all of my pricing info for the 2018 Q50 and its competitors on CarCostCanada.com, a great resource for car pricing and so much more.

I noted a number of improvements to the Q50 interior earlier, but neglected to mention that along with the stitched leather-like dash-top and instrument panel, Infiniti also finished the lower console sides in the same luxurious treatment, protecting inside knees as part of the process. They didn’t go so far as to add soft-touch synthetic to the mostly unseen lower instrument panel under the knees, which almost never comes in contact with anything and therefore is rarely upgraded, or for that matter the lower door panels that are done better by some D-segment competitors, but the glove box lid was given a dose of the good stuff for a nice upscale feel.

Possibly more important in this category are digital interfaces, and to this end I think Infiniti has an advantage over some of its closest rivals due to dual tablet-style centre stack infotainment touchscreens. A number of Q50 competitors are still held back by only offering old-school lower console-mounted rotating knobs, buttons, or touchpads. Infiniti still includes a beautiful knurled metal dial with a few surrounding buttons for those who’d rather get their info this way, but let’s face it, our world has become a lot more comfortable applying finger gestures directly to touchscreens, so kudos to Infiniti for being ahead of the curve in this all-important area and delivering an impressive interface as well.

Both vertically stacked Q50 displays are touch-capacitive, which allows easy use of multiple functions simultaneously, such as the top screen for navigation mapping and the bottom for audio control. Infiniti’s appropriately named InTouch system also lets driver and front passenger customize the car’s inner environment by storing detailed personal information for multiple drivers, such as memory seating and mirror positions, identifiable via individual proximity-sensing I-keys.

If I could fault the Q50 interior I’d have to point to the mostly analogue primary instrument package that, despite having a large, highly functional colour multi-information display at centre, doesn’t provide the wow factor of Audi’s optional Digital Cockpit or a number of other fully configurable TFT gauge clusters. It’s certainly bright, colourful and attractively laid out, while providing superb legibility day or night, but buyers in this class want the best and brightest, literally, so Infiniti will want to address this issue with something more cutting edge soon.

One small negative after a lengthy list of positives is a fair way to end this 2018 Infiniti Q50 review, but we should also take into consideration that anyone buying a near-base competitor won’t be enjoying a fully configurable TFT gauge cluster either. Such fanciful features are relegated to top-tier trims across the industry, and despite my tester’s bevy of standard features, impressive finishing and strong performance, this 3.0t Luxe trim is more or less base. For these reasons and more, I recommend you experience this car firsthand.

Volvo is in the final phase of a brand-wide makeover, ushering in a more distinctive design language highlighted by a contemporary version of its more traditionally rectangular grille that’s flanked…

New Car Reviews

2018 Volvo S60 T5 AWD Dynamic Road Test

Volvo is in the final phase of a brand-wide makeover, ushering in a more distinctive design language highlighted by a contemporary version of its more traditionally rectangular grille that’s flanked by signature Thor’s Hammer LED headlights, all resulting in a modernized look that delivers a more premium cachet.

This out with the old, in with the new brand metamorphosis has left few stones unturned, the V60 being the most recently revealed addition to an almost completely transformed lineup. The D-segment sport wagon hit the stage on March 6th at the Geneva motor show wearing stylish new duds, after first debuting on February 21st in is “natural habitat,” a suburban driveway in Stockholm, Sweden. That five-door model is expected at Volvo dealerships later this year, with a toughened up V60 Cross Country crossover version likely to appear simultaneously or soon after, so the similarly sized four-door sedan shouldn’t be too far behind.

In fact, Volvo has already confirmed the 2019 S60 debut this summer at its new $1B USD manufacturing plant in Berkeley County, South Carolina, which will produce the new sedan along with an additional model yet to be named. The S60 is an interesting choice of vehicle for U.S. production, being that SUVs rule North American roads, but the car should find a strong base of loyal supporters on this side of the Atlantic just the same.

Still, Volvo was smart to update its XC90 and XC60 first, as these two SUVs are its strongest sellers, not unlike every other premium brand. Car sales, on the other hand, are generally flat or sliding in the opposite direction. No doubt a redesigned S60 will help to boost the model’s numbers, much like the updated S90 did for yesteryear’s S80, but the hit to Volvo’s bottom line probably won’t be as dramatic.

Last year Volvo Canada sold just 361 S60/S60 Cross Country four-doors compared to 454 V60/V60 Cross Country five-doors, which while low numbers on both counts (by comparison the XC60 sold 2,315 units and XC90 2,650), the pair of V60s represented a 20-percent improvement over the two S60s. I doubt another four-door S60 Cross Country will ever materialize, as this reincarnation of the ‘80s AMC Eagle SX/4 (a.k.a. Spirit SX/4) has been an unsuccessful answer to a question no one outside of Volvo’s rather eccentric inner circle was asking, but either way the five-/four-door percentage lead will probably continue into the new model cycle (at least it has for the S90 and V90), and sales will no doubt grow for both.

To appreciate how recent the swing in buyer sentiment was toward the five-door V60 models, Volvo Canada sold more S60s than V60s in 2016, and the numbers were significantly higher at 657 to 627 units, while in 2014 when the V60 was introduced it found just 853 sales compared to the S60’s 1,063 deliveries. No doubt Volvo is targeting a return to four-figure annual S60 sales when the new model arrives, but until then the brand needs to highlight the current model’s attributes while knocking a few thousand off its suggested retail price.

To be fair, the 2018 S60 is already a very good value at $41,950 plus freight and fees, especially when factoring in its performance, refinement, and feature set. I think most will agree that it’s still an attractive looking car, its aerodynamically shaped front fascia filled with nice upscale details, its windswept four-door coupe-like side profile providing a sporty yet elegant shape, and its trademark Volvo taillights finishing the rear end design off nicely.

My T5 AWD Dynamic trimmed tester offers an even sportier theme featuring an R-Design lower front fascia, a subtle spoiler discretely perched atop the rear deck lid, an eye-grabbing grey and black diffuser-style rear bumper cap with circular exhaust pipes at each corner, and rounding out the look, aggressive looking 18-inch five-spoke diamond-cut alloys with black-painted pockets, while its standard Polestar Optimization upgrade made all of its outward dynamism inwardly relevant.

By that I’m not talking about the S60’s interior, which doesn’t feature any Polestar branding yet continues into 2018 as one of the more refined cabins in its compact luxury class. If you want your S60 interior modified with blue Polestar highlights along with other stylish upgrades, even including sportier exterior enhancements, a smoking hot 367 horsepower engine and significant suspension mods, you’ll need to pay $67,050 for an S60 Polestar and call it a day.

Instead, choosing mid-range Dynamic trim means the S60 T5 AWD comes standard with Polestar Performance Optimization for just $47,900 (you can get the same setup with the T6 AWD powertrain for $51,500), this maintaining the S60’s already formidable base engine output yet quickening on and off throttle response plus shift speed, increasing gear hold duration, performance-tuning the electronic stability control and ABS, plus more, while the turbocharged and supercharged S60 T6 AWD model gets a four-horsepower bump up to 310 ponies.

As noted, the S60 T5 AWD’s turbocharged 2.0-litre four-cylinder engine’s output remains unchanged at 240 horsepower and 258 lb-ft of torque, which while not quite as thrilling as the T6 off the line is nevertheless plenty capable all on its own. With 100km/h arriving in just 6.2 seconds from standstill and its top-speed set to 210 km/h, it will easily exceed posted limits at a much faster rate than you might be prepared for, whether zipping around town, stretching its legs on a curving backcountry road, or letting it fly on the highway.

If canyon carving is your thing I’d recommend opting for the $1,850 Sport package that increases alloy wheel size by an inch to 19s, lowers and firms up the suspension, adds paddle shifters behind the steering wheel spokes to extract the most from the S60’s already quick yet smooth shifting eight-speed automatic, and bolsters the front seats with a sportier design that comes complete with contrast-stitched black, beige or Beechwood leather.

Still, my non-Sport packaged model took to corners with confidence inspiring poise thanks to Volvo’s Dynamic Chassis setup and grippy torque vectoring all-wheel drive, albeit modern-day Volvos are never lacking when it comes to handling credentials. Its variable-assist electrical power assisted rack and pinion steering is direct and responsive, front MacPherson strut and rear multilink suspension stable yet reactive, and overall feel ideal for those seeking reassuring feedback without punishing rigidity.

Yes, the S60 isn’t as tightly sprung as some premium rivals, its ride/handling bias focused more toward the type of cosseting comfort that luxury buyers tend to prefer. This, combined with two of the plushest yet supportive front seats in the class, results in a car I could drive all day long without growing weary, which is saying something considering my all too regular lower back problems.

I previously referred to the S60 as a compact luxury sedan because the D-segment covers a lot of area, but generally it’s larger than the mainstream volume-branded compact class and smaller than a traditional North American-market mid-size four-door, which are sized closer to Euro E-segment cars like Volvo’s S90. While the S90 is considerably larger and more spacious inside, the S60 provides plenty of room for most body types and sizes.

My five-foot-eight medium-build frame certainly had no problem fitting inside with inches to spare in every direction, whether seated up front or in behind where its rear outboard seats provided nearly as much comfort and support as those up front, especially with the available heaters turned on, while rear materials quality and fit/finish is equal to the frontal seating area as well.

Everything above the waistline is made from high-quality soft-touch synthetics and leathers, with the doors even pliable down to their bottom panels. The lower dash and glove box are not, nor are the sides of the centre console, but such is the case for many in this class so it’s not an issue. What matters is all of the harder composites are nicely done, especially the floating centre console that’s always being one of my favourite Volvo design details. It’s filled with myriad dials and buttons like a high-grade albeit now classic Nakamichi stereo component, while the beautiful metal-edged dials are stunning.

This model gets piano black lacquer for the centre stack backing, which is much denser than the usual plasticky garnish found in competitors. It continues onto the door panels, while satin-silver trim surrounds the centre stack and decorates the doors as well as the steering wheel, the latter a nice, shapely, leather-wrapped design.

The S60’s fully configurable digital gauge package continues to show off Volvo’s early leadership in high-tech electronics, although the S60 doesn’t yet offer one of the large tablet-style centre touchscreen displays used in its recently redesigned models. Nevertheless its 7.0-inch display is serviceable enough with plenty of high-grade functions included, such as navigation with detailed mapping, audio/media system controls, phone set up, vehicle instructions, internet access, and a reverse camera you can choose to use even if the S60 isn’t backing up. The parking monitor even includes rearview zoom if you’d like to see something close up, while the regular camera includes handy dynamic guidelines.

Of course, dual-zone automatic climate control is standard, made better via Volvo’s Clean Zone air quality system, while over and above everything already mentioned the S60 T5 AWD Dynamic model’s features list is further enhanced with remote engine start, approach/puddle lamps, active bending HID headlights, headlight washers, LED daytime running lights, a laminated windshield, rain sensing wipers, an electromechanical parking brake, pushbutton ignition, heatable powered front seats with two-way powered lumbar support, three-way driver’s seat and side mirror memory, leather upholstery, an auto-dimming centre mirror, a powered moonroof, advanced voice control, Bluetooth phone with audio streaming, satellite radio, auxiliary and USB ports, front and rear parking sensors, Volvo On-Call (including remote start and vehicle tracking), blind-zone alert with rear cross-traffic alert, hill start assist, City Safety autonomous emergency braking, all the usual active and passive safety features, power-folding rear headrests, 60/40 split-folding rear seatbacks with a centre pass-through, and more.

The S60 also includes standard engine start/stop that shuts the engine off when it would otherwise be idling, this helping to reduce emissions and fuel consumption. Set to its most efficient driving mode the S60 T5 AWD is good for a claimed 11.0 L/100km in the city, 8.1 on the highway and 9.7 combined, while it saves even more by only requiring less expensive regular unleaded fuel.

My test model’s extras included $900 Crystal White Pearl metallic paint; a $650 Convenience package featuring power-folding auto-dimming side mirrors, high-level interior illumination, a garage door opener, a compass, and a grocery bag holder; a $1,350 Climate package with heated washer nozzles, a heated windshield, a heatable steering wheel, and heated rear outboard seats; plus a $1,600 Technology package that adds Adaptive Cruise Control (ACC) with Queue Assist and Distance Alert (DA), upping the total asking price to $54,415.

Not included were $135 rear window sunshades, a $1,500 Harman/Kardon premium audio upgrade with 12 speakers and 650 watts of power, and a $315 Protection package with four all-weather floor mats.

While I’m excited to get into the new 2019 S60 when it finally arrives, I can certainly understand why someone would want to take advantage of the deals to be had on the current model. The 2018 S60 is still an excellent car that’s highly competitive within its compact luxury segment, plus you’ll certainly be able to coax your local dealer into moving its already fair price downward significantly.

At first glance the move up from Audi’s A3 to A4 might not appear like a very big step, but don’t let the larger cars’ stylistic similarity trick you into thinking there’s little difference between…

New Car Reviews

2018 Audi A4 Sedan 2.0 TFSI Quattro Technik Road Test

At first glance the move up from Audi’s A3 to A4 might not appear like a very big step, but don’t let the larger cars’ stylistic similarity trick you into thinking there’s little difference between the two.

While the A3 is exceptionally well finished for its more compact luxury class, plus plenty sporty and nicely featured, the move up to the D-segment-sized A4 brings with it an entirely new level of spaciousness, luxury and performance.

For starters the 2018 A4 provides more interior space for driver and passengers, thanks to more front to rear legroom, greater width for shoulders, elbows and hips, and considerably more headroom, especially in back. With the driver’s seat positioned for my five-foot-eight frame I found more than six inches in front of my knees when seated behind, plus plenty of space for my feet, and about four inches remaining above my head. That means taller folk measuring six-foot-two and above should have no problem fitting comfortably in back.

Likewise, the A4 Quattro’s trunk is 90 litres larger than the A3’s at 480 litres, which is sizeable for its class and made even more accommodating via ultra-convenient 40/20/40 split-folding rear seatbacks. If you need yet more cargo capacity, the base front-wheel drive A4 allows for 490 litres of gear-toting space. The trunk is finished nicely too, with high quality carpeting up the sidewalls and on the seatbacks, plus chromed tie-down hooks at each corner.

Of course, you’ll find much more luxury and refinement inside the cabin, with expected D-segment upgrades including fabric wrappings for all roof pillars and soft-touch synthetics across the entire dash top and instrument panel, while unlike the smaller A3 both front and rear door panels receive high-grade pliable padded finishings from their topmost uppers to their lowest extremities.

That’s about it for plush plastics however, with the lower dash, glove box lid, and sides of the lower console disappointingly made from high quality textured harder composites. I can’t say this is par for the course as some others do this better, but Audi more than makes up for this slight shortcoming when it comes to digital interfaces and switchgear.

My top-line Technik tester meant that the Audi Virtual Cockpit came standard, an otherwise optional feature that’ll be sure to put a smile on any car enthusiast or tech zealot’s face. It’s a driver configurable TFT instrument cluster that provides clear resolution, superb graphics, wonderful depth of colour, and plenty of features, one of which simultaneously makes the centre-mounted multi-information display larger and surrounding digital dials smaller by pushing a steering wheel “VIEW” button, thus providing better visibility of key functions like the navigation system’s detailed mapping system. The Virtual Cockpit proves not all TFT gauge packages are created equal, with the A4’s my choice for best in class.

The 8.3-inch infotainment display atop the dash is excellent too, although there are many more segment challengers for top spot in this category. Audi’s display is the current en vogue fixed tablet style, standing on its own above the centre stack. Unlike most in the class, the MMI system only allows actuation via a console-mounted rotating dial with a gesture sensor on top, plus a set of surrounding buttons, whereas competitors are either adapting to direct touchscreen functions in conjunction with such secondary controls, or dropping the costly dials and buttons altogether.

I can understand why some owners wouldn’t want front passenger’s drive-thru-greased fingerprints mucking up the lovely display, but in reality the vast majority of us are so intrinsically connected to our smartphones and tablets that it’s only a matter of time before the A4’s secondary hardware is relegated to the past.

Of note, even Audi has already done so with its new 2018 A8, and after watching some video of that car’s incredible new infotainment system, and living with Volkswagen’s more intuitive new 6.5- and 8.0-inch touchscreens that allow tap, pinch and swipe gesture controls directly on the screen, not to mention finger proximity sensing capability, it’s a change that will certainly be welcomed across the entire Audi lineup. On the positive the current system incorporates Apple CarPlay and Android Auto smartphone connectivity, the former absolutely worth syncing up to and, no fault to Audi, the latter still needing more work.

While I’ve criticized the MMI system’s switchgear for existing at all, I can’t very well dis it from an execution perspective. It’s all top-tier componentry, finished in lovely anodized aluminum and substantive matte composites, much like the A4’s remaining buttons, knobs and toggles that are amongst the industries best. I especially like the artfully designed auto climate control interface, while the metal and leather T-shaped shifter is as much a monument to good industrial design as the beautifully thin spokes of my tester’s S Line Sport package enhanced flat-bottomed steering wheel.

These two driver-machine interfaces connect through to a wonderfully reactive drivetrain and chassis, the A4 amongst the D-segment’s most enjoyable four-door sport sedans thanks to strong yet smooth straight-line performance and superb handling dynamics combined with ample comfort. The numbers for the all-wheel drive Quattro model read 252 horsepower and 273 lb-ft of torque from a 2.0-litre direct-injection turbocharged four-cylinder, which doesn’t make the A4 quickest in its class yet still provides plenty of jump off the line.

The German carmaker mixes this top-line engine with a six-speed manual or its recently redesigned seven-speed S Tronic dual-clutch automatic, which delivers ultra-quick shifts and smooth, linear operation, this latter transmission standard with the base front-wheel drive A4. That entry model makes do with 62 fewer horsepower and 37 less lb-ft of torque resulting in a 7.4-second jog to 100km/h instead of the Quattro model’s 6.0-second sprint, but it’s a smart choice for those wanting a more leisurely, luxury-oriented ride with a focus on fuel economy.

The base engine is good for a claimed 8.6 L/100km city, 6.4 highway and 7.6 combined, which is excellent for its class, while the more potent powerplant and six-speed manual combination gets a rating of 9.9 city, 7.1 highway and 8.7 combined, and as-tested auto/AWD combo 10.0, 7.0 and 8.7 respectively.

Quattro AWD hooks the A4 up nicely at takeoff, even when soggy or snowy weather hampers road conditions, while standard steering wheel paddles add that critical level of engagement that buyers in this class crave. Despite not being the most powerful in its category, the A4 is one of my favourites to drive. It’s deceptively quick, while its compliant suspension defies its accomplished road holding. The A4 might just deliver the best balance of performance and comfort in the entire D-segment, while its well-insulated cabin ensconces driver and passengers in a hushed, calming environment benefiting further from a near industry best 0.23 coefficient of drag, its peaceful quietness only interrupted by the occasional high-revving mechanical note, sporty exhaust blip, or if suited up in Technik trim, superb 755-watt 19-speaker Bang & Olufsen 3D sound quality.

Technik features not yet mentioned include power-folding side mirrors, a 360-degree Top-View surround camera, ambient lighting with custom colour selection, rear cross-traffic alert, Audi Side Assist that detects approaching vehicles from both sides and behind, Pre Sense Rear pre-collision that warns of potential problems coming from behind, an exit warning system that alerts of traffic or bicycles coming from behind when opening your door, and Audi connect assistance and security services, which is an impressive load of features for just $50,200 with the manual or $51,800 with the auto.

My test car’s gorgeous set of 19-inch five-spoke V-design titanium-finish alloy rims on grippy 245/35 performance rubber was a clear sign of its $1,700 S Line Sport package, which along with items already mentioned includes a sport suspension with a 23-mm drop in ride height, S Line stainless steel doorsills, stainless steel pedals, unique S line interior trim with brushed aluminum inlays, front sport seats with powered lumbar for the front passenger, and a black headliner, while Audi also added $800 ventilated front seats.

The A4 Technik pulls plenty of other features up from lesser trims, including full LED headlights with auto high beams and automatic leveling, proximity access, a heated steering wheel, auto-dimming side mirrors, driver’s seat and side mirror memory, a universal garage door opener, the larger infotainment display and MMI touch controller, a rearview camera, front and rear parking sensors, a foot-activated trunk release and more from $43,500 mid-range Progressiv trim, and S Line exterior styling, fog lights, pushbutton ignition, an electromechanical parking brake, rain-sensing wipers, an auto-dimming rearview mirror, tri-zone auto climate control, satellite radio, leather upholstery, eight-way power-adjustable heated front seats, four-way powered driver’s seat lumbar, a power moonroof, an aerated glove box, tire pressure monitoring, Audi pre sense basic, Audi drive select, all the usual active and passive safety equipment, and much more from $39,600 base Komfort trim.

Safety in mind, Audi offers a $2,100 Advanced Driver Assistance package featuring adaptive cruise control with stop-and-go, active lane assist, Audi’s pre sense front and pre sense city automated braking systems, traffic congestion assist and traffic sign recognition, all of which qualify it for an IIHS Top Safety Pick rating, while the NHTSA gave all A4 trims a best-possible 5-star safety rating, and further noted it has zero recalls, zero investigations, and zero complaints.

Zero complaints: Yes, that’s how I’d sum up my test of this 2018 A4 Quattro too. Perfect? Not quite, but it’s easily one of the nicest sport-luxury sedans on the compact luxury market.

In today’s SUV-crazed world it’s getting harder and harder to hawk sedans, even by premium brands. The compact D-segment, which appeared impenetrable just a couple of years ago, saw every single model…

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New 2018 Acura TLX revs up premium D-segment with stylish new look

In today’s SUV-crazed world it’s getting harder and harder to hawk sedans, even by premium brands. The compact D-segment, which appeared impenetrable just a couple of years ago, saw every single model less Audi’s A4 lose market share from the 2015 calendar year through 2016. That list includes BMW’s mighty 3 Series and Mercedes’ equally strong C-Class, plus Acura’s TLX that outsells all non-German contenders.

While far behind BMW and Mercedes on the D-segment sales chart, Acura came close to matching Audi at the close of 2015, the TLX’ first full year, with 5,075 sales compared to 5,461 for the A4, and the four-ringed German brand was able to boost its numbers by including A4 Allroad crossover wagon deliveries. More importantly, the TLX blew away its Japanese rivals with Lexus only selling 3,401 IS sedans and Infiniti just 3,295 Q50s.

Still, as calendar year 2016 ended the entire D-segment had slowed considerably, with the TLX accounting for just 4,137 sales (compared to 3,033 IS sedans and 2,969 Q50s), while by the close of Q2 2017 its numbers had fallen further to 1,818 units compared to 2,082 after the first six months of 2016 (although still ahead of the IS at 1,607 and Q50 at 1,131), which means the dramatically refreshed 2018 model couldn’t come soon enough.

TLX sales are looking more positive since the new model went on sale June 1, with a monthly total of 391 units compared to 348 during the same 30 days last year. What’s more, this new high resulted in the TLX’ best June ever. Of course, judging the full impact of the updated model will take more time, but it has certainly started off on the right track.

In the TLX’ corner is a dramatic mid-cycle refresh that gives the car a fresh new look, its Acura Precision Concept-inspired “diamond pentagon grille” making the biggest visual statement. Its sharply chiseled appearance should look familiar, as the ultra-popular 2017 MDX crossover SUV received its version first.

The bold new grille is underscored by a complementary lower front fascia, which either comes to a body-colour point at centre or gets filled with a wide engine vent featuring a sporty honeycomb mesh insert. The 2018 TLX’ hood gets more sharply sculpted creases, whereas the front fenders have been reshaped to meld cleanly into the new front styling. Milder changes down each side and in the rear finish off the look, while all models now sport dual exhaust ports.

The sportier lower fascia just mentioned is exclusive to the new A-Spec variant that adds yet more visual drama due to a unique matte-black grille insert, a dark appearance for Acura’s signature five-lamp Jewel Eye LED headlights, unique black honeycomb mesh bezels for the circular LED fog lamps, body-colour rocker extensions down each side, “smoked” LED taillights, and an aggressive black diffuser below the rear bumper, housing bigger four-inch dual exhaust finishers.

The A-Spec also replaces the regular model’s chrome trim with matte black side window surrounds and dark chrome around the front grille, making the latter look larger in the process, while bright chrome trim is deleted from the front fascia and the usual body-colour rear deck lid spoiler gets a glossy black treatment. Acura rounds out the A-Spec design with a set of menacing looking twinned five-spoke Shark Grey 19-inch alloy wheels on Michelin Primacy 245/40R19 tires, in place of the more luxury-oriented model’s bright machine-finished multi-spoke 17-, 18- and 19-inch rims mounted on more modest rubber. As a finishing touch, A-Spec badges are added to the front fenders and rear deck lid.

“We’re enhancing the already outstanding dynamic performance of the Acura TLX by carrying our Precision Crafted Performance direction through to the exterior design,” said Gary Gill, Senior Manager Acura Sales and Marketing. “The addition of the new A-Spec further advances the TLX to a more distinctive position in the segment and enhances its appeal to a more performance oriented buyer.”

Acura retuned the A-Spec chassis to match the uprated wheel and tire package, with a focus on electric power steering and damper settings, whereas SH-AWD-equipped cars also incorporate a quicker, more responsive steering ratio, stiffer spring rates, and a thicker rear stabilizer bar.

Additionally, the A-Spec model gets a sportier interior that includes an exclusive leather-wrapped steering wheel with a thicker rim and an A-Spec badge, bright red needles and indices for the primary gauge cluster, brushed aluminum-look trim for the instrument panel and lower console edges, red ambient LED light piping under the inlays, along the edges of the lower console, and within the cupholders, a black headliner and roof pillars, plus heavily bolstered front seats featuring contrast stitching and piping.

All 2018 TLX models will benefit from Acura’s completely redesigned ODMD 2.0 dual-screen infotainment interface, which is claimed to include “more intuitive menus and command structures.” The old resistive touchscreen has been replaced by a new 7.0-inch capacitive version, with 30-percent quicker response times plus Apple CarPlay and Android Auto compatibility.

What’s more, every new 2018 TLX receives a standard suite of AcuraWatch advanced driver-assistance systems (ADAS) including Forward Collision Warning, Collision Mitigation Braking, Lane Departure Warning with steering wheel haptic feedback, Lane Keeping Assist, and Road Departure Mitigation, while blindspot monitoring with rear cross-traffic alert is optional.

Two engines are available, including a base 16-valve, DOHC, direct-injection i-VTEC 2.4-litre four-cylinder that makes 206 horsepower and 182 lb-ft of torque and drives the front wheels through an eight-speed dual-clutch automated transmission with Sequential SportShift manual mode and paddles on the steering wheel, the latter component benefiting from standard Precision All-Wheel Steering or P-AWS, while an optional 3.5-litre V6 puts 290 horsepower and 267 lb-ft of torque through all four wheels via a conventional nine-speed automatic with manual-mode and paddles.

As per usual in the luxury class, pricier premium unleaded is recommended for both engines in order to achieve best possible performance and fuel economy, but they’re reasonably efficient with five-cycle ratings ranging from 10.0 to 10.2 L/100km in the city, 7.1 to 7.4 on the highway, and 8.7 to 8.9 combined for the four-cylinder FWD model, or 11.4 to 12.0 L/100km city, 7.7 to 8.2 highway, and 9.8 to 10.3 combined for the V6-powered SH-AWD model.

The 2018 TLX undercuts most of its competitors with a starting price of $35,990 plus freight and fees, while SH-AWD models start at $40,990. The new A-Spec package can be had for just $42,190 when fitted to four-cylinder FWD trims, whereas the TLX A-Spec SH-AWD models start at $47,390.

I’m always fascinated by how different the Canadian market is from our friends to the south. We speak the same language (accents and colloquialisms aside), watch most of the same TV shows and films…

In Our Garage

2017 Lexus IS 350 AWD F Sport

I’m always fascinated by how different the Canadian market is from our friends to the south.

We speak the same language (accents and colloquialisms aside), watch most of the same TV shows and films (albeit skewed more towards all things hockey), and listen to much of the same music on the same brands of TVs, tablets and phones, buy most of our clothes from the same popular branded stores, and eat at many of the same fast food restaurants (although you can’t get poutine or a McLobster at McDonald’s U.S. locations), yet we still have unique national traits that show up in the types of things we purchase.

Canadians tend to like hatchbacks, wagons and minivans more than Americans, and when we opt for four-door sedans we lean more towards smaller sport models than larger luxurious ones. Take Lexus, for instance. In the U.S. the mid-size front-wheel drive ES has long been one of the most popular luxury sedans in existence, more than doubling IS sales in 2012 and selling tens of thousands more every other year.

Here in Canada, however, the IS is the Lexus sales leader, albeit not at such a wide spread. Last year Lexus Canada sold 3,033 IS series sedans compared to 2,153 ES models, whereas the year prior it found 3,401 customers for the IS compared to 2,305 for the ES. The IS’ best year was 2014 when it sold 3,945 units, while you’ll need to go way back to 2007 to find the ES’ best sales results of 4,251 deliveries.

While I like the ES 350 and ES 300h, my feelings are more lukewarm than anything remotely fiery hot. It’s an excellent car from a mid-size family sedan perspective, but exactly how much better it is than any of the large mainstream volume-branded flagship models such as Toyota’s own Avalon, Nissan’s Maxima, Chrysler’s 300, Chevy’s Impala, Buick’s LaCrosse, and Kia’s Cadenza is difficult to surmise. The IS, however, has nothing from the lower class to compare it to.

Perhaps Kia’s upcoming Stinger will measure up premium status, but for the time being we can only draw comparison to D-segment sport-luxury car leaders like BMW’s 3 Series,

Mercedes’ C-Class, Audi’s A4, Acura’s TLX, Infiniti’s Q50, Cadillac’s ATS, Volvo’s S60, Jaguar’s XE, and Alfa Romeo’s new Giulia, if I ever get my hands on one. In this way it’s a true premium product, unlike the ES that only really competes with Lincoln’s MKX and Buick’s Regal or LaCrosse in the near-premium sector.

As for where the IS stacks up against those German, Japanese, American, Swedish, British and Italian competitors, Lexus can feel pretty good with its fifth place amongst 11 direct rivals (I included the Buick Regal due to its size). The only non-German car to beat it is the TLX, while the Q50 remains just behind nipping at its rear tires.

I don’t necessarily want you to read performance into that last comment, as the Q50 is now the get-up-and-go leader amongst Japanese entries when kitted out in top trim. That would be the 400 horsepower Q50 Red Sport 400, that crushes the top-line 290 horsepower TLX as well as this top-tier 306 horsepower IS 350 (the mighty V8-powered IS F no longer part of Lexus’ “F” performance branded lineup).

Amongst the Germans, you’ll need to move up to the 354 horsepower S4 to get near the Q50’s highest level of boost, as the top-line A4’s 252 horsepower four won’t light a fire under any serious stoplight warrior, whereas BMW’s 340i now makes a heady 320 (but if feels like so much more), while Mercedes’ C 43 AMG sizzles with 362 horsepower.

To keep you from bothering me with emails, the quickest non-Quadrifoglio Giulia makes 276 horsepower, the fastest non-Polestar S60 puts out 302 horses, the speediest non-V ATS puts out 335, and the hottest XE maxes out at 340; I’m not even going to go into the M3 and V8-powered AMG. So, to make a short story long, the IS 350 doesn’t pull in its buyers on performance alone.

In fact, while 306 horsepower and 277 lb-ft of torque is nothing to be shy about, nor its bettering the already enjoyable IS 300 by a significant 51 hp and 41 lb-ft, its six-speed automatic is no more advanced than the ES 350’s identically cogged autobox. Where it deviates is in its aforementioned smaller size and rear-wheel biased standard all-wheel drive layout. I’ll delve into its overall driving dynamics in an upcoming review, so for now we’ll leave its drivetrain specifics at that.

Hard to believe but I drove the original IS 300 soon after its 1998 launch, and was on the press launch for the second-generation 2006 model in Toronto, where we put it through its paces on a makeshift autocross course at the old Downsview Airport, owned by Bombardier incidentally. That was a breakthrough car for Lexus, but other than the sensational 416 horsepower IS F I mentioned earlier and tested in the spring of 2008, that second-gen car doesn’t come close to measuring up to this third-generation model.

This latest IS was introduced in 2013 as a 2014 model, and thanks to dramatic styling and dynamic performance has garnered more fans than ever before. This year marks the current third-gen’s mid-cycle update, which includes subtly reworked styling from front to rear. Following a pattern already set out by its siblings, the front grille grows in size, especially in F Sport trim, as do new larger air intakes integrated into a totally reworked lower fascia. These details are even more pronounced in F Sport trim thanks to a glossy black grille surround and side vent strakes, these matching the grille and vent inserts ideally.

The checkmark LED driving lights remain unchanged, but the headlamps above truly catch the eye as they get a totally new shape and inner assembly, whereas the LED taillights are identically shaped yet receive new lenses and innards. A new lower fascia incorporates a new matte black diffuser style cap and new angular tailpipes, this latter upgrade winning my wholehearted approval.

I’ll give you my honest opinion about changes up front in my upcoming review, but suffice to say bigger and bolder doesn’t necessarily translate into better. That said some changes inside are nice, including new “hairline” instrument panel trim and a gorgeous analog clock.

As for feature details, the F Sport package mentioned earlier is the Series 2 version, which comes standard with the $53,350 IS 350 (it’s optional on lesser IS models). It boasts the previously noted styling enhancements as well as unique 18-inch alloys on 225/40 front and 255/35 rear tires, an adaptive variable suspension, an LFA supercar-inspired fully configurable colour TFT primary gauge cluster, a heatable three-spoke F Sport leather-wrapped multifunction steering wheel, an F Sport shift knob, scuff plates, F Sport performance seats, heat and ventilation for those front seats, auto-dimming side mirrors, a massive 10.3-inch infotainment touchscreen with navigation, a single in-dash DVD, remote control, satellite radio, USB and aux ports, Siri-Eyes-Free, a powered sunroof, blindspot monitoring with rear cross-traffic alert, and more.

Other features pulled up from lesser trims include aluminum sport pedals, an auto-dimming rearview mirror, filtered dual-zone auto climate control, a reverse camera with active guidelines, eight-way powered front seats, rear seat heater ducts, all the usual active and passive safety features, and more.

Of note, standard with on all IS trims for 2017 are LED headlamps with automatic high beams, rain-sensing wipers, dynamic radar cruise control, and other Lexus Safety Sense+ features such as a pre-collision system and lane departure alert with autonomous steering assist, which would all come together to earn a best-possible IIHS Top Safety Pick Plus rating if it weren’t for a merely “Acceptable” rating for its small overlap front crash test and another “A” for its headlights. It scores best-possible “Good” marks in every other category, and a “Superior” rating in the area of Crash Avoidance and Mitigation under front crash prevention. Being that most other Lexus models earn top IIHS marks, they’ll want to modify whatever needs fixing in order to make this car qualify.

Not safety related, unless trying to find your way, finding the optimal driving position, or getting the sun off the necks of rear passengers, my Atomic Silver painted tester included the reasonably priced $1,300 upgrade to the F Sport 3 package that added a 15-speaker Mark Levinson audio upgrade and a powered rear window sunshade.

I’ll go over all-important driving dynamics in my upcoming road test review, plus talk about styling, interior materials quality and refinement, roominess, how all the features work, and more. Stay tuned…

News & Reviews- Tag: D-segment

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