
Now this is my kind of ride. All the seating roominess and active-lifestyle cargo capacity of an SUV combined with the lower ride-height and better handling of a sport wagon, not to mention drop-dead gorgeous styling, the A4 Allroad has it all.
OK, Audi has raised its suspension beyond the regular A4 sedan and previous A4 Avant, this being an Allroad, which I might add was the name given to the coveted four-ringed brand's first crossover vehicle that entered the scene in '99 atop the larger A6 platform, a model that's still going strong in other markets, but the more compact D-segment A4 Allroad is better suited to Canada's small car appetite while its slightly taller ride height and four-wheel Quattro traction complements our colder climate ideally as well.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As you can probably tell the Allroad still sits lower than the Q5 that shares its MLB platform with the current A4 sedan and A4 Avant, the latter a five-door wagon that as mentioned is no longer available in our market. The Allroad essentially replaced the Avant back in 2012 for the 2013 model year when the rest of the A4 line received a mid-cycle upgrade. It still rides on the brand's eighth-generation B8 platform architecture, so enjoy it while you can because an entirely new B9 will soon be upon us.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I've seen the upcoming A4 sedan and while it's gorgeous the current A4 Allroad is still a very elegant looking five-door. It includes the A4's usual LED-enhanced headlamps, albeit these bookending a unique bright chromed waterfall grille that hovers above an aluminum-look brush guard undertray that I'd certainly hate to scratch on any untoward rocks or stumps. Medium grey body-cladding bisects the two metallic elements before wrapping around a set of circular fog lamps ahead of arcing over each wheel as it continues its rearward path, my tester filling each rounded cutout with upgraded triple five-spoke alloys on Dunlop SP Sport Maxx GT 245/40ZR19s for a thoroughly rich yet rugged looking little wagon. Additional touches include aluminum-look rocker mouldings and the same brushed alloy for the roof rails, while a large aluminum-finish rear valance framing big chrome-tipped dual exhaust pipes puts a classy cap on the rear end design. It's a sweet looking low-riding crossover, especially in metallic black. And this example isn't even top of the line.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Inside, it boasts black leather upholstery and patterned aluminum inlays, lots of additional brushed aluminum trim and, of course, the A4's superb quality materials plus excellent fit and finish. Nice details include a race-inspired flat-bottomed leather-wrapped sport steering wheel with paddle shifters, fabulously supportive and comfortable powered leather sport seats with four-way lumbar support on the driver's side, three-way heatable seats that really sizzle in their top temperature, a sunglasses holder in the overhead console that's ideal for your Audi Sport Gloryfy shades, plus a reverse monitor with active guidelines so you don't scratch the R8 in your adjacent stall, as well as a very effective navigation system, an open and airy panoramic sunroof, and Audi Drive Select with Auto, Comfort, Dynamic and Individual modes. As you might have suspected I left it in Dynamic, which is Audi-speak for sport mode.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
This way I was able to make the most of the Allroad's turbocharged and direct injected 2.0 TFSI four-cylinder engine, this being the base engine for the A4 line albeit amply potent with 220 horsepower and 258 lb-ft of torque mated to a quick-shifting eight-speed automatic that connects through to Quattro all-wheel drive, a combination that results in a 6.6-second sprint to 100km/h and speed-limited terminal velocity of 209 km/h (130 mph). That's about a half-second quicker to 100km/h than the aforementioned Q5, incidentally, the 1,765-kilo (3,891-lb) Allroad about 90 kg (200 lbs) lighter, so needless to say I found there was more than enough output for spirited acceleration and even more so for highway passing performance, where the Allroad truly shines. Don't get me wrong, as it's sublime on a sinuous side road as well, the slightly higher riding wagon hardly feeling much different than an A4 sedan when pushed hard through complex curves despite coming standard with an off-road suspension, its extra wheel travel actually helping over bumpy sections that could otherwise upset a stiffer undercarriage, while no matter the road surface being covered, gravel included, the Allroad delivers a decidedly smooth and comfortable ride.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
This versatility comes from a five-link double-wishbone front strut suspension assembly and trapezoidal link rear setup that's directed via speed-dependent electromechanical power steering; electronic traction and stability control managing any situation that overwhelms the mechanical components, while braking is strong thanks to ABS-enhanced dual-circuit, diagonally-split four-wheel discs with electronic brake-force distribution, emergency brake assist, and brake disc wiping.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
While I'm talking features, the Allroad, which starts at $47,300 plus freight and dealer fees, includes a wealth of standard convenience and luxury kit such as auto on/off bi-Xenon HID headlamps with dynamic auto headlight-range adjustment and washers, separate LED daytime running lamps, fog lamps, LED taillights, high-gloss exterior window surrounds, dark tinted rear glass, unique "allroad quattro" branded aluminum doorsills, an interior lighting package, rain-sensing wipers, an electromechanical parking brake, heatable powered side mirrors, powered windows with auto up/down all-round, a tilt and telescopic leather-wrapped three-spoke multi-function steering wheel, cruise control, a multi-information display ahead of the driver, powered front seats with fore/aft, height, angle of seat cushion and seatback plus four-way powered driver's seat lumbar support, leather upholstery, trigon aluminum inlays, three-way heatable front cushions, a rear centre armrest with integrated cupholders, dual-zone automatic climate control, Audi's MMI infotainment system, 10-speaker AM/FM/CD audio with auxiliary and USB plug-ins, satellite radio and Bluetooth phone connectivity with audio streaming, the Audi Music Interface, an alarm, a panoramic glass sunroof, a powered tailgate, and more, while previously noted Audi Drive Select has also been made standard this year.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
You'll need to add an $1,100 Convenience Package to get proximity-sensing passive access with pushbutton ignition in Komfort trim if you appreciate the convenience of this feature as much as I do, while this upgrade also features a powered front passenger seat, an auto-dimming rearview mirror with an integrated compass, and rear parking sonar, the latter two new for 2016.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The Convenience Package came standard in my tester's Progressiv trim, which also includes unique 18-inch five-spoke alloys, a colour multi-information display, driver's side memory, auto-dimming side mirrors, a Homelink universal garage door opener, tri-zone automatic climate control, navigation, and the Audi Parking System with a rearview camera.
On top of this my Progressiv loaner included an optional $1,500 Sport Package that added the 19-inch alloys, flat-bottom steering wheel and sport seats noted earlier, plus a black roofliner. Audi added a $200 standalone Homelink garage door opener to my test car too, as well as $890 Mythos Black metallic paint bringing the total to $55,985 plus freight, which in my opinion is quite reasonable for such a stylish, nicely finished, well-equipped CUV.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I should mention you can get more, top-line Technik trim adding the universal garage door opener as standard equipment, plus adaptive headlights with cornering capability, an upgraded Bang & Olufsen audio system, heatable rear outboard seats, and Audi Side Assist, while additional standalone upgrades across the line include painted bumpers for $1,300, a load-securing system for the roof rails at $200, adaptive cruise control for $1,700, adaptive headlights with cornering capability for $300, rear side-impact airbags for $500, tire pressure monitoring for $350, rear window sunshades for $300, fine grain natural ash or dark brown walnut inlays for $500, Beaufort oak inlays for $700, and a ski bag for $250.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
What might be most impressive to those unfamiliar with Audi wagons and crossover SUVs is the attention paid to cargo area details, including my tester's beautifully finished ribbed stainless bumper protector, the deep rich carpets on the cargo floor and sidewalls, stylish yet robust chromed metal tie down hooks, and what is easily the most sophisticated cargo cover on the planet, that slides up and out of the way or retracts ahead of being removed fully if required. The rear seats fold 60/40, which was my only disappointment with the car. Rather than maximizing passenger/cargo flexibility with a 40/20/40 rear seating configuration like Audi did with the Q5, the Allroad gets the same seatback design as the A4 sedan that ultimately limits its possibilities. I could live with it of course, but it could be so much better.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
An all-new A4 Allroad based on the B9 platform will be arriving next year, and while this updated model has my curiosity piqued I certainly wouldn't hold off buying today's version if in the market. It's a well-proven product that delivers at a very high level of functionality, luxury, performance, safety and economy, the NHTSA having given this year's model a 5-star crash test rating, while Audi claims an efficient five-cycle EnerGuide fuel economy rating of 11.2 L/100km city, 8.4 highway and 9.9 combined. On top of all that its design still looks fresh and oh-so good. Truly, the A4 Allroad has it all.
Show Full Review

How do you make a very good thing better? In the auto sector's mid-size sedan segment just add a gasoline-electric hybrid drivetrain and start collecting the kudos. It's obviously not so easy or every manufacturer would have done it, not to mention the many that tried and had limited to zero success would've instead been reaping rewards instead of lamenting losses. Wisely, Hyundai started slower than some of its rivals, its first attempt at a Sonata Hybrid arriving in February of 2011. The car did fairly well as far as HEVs go, Hyundai's advanced Blue Drive powertrain boasting preferred full-hybrid technology with an EV mode that let owners drive around at low speeds under full-electric power, this possible due to a powerful electric motor supported by a more advanced lithium polymer battery instead of the antiquated nickel-metal hydride units its closest rivals were using. At least as importantly as this advanced tech and the impressive fuel economy that went with it, the final 2015 model five-cycle EnerGuide rated at 6.6 L/100km city, 5.9 highway and 6.3 combined, the Sonata Hybrid looked better than the regular Sonata thanks to a deeper more premium grille design and some other nice details that dressed up exterior and interior styling. It could be argued that the same holds true for the all-new 2016 model.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
At least I like the new Sonata Hybrid's styling more than the regular Sonata, once again mostly because its grille is bigger, bolder and a bit more unique. The car's nicely detailed combination projector headlamps are craftily designed with unique graphics, a highlight of all Sonatas being a strip of metallic brightwork up top that visually blends into chrome beltline mouldings that stretch to the rear quarter windows before wrapping up and around the greenhouse and then back down the A-pillars to meet up close to where they started. Back up front, an attractive set of LED driving lights look sharp within chrome bezeled faux brake vents just below those headlights, while base Hybrid plus Hybrid Limited and Ultimate models incorporate similar chromed bodyside mouldings to the conventionally powered Sonata in top-line Ultimate trim.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Unique to the Hybrid Limited and top-line Hybrid Ultimate, however, are aerodynamically flat stylized five-spoke 17-inch silver alloys with grey painted pockets on 215/55R17 Michelin rubber, which suit the car's sporty yet elegant design well. The trunk lid on all Hybrid models gets a small but noticeable spoiler whereas the bumper is capped off with a matte black diffuser style valance, while in between both are apostrophe-shaped taillights infused with LEDs for a highly complex, sophisticated look, especially alluring at night. It's a good looking car, bold up front and understated in back while suitably inoffensive all-round, and as it turns out the changes weren't only about pulling eyeballs, proven by the Hybrid's industry-leading 0.24 coefficient of drag.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All the better to enjoy the drive, which is set up for quiet comfort first and foremost, although it's plenty capable through the curves. I tested it to make sure, first adjusting its standard Drive Mode Select system to Sport, which firmed up steering effort, quickened throttle response and allowed the Shiftronic manual mode-enhanced six-speed automatic to delay shifts so as to let the engine rev higher, and headed to a regular haunt that meanders along a lazy local river, providing plenty of long sweeping corners and tighter more complex curves that combine with less than ideal pavement to really test a car's ability at managing extremes while keeping driver and occupants comfortably at ease. The Sonata Hybrid is no Genesis Coupe, of course, but it held its own through the more aggressive sections, hardly hinting at the broken pavement and crumbling edges bordering the road's perimeter, the manually actuated six-speed autobox delivering much better response than the segment's usual listless CVT, while the car really came into its own when the convoluted ribbon of tarmac straightened for higher speed cruising. The Sonata Hybrid is wonderfully stable on the highway too, tracking effortlessly and always comfortable, an ideal road trip companion.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Power comes from a full-parallel hybrid drive system that allows it to run on internal combustion power, solely on electric motive force or a combination of both. While similar to the old powertrain the 2016 model features a new upgraded combination of electrified-ICE propulsion, with an Atkinson-cycle version of Hyundai's
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
aptly named "Nu" 16-valve, DOHC 2.0-litre D-CVVT direct injected four-cylinder incorporating an extremely high 13.5:1 compression ratio and capable of 154 horsepower and 140 lb-ft of torque on its own, although the car's electric motor adds another 38 kW (51 horsepower) and 151 lb-ft of torque for 193 net horsepower and an as-yet undisclosed net torque rating that puts plenty of near instantaneous twist down to the front wheels. It uses a new 1.62-kWh (56-kW) lithium-ion-polymer battery that's slim enough to fit under the cargo floor allowing for a flat loading compartment and 10 percent increased trunk capacity of 380 litres (13.4 cubic feet), not to mention 60/40 split-folding rear seatbacks for enhanced cargo/passenger flexibility, these last items very unique amongst hybrid sedans.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I don't normally start talking trunk usability before mentioning anything about the interior, but hybrids can quickly turn me around. As it is, the Sonata Hybrid Limited offers up a particularly luxurious cabin that includes a padded and stitched leather-like shroud over the primary gauge package, a soft-touch dash top overall, the latter folding over the instrument panel ahead of the front passenger with the same pliable plastic sweeping down each side of the centre stack to the two-thirds point, where the main controls end. Hyundai finishes the front and back door uppers in the same soft synthetic as well, while padded and stitched leatherette inserts, part of the Limited upgrade, sit atop a similar treatment for the door pulls and armrests, everything looking and feeling very upscale. These were done out in a two-tone effect in my test car, the non-black surfaces finished in beige including the leather upholstery with perforated inserts, a nice match to the Graphite Blue paint outside.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Even the faux woodgrain that divided the two interior colours looks authentic and surprisingly quite rich, while it actually feels pretty real on the door panels. Tap it on the dash and you'll quickly be reminded that this Sonata is no Jaguar. Still, the colourful primary gauges are much clearer than anything from Coventry, this Hybrid's dials filled with HEV-specific features such as Charge, Eco and EV info along with an HEV battery life meter on the left side, plus a speedometer with a fuel gauge on the right side, the centre housing a crystal clear 4.2-inch TFT LCD multi-information display defaulting to the usual hybrid energy flow schematics unless you flick a button featuring a pages-style graphic on the right hand steering wheel spoke to change it to compass, radio info, service instructions, user settings including driving assist, which opens up to rear cross traffic assist on or off, plus a coasting guide where you can add sound prompts; "Door" that lets you set up auto lock to engage on speed, shift or not at all, auto unlock when you turn off the ignition or shift into park or not at all, double press unlock on/off, and smart trunk on/off; "Lights" with three, five or seven flashes for the one-touch signals (I've never seen that before) or not at all, headlamp delay on/off, and welcome lights; "Sound" that lets you stop the blind spot detection system's audible prompts; "Convenience" that allows you to automate the steering position; "Service Interval" that lets you preset an interval by mileage or months; and an "Other Features" prompt where you can automatically reset the average fuel economy to read "0" after ignition, after refueling or not at all, a fuel economy unit setting to display in L/100km or km/L, a temperature choice of C or F, and the option of a gear position pop-up display, or not. Is that enough detail for you? Techies will enjoy this car, although it's all easy to figure out so anybody can feel like a brainiac.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The centre stack gets an equally feature-filled infotainment system with colours and graphics similarly rich, the controls of which are housed in a narrow strip of knobs and buttons just below, or once you're within a given function, just by pressing the touchscreen. It gets radio functions including satellite, media, phone, navigation with an excellent mapping system, plus an info screen displaying hybrid details such as average fuel economy (which was 8.5), a rather simplistic eco driving graph, and an energy flow graphic. There's a quick guide too, showing you how to use the touchscreen, Bluetooth, navigation, the home screen and voice recognition; a SiriusXM Data section that gets you traffic, stocks and sports updates, plus a section showing various voice commands. Lastly, a Set Up button on the dash accesses navigation, sound, display,
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
phone, voice recognition, clock, language and keyboard, screen saver and system info settings as well as preferences. Again, it's all easy to figure out and implement.
The Hybrid Limited's standard seven-speaker Dimension audio system is superb, by the way, no matter what type of music you're listening to. Its bass tones were rich enough for dance tracks and highs clear and crisp enough to get the most out of classical or jazz, all of which was available via satellite radio or Bluetooth streaming. Of course, newer '90s and classic rock sounded great too, as did new wave and reggae. I tried it all, including talk, while enjoying the comfort of standard dual-zone auto HVAC. I liked this system more than usual thanks to a useful "Driver Only" button that allows wind in the face for one and nada for the other, while standard three-way heated seats and a heatable steering wheel made the car feel warm quickly.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That power-adjustable driver's seat was extremely comfortable and made even better due to powered lumbar that adjusted to exactly the right position to soothe an aching back, while those in the rear offered loads of leg, hip, shoulder and headroom plus adjustable two-way seat heaters as well. Additionally, rear vents allowed directional heat or air, front seat back pockets provided storage for reading material, side window sunshades provided freedom from glare, and the panoramic sunroof overhead made everything feel more spacious.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As you might expect many of features mentioned come as part of the Limited upgrade, specifically the 17-inch alloys, leather upholstery, leatherette instrument panel hood and door panel stitching, leatherette door inserts, heatable rear seats and sunshades, plus the panoramic roof, while items not yet discussed include high-gloss window surrounds, etched aluminum premium doorsill plates, LED interior lighting, an auto-dimming electrochromic rearview mirror with a HomeLink garage door opener and a digital compass, and a larger eight-inch touchscreen infotainment system with navigation and even clearer rearview camera, all for $33,799 plus freight and dealer fees.
You can get even more by choosing the previously noted Hybrid Ultimate, which for $37,499 adds HID headlamps with auto high beam, adaptive cruise control with stop-and-go capability, ventilated front seats, driver's side memory, even better nine-speaker audio, rear parking sensors, lane departure warning and forward collision warning.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I'm guessing you didn't notice the amber lights on my test car's side mirrors, these visual warnings joining audible ones for the Sonata Hybrid's standard blind spot detection system with lane change assist and rear cross traffic alert, a lot of kit that's usually not part of a base mid-size model, especially one only costing $29,649 plus freight. These get pulled up to Limited trim, as do the automatic headlights, LED daytime running lights, LED turn signals integrated into the heatable and powered side mirrors' housings, LED taillights, windshield wiper de-icer, proximity keyless access which even includes a hands-free "Smart Trunk" that automatically opens when you, with proximity-sensing key fob in pocket, stand within a metre (three feet) of the rear bumper for more than three seconds, while the standard Sonata Hybrid list goes on to include pushbutton ignition, heatable front seats, a heatable leather-wrapped steering wheel, leather-wrapped shift knob, 4.2-inch colour TFT LCD multi-info display, cruise control, dual-zone auto climate control, rearview camera, Bluetooth hands-free phone connectivity, and AM/FM/CD/MP3/iPod audio with satellite radio and USB/aux plugs.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As I said in the beginning of this review, the way to make a good mid-size sedan even better is to add a hybrid drivetrain, and with the new 2016 Sonata Hybrid it's an altogether more impressive near-luxury car that will no doubt impress those shopping in this class, as will its very compelling price point. Altogether, Hyundai delivers style, performance, a premium-trimmed cabin and an impressive load of standard and available features, all capped off with a five-cycle EnerGuide fuel economy rating of 5.9 L/100km city, 5.3 highway and 5.6 combined for the base car and 6.0 city, 5.5 highway and 5.8 combined for Limited and Ultimate trims. And yes, these are even better numbers than the last Sonata Hybrid. A lot better! So is the car. I recommend that you experience the 2016 Sonata Hybrid for yourself.
Show Full Review

Take a look at the old MX-5 and then say hello to the new one. The only similarities include the two-seat, front-engine roadster profile and circular black rings of rubber filling each wheel cutout, plus Mazda's stylized "M" badge front and back. Yes, most every performance enthusiasts' favourite Japanese brand has just witnessed their beloved sports car transformed from yesteryear's retro ride to tomorrow's futuristic concept car in a single model year, but as folded, creased and sharply modernistic as the new MX-5 looks, it's actually more retrospective than you might think.
What made the original MX-5 Miata such an instant hit, other than its obvious nod to the '62-'73 Lotus Elan that few have ever seen in its composite flesh yet everyone seems to love vicariously due to being the chosen steed of Diana Rigg's Emma Peel in the British spy-fi TV series The Avengers, was said sporty styling as well as rear-drive, lightweight, ideally balanced, brilliantly nimble yet relatively cheap and dead reliable performance. Few British or Italian sports cars remained when it took the world by storm in the late '80s, at least affordable ones, and where these were serious commitments financially as well as in personal and mechanical downtime the little Mazda was a car you could buy for the price of a well equipped 323 (well, maybe a 323 Turbo 4x4 as the Miata was $14,000 in the U.S. and not much more here) and rely on to get you back and forth from work just as ably.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The same holds true for the entirely redesigned 2016 MX-5, my reason for taking you back 26 years only a stage setting preamble to help you appreciate that this radically redesigned version has a lot more in common with the original than just its name and heritage. Mazda has trimmed the new car's fat to the point that its featherlight body mass is nearly the same as that 1989 model, the new car weighing just 998 kilos (2,200 lbs), which is only 58 kg (128 lbs) more than its great grandpa. That's a 1.5-litre four-cylinder powered model we don't get, however, our base 2.0-litre infused GX and the GS I'm reviewing here considerably heavier at 1,058 kg (2,332 lbs), although compared to last year's lightest Canadian-spec model that tilted the scales at 1,182 kg (2,606 lbs) it's a shocking 124 kilos (273 lbs) lighter.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
How did Mazda cut so much weight? Rather than let the MX-5 grow moobs along with an unsightly midriff spilling over its beltline as it heads towards 30-something, Mazda sliced off much of its sheetmetal and plastic composite, the new car now about three inches shorter than its predecessor with almost an inch less wheelbase, while width has actually grown by about half an inch. This actually makes it shorter than the original, while its expansion from side-to-side improves both handling and interior roominess. The result is a more comfortable and accommodating sports car than the outgoing MX-5, that's also more fun to drive.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Less weight meant that Mazda didn't need to add more output to its direct injected 2.0-litre four-cylinder, although they did change it up a bit. Now it makes a max of 155 horsepower at 6,000 rpm and 148 lb-ft of torque at 4,600 rpm, whereas last year's car produced more twang with 167 horsepower at 7,000 rpm albeit less twist with 140 lb-ft at 5,000 rpm. The difference will no doubt improve off-the-line acceleration with the optional six-speed automatic, but being more of a manual fan and attuned to high-revving performance this was a bit of a letdown. Either way it doesn't take much to get the little roadster up to speed, although the car's mid-six-second zero to 100km/h sprint is not what's been making news, nor is this engine's somewhat loud and course sound, or for that matter the drivetrain's improved fuel economy that's now rated at 8.8 L/100km city and 6.9 highway with the manual I drove or 8.9 city and 6.5 highway with the autobox, but rather the biggest news is what hasn't changed.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Mazda hasn't messed with the slick little six-speed short-throw manual that's still ideally placed for wrist-flick action, nor the perfect positioning of its pedals along with its superb clutch take-up, and of course how brilliantly it all comes together when up to speed. Actually, as you may have expected due to the aforementioned weight loss, the MX-5's overall drivability is now better than ever.
It might be a bit firmly sprung for some, but the MX-5 is no poseur, so let those who'd be happier in a pre-owned BMW Z4 remain in their overweight boulevardier. Then again the little Mazda is a luxury sled compared to a Lotus Elise, but rather than criticize I praise Mazda for finding the right balance of comfort and sport, the MX-5 a fully livable day-to-day commuter endowed with the extra ability of transforming serpentine stretches of two-laners into straight lines of speed.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Yep, get some momentum pushing its backside and it'll whip through a set of tight S-curves like there's no tomorrow, and when those combination corners result in an abrupt 90-degree twist or yet more radical hairpin just point it at a right angle, let its tail hang out in seemingly wild abandon while flinging the wheel around for some opposite lock and get back on the throttle, the MX-5 will follow in dutiful obligation with hardly a sound of disagreement other than a little chirping from the rubber below. It's otherworldly. I wouldn't recommend this course of action around town, but the little Mazda is a superb point and shoot companion amid thick traffic, while it also delivers satisfying highway performance along with acceptable comfort.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I did all this with the top down, by the way, only lifting it for testing purposes; it's quieter, but not all that much. If I sound like I'm complaining, I'm not. I happen to like the MX-5's rawness, one of my favourite cars of modern time being that aforementioned Lotus Elise. This Mazda provides close to the same visceral experience in a much less expensive yet much more refined daily driver. Stowing that top couldn't be quicker or easier, requiring the release of a single handle under the windshield frame and a light tug backward before clicking it into place. I didn't need to leave my seat and the procedure didn't strain my rotator cuff, elbow, wrist or any of my other aging joints, the task completed in seconds. Ditto for the return process.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Like the exterior design the new MX-5's interior is an altogether more modern affair, but don't fret one iota as it hasn't lost any charm. The body-colour retro bits are still there, although on the door uppers instead of the dash and more curvaceously bent to form around the HVAC vents, while the instrument panel gets a nice leather-like semi-soft bolster with red stitching in GS trim to match the same treatment on the more padded door panels, as well as on the leather-wrapped steering wheel, shifter knob and boot, plus the handbrake lever and skirt (both of which are still present and accounted for thank goodness, unlike Porsche that's ditched these wonderful mechanical bits for an electromechanical unit that has no place in a sports car), while the red thread on my GS tester's sport seats gets a tri-stripe pattern down the centre of each cushion, although we're talking cloth here, not leather.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
They're comfortable and wonderfully supportive, especially laterally so you won't get tossed about while performing hero-defining feats of driving skill, while they sit lower than in previous generations, not a problem for we shorter jockeys as the hood has also been lowered thanks to an engine that was dropped further on its mountings, all of this lowness resulting in a ground-hugging centre of gravity as well as better pedestrian safety.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
It's a simply laid out cabin, but nevertheless miles more advanced than any previous mid-grade MX-5. There's lots of nice satin-silver trim adorning the steering wheel, which is also fitted with an upscale set of switches, while more metallic trim surrounds the primary gauges, the base of the shifter and shifter knob, the infotainment controller just next to it, plus the rim of the tablet-style display screen that juts out of the dash top. Mazda chose piano black lacquered plastic to define the three circular dash vents and console-mounted cupholder rims, while a carbon-look surface treatment adds depth to the powered window, lock and mirror switch panels. You couldn't get much simpler when it comes to the HVAC controls, a rudimentary three-dial setup finished in unadorned black plastic, but it looks good enough and worked flawlessly. Stop your search for a CD player amid the audio controls, mind you, as it's not there, but turn around instead and you'll see it facing rearward just above the cupholders, under the locking glove box between the seats.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
And yes, this brings up an important point to the roadster uninitiated: in-cabin storage is at a premium, although I found the MX-5's trunk to be amply large for my day-to-day needs, which admittedly don't include hockey practice, its 130-litre (4.6 cubic-foot) cargo compartment possibly good enough for a weekend getaway if you and your partner pack tight and light.
Speaking of light, don't look to an MX-5 if you want a roadster loaded up with all the latest convenience, comfort and tech features, but for $33,815 all-in (that means freight, PDI, air conditioning tax, government fees and levies) it's still nicely done out. Certainly the windows and locks are powered and even include proximity sensing access in top-line trim as well as a still-cool switchblade-style remote key fob and pushbutton ignition in standard GX trim, but as noted that base model requires you to manually fold the fabric roof, although the rear window is now glass with standard defog (hard to believe it was still vinyl last year). Additional base GX features include auto-off LED headlights, LED taillights, 16-inch alloy wheels, powered mirrors, a trip computer, cruise control, air conditioning, six-speaker AM/FM/CD/USB/AUX audio with headrest-mounted speakers for the driver, a mesh aero wind blocker, and more.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Move up to my mid-grade $37,215 GS model and the wheels grow to 17s (a sweet looking set to boot), while additional features include auto on/off headlights, LED daytime running lights, a mirror-finish glossy black roll bar, rain-sensing wipers, plus the body-colour interior trim, satin-silver detailing, red stitching and leather-wrapped shift knob and parking brake handle mentioned earlier, as well as the seven-inch touchscreen infotainment system atop the dash with a very utile navigation system I might add, a second USB port, HD radio, and a strut tower brace that no doubt helped my tester handle as well as it did. Adding to that my manual-equipped GS also included a sport-tuned suspension with upgraded Bilstein shock absorbers, a limited-slip rear diff, and an induction sound enhancer to (sadly) artificially make the engine sound better than it really does - sigh. GS models with the optional six-speed automatic get a set of paddles to enhance manual-mode.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I'll get into details available with the top-line $40k-plus GT later, as Mazda has promised me one to test, but suffice to say that along with its adaptive cornering headlamps with auto high beams, heatable leather upholstery, auto HVAC, nine-speaker Bose audio, suite of electronic active safety goodies and more, its sound absorbing roofliner should make it a much more upscale ride, although the price paid being a bit more weight. So far there's no power retractable hardtop version, but there seems to be space enough for the old car's optional roof system so stay tuned if that's your thing. I doubt very much if Mazda were to give up on an option they paid a lot to develop, especially when it helps so much to pad the profit margin of what remains a niche vehicle.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That model wouldn't be my choice, however. I like the way Mazda has outfitted this GS model, and especially appreciate that its curb weight hasn't increased over the base car. I don't know about you, but the new 2016 MX-5 speaks to my soul's inner purist. The classic curves have been replaced by an edgy, angled design that better suits the times and the Japanese brand's more upscale, high-tech image, styling that I happen to like a lot. And yes, even with those squinting headlamps and Ferrari meets Jaguar F-Type taillights it's a helluvalot more unique than the aforementioned Elan-inspired original that rekindled our modern-day roadster love affair, but more than just styling, Mazda's unusual yet welcome decision to reduce size and weight while maintaining similar engine output for better performance and much improved fuel economy has made for a more enjoyable sports car, and joy at the wheel has always been a Miata attribute. Yes, the big news is that soul in motion is alive and not only well, but better than ever in the new MX-5.
Show Full Review

I have to say the Yaris Sedan's downturned grouper fish face is growing on me, the subcompact four-door certainly delivering its own unique character in a class that hasn't always been so risky. Then again, the Yaris Hatchback this new four-door shares its name with is no staid and conservative wallflower either.
Unlike the Yaris Hatchback, the new Yaris Sedan is the first Toyota I can remember that's not actually a Toyota behind that elaborate new nose. The closest we've seen to this is the Scion FR-S/Subaru BRZ duo, the Scion known as Toyota GT86 in other markets, but this was a collaborative effort between two brands from the get-go, Subaru partially owned by Toyota no less, while the opposite has happened in year's past with some Toyotas transformed into Pontiacs and Chevys, the Matrix remade into the Vibe and much before that the Corolla into the Nova (and Geo Prizm), but this is an entirely different scenario. The Yaris Sedan is actually a Mazda2 with a nose job, that's it. It gets even more convoluted when going to the U.S. where the Yaris Sedan is badged as a Saturn iA, ironically the bestselling model that underperforming brand has had in a very long time.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That's got to hurt. I mean, Scion tried to sell its (actual) Yaris-based xD for years and it flopped, but now this Mazda2-based upstart is a hit? That should make the folks in Hiroshima smile. It helps that the new Mazda2 is not yet available in North America, so we're not familiar with its rear end design that's essentially unchanged on the Yaris four-door. The big grille opening and headlight design are from Toyota, a dramatic departure from what Mazda offers in other markets, although the rear portion of those lights, where they meet up with the front fenders, is identical.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
If it sounds like I'm complaining or in some way saying this is a bad thing, I'm not. If any company were looking for a partner to share its good brand name with, Mazda would be a smart choice. Fiat is doing likewise with the new Mazda MX-5 roadster, a resurrected Fiat 124 Spyder on the way as a result, although you won't be able to see that the two share the same underpinnings as easily as you can with this car or the aforementioned FR-S/BRZ.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The Yaris Sedan benefits from chrome trim around the big grille's edges and combination headlamps that look quite attractive, while its mirror caps and door handles are body-colour so as not to look too base, while the wedge-like Mazda2 taillights are nicely detailed. The car's lines are swoopy from front to back, the side profile showing off its aerodynamic sculpting best. That's where you can see how far the hood bends downward as it nears the grille, and get a good visual on the lower belt line that sweeps upward as it passes over the back door. Simple plastic covers over steel rims look nice from a distance, effectively hiding rear drum brakes that never look good when framed by more open alloy wheels.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Being that Toyota Canada decided not to make the Yaris Sedan a Scion iA, which poses questions about the future of the Scion brand in Canada, there was no need to follow Scion's one-trim-fits-all business model, which in the end allows for more flexibility in pricing. The Yaris Sedan is still a "premium" product compared to the Yaris Hatchback, with a base price of $16,995 plus freight and dealer fees compared to $14,775 for the hatch, but Toyota is able to offer that entry-level trim as well as Premium trim that starts at $20,200. Still, even in base "no-name" trim the Yaris Sedan is likely nicer than you'll be expecting inside.
Its Mazda overtones are impossible to miss if you're familiar with the normally competitive Japanese brand. It starts with Mazda's metallic edged wing-style primary gauge package, with a largish circular speedometer at centre, a tiny digital tachometer, odometer and gear selection display to the left and another digital grouping of gauges to the right, including fuel, average fuel economy (which was good at 7.0 L/100km) and an exterior temperature display. The steering wheel is also obvious Mazda kit. While not leather-wrapped the tilt and telescopic three-spoke design is quite sporty, with a metallic twinned spoke at bottom, while it's filled with high-quality redundant audio, Bluetooth phone, multi-information display, voice recognition and cruise control switchgear.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Another Mazda-sourced asset is the tablet style infotainment display atop the dash, although this isn't the full colour high-resolution system I usually find in Mazda test vehicles, my Yaris Sedan incorporating a narrower LCD display with a more rudimentary set of features. Still, with a power/volume knob at centre, a row of three presets to each side, plus Tune, FM/AM, Media (Bluetooth, Phone, Music and Text), Menu, Auto Memory, and a Folder toggle, it offers a lot of choice.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The stereo is actually quite good for this class, with plenty of power and decent tone. There's no CD, but that probably won't matter to the Yaris Sedan's younger target demographic that will appreciate the USB port and Bluetooth streaming audio much more. The HVAC system is simple with three rotating dials and A/C, and while it was easy to operate it took a long time to heat up the car. Despite being only about two degrees Celsius outside it took 10 minutes before the car warmed up enough for us to feel relatively comfortable, and that was at full heat using the recycling mode when it worked. We had to wait about eight minutes before we could use that because each time we tried the car up so badly we had to go back to fresh air mode. It brought back memories of sitting up front with my dad in his '66 VW Beetle wiping the windshield while he drove. I appreciate the endearing thought, but a heating and defog system like this isn't good enough for Canadian winters let alone our moderate Vancouver climate. Also, I must admit to missing heatable seats now that temperatures are hovering around freezing in my area, although these are available in the aforementioned pricier Premium package.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As far as interior detailing goes, the Yaris sedan is similarly outfitted to the hatchback, especially the stylish contrast stitched leatherette dash pad that runs from the left side of the centre stack to the rightmost corner, but that's it for soft synthetics. Still, the way the circular dash vents are visually tied together with a thin strip of metallic trim that acts as a directional controller for a hidden vent in between is downright artistic, plus the matte black carbon fibre-look surfacing on the steering wheel spokes, surrounding the power window switches, inside the cubby on the lower centre stack (the outside of the pillar-like buttresses are finished in a shiny version of the same treatment), etcetera, is almost as impressive as the blue patterned seat insert material, which I obviously like a lot. The black woven cloth used for the bolsters shows up on the padded door inserts as well, the entire interior coming together very nicely.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The front seats should be comfortable enough for most, I certainly had no issue, while those in the rear offer good lower back support. It's a narrow car, par for the course in the subcompact class, which means there's room for two adults or three kids abreast at best, although three adults can be squeezed in. There's no centre armrest either, but the side armrests are rubberized for comfort like those up front and the woven cloth inserts I spoke of a moment ago continue into the back. Those rear seats split 60/40 incidentally, opening up the reasonably accommodating 382-litre (13.5 cubic-foot) trunk when required for longer cargo.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The Yaris Sedan stands out even more when it comes to standard and optional feature sets, the base model getting a host of equipment many subcompacts don't even offer in top trim levels, with items not yet mentioned including keyless entry (and yes, the key fob is one of Mazda's really upscale flip out designs), pushbutton ignition, powered locks and windows, powered heatable side mirrors, an overhead console with two very bright interior lights and a handy sunglasses holder, cruise control, rear seat heater ducts, and everything you'd usual find in Toyota's Star Safety System such as ABS with electronic brake-force distribution, brake assist and a brake override system, traction control and dynamic stability control, plus front and rear seatbelt pretensioners with force limiters as well as front and side airbag protection, while security is enhanced with an anti-theft engine immobilizer.
All of this safety kit along with a super strong, well engineered body shell has resulted in the highest Top Safety Pick + rating from the U.S. Institute for Highway Safety (IIHS), albeit for the identical Scion iA, whereas the U.S. National Highway Traffic Safety Administration (NHTSA) hasn't rated it yet. As for Mazda's overall reliability rating (remember it's really a Mazda2 behind that grille), J.D. Power and Associates doesn't rate the brand as high as Toyota or Scion, yet it was above average in the latest 2015 Vehicle Dependability Study (VDS) that ranks brands and individual models after three years of ownership.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Back to features, if you want those heatable front seats you'll need to step up to the previously noted Premium package that also adds fog lamps, twinned five-spoke 16-inch alloy wheels, a backup camera housed within the full seven-inch tablet style infotainment display atop the dash that I've experienced in Mazdas before, an excellent system that lets you control its features with an easy to reach rotating knob and set of quick access buttons on the lower console, while six-speaker audio offers better sound quality than the base model's four-speaker system.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All Yaris Sedans get the same 1.5-litre four-cylinder engine good for 106 horsepower and 103 lb-ft of torque, which isn't exactly powerful, or at least not initially. My six-speed automatic-equipped tester took a bit of time to respond to throttle input, but after revs ramped up it really liked to go, whereas Sport mode allowed the engine to rev higher towards redline before each shift, which can either be left to the transmission's own devices or managed manually via the gear lever for a sportier feel overall. I imagine the base six-speed manual would make the Yaris Sedan even more fun to drive, but comments on such will have to wait for a future review.
Even on its base steel wheels the Yaris Sedan gets the same 185/60R16 all-season rubber that circles the Premium model's alloys, and it handles pretty well, which is both a Mazda trait and an attribute I've grown to appreciate with the Yaris Hatchback. Both come equipped with a similar front strut and rear torsion beam suspension, yet each car manages to overcome some of the high-speed handling challenges encountered when compared to a multi-link rear design. This said, most subcompacts choose the torsion beam setup in back due to lower costs and less intrusion on luggage space, which as mentioned already is pretty good in this four-door. As for ride quality the Yaris Sedan was quite smooth and comfortable, while it tracked very well on the highway.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
This car's got the goods when it comes to fuel economy too. While the manual might be a bit quicker off the line the price you'll pay is a five-cycle EnerGuide rating of 7.6 L/100km city, 5.7 highway and 6.7 combined, whereas the automatic gets a slightly more agreeable 7.2 city, 5.6 highway and 6.4 combined. I certainly could live with either.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That's the way I feel about the entire car. While I experienced some trouble getting the heater to warm up as fast as I would've liked, which could have been something to do with the car I was testing, the rest of the Yaris Sedan was way above average. From the quality of materials inside and how everything was put together to its impressive load of features, not to mention its road-going performance, great fuel economy and top-tier safety rating, I'm impressed.
Show Full Review

Every now and again you hear naysayers claiming that Hyundai is giving up on its Veloster, mid-2014 being particularly busy with such talk, but not only is it here again for 2016 in all of its wonderfully unorthodox glory, it's actually better than ever.
To be fair with these prognosticators, the UK gave up on the car after 2013 and sales have been steadily falling here and in the US, our market's 2012 high of 5,741 units having fallen to 4,704 in 2013, 3,444 in 2014 and so far during the first 11 months of the 2015 calendar year Hyundai Canada has only sold 2,875, while south of the 49th the sporty four-door model enjoyed a high of 34,862 deliveries in 2012, slightly less at 30,711 in 2013, a still smaller 27,598 last year and only 21,999 up until the end of last month, so kudos to Hyundai for putting yet more money behind a car that's obviously waning in interest and fingers crossed that they'll soon give it the full redesign its hardcore fans want to see.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Even though the Veloster sells in small numbers most people should find it familiar due to its unusual shape. If you see one driving by from the driver's side it'll look like a sporty two-door coupe, or three-door as Hyundai normally refers this body style, with an elongated roof and abruptly vertical hatch pinched together via unique almond-shaped tail lamps. Seen from the passenger's side, however, it looks like a four-door hatch, or rather a five-door in Hyundai-speak. In actual fact the Veloster is neither, but instead a four-door comprised of three side doors and a hatch in back.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
It's not the first of its kind by a long shot, Saturn's SC2 Coupe offering a rear-hinged clamshell back door design from the mid-'90s through to the early '00s, although stupidly its rear door was fitted to the driver's side making rear access from curbside less convenient, whereas Mini's outgoing Clubman rectified this oversight, although the rear door was offered in the same less functional suicide-style. The Veloster's abbreviated rear door is a regular front-hinged designed with its handle cleverly hidden within the C-pillar, so access to the back doesn't first require the front passenger door to be opened, while getting in and out is easy and rear seat roominess is quite good as far as compact coupes go, with lots of legroom plus decent headroom unless your passenger is taller than six feet. Due to its rear liftback cargo access is easy too, and with 440 litres (15.5 cubic feet) of volume behind the 60/40-split rear seatbacks plus 982 litres (34.7 cubic feet) when they're folded nearly flat it makes for a very utile package.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The Veloster's exterior design is the same this year as last, and almost identical inside. Up front it delivers a unique take on Hyundai's usual sporty compact interior design, with a similar two-dial primary gauge setup to the Elantra, albeit framed by a unique three-spoke multifunction sport steering wheel and, to the right, a completely exclusive V-shaped centre stack that houses a very impressive new infotainment touchscreen up top, a larger rotating HVAC controller surrounded by a nicely organized array of high-quality buttons just below, a big engine ignition button under that, and metallic trimmed buttresses that reach down to surround the lower console-mounted shifter.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Other than the infotainment system just noted the Veloster cabin is status quo, meaning it's filled with mostly hard plastics, albeit these are textured with a nice feeling soft touch paint, while the door inserts and armrests are covered with a padded synthetic. Loads of satin-silver accents and chrome details help to enhance the décor, while the sport seats are well bolstered and covered in a nice woven fabric with contrast stitching for a sporty look.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That seven-inch high-resolution colour infotainment system is some top-tier tech. It includes the usual AM/FM/CD/satellite settings and great sound, while a new info section offers sports schedules and scores, stock info, and a Blue Max mode featuring a bright sky blue graphically detailed display complete with the Veloster's profile on grass surrounded by trees and a pseudo "START" button below that scores your driving; kind of a video game to improve your green driving skills. I'm ok with that, but I wasn't about to spend my time in this fun-loving sport coupe trying to eke out the best mileage, but rather I had a mind preset to performance.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Ok, maybe I set my expectations too high for a car kitted out with just 132 horsepower and 123 lb-ft of torque, this 1.6-litre four-cylinder not one of Hyundai's most intoxicating mills despite direct-injection and dual continuously variable valve timing, although its high-revving nature and the six-speed dual-clutch automated Ecoshift transmission it was mated up to, with paddle shifters no less, made the most of the output available. Before continuing on take note power hounds, that you can get a Veloster Turbo with more than 200 horsepower and that is one serious little rocket, yet there's still nothing at all dull about this base model when pushed to its limit, especially through twists and turns.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Keep the revs between 6,750 rpm and 8,000 and you'll get the performance you're looking for along with the sound of a four-pot sport bike, the ideal background music for tackling a backcountry farm road, preferably one that snakes along a quiet river or serpentine mountainside. That's where the Veloster likes to show its mettle, delivering sharp handling and good overall control for a front strut and rear torsion beam suspended setup. With ample wheel travel and stabilizer bars at both ends it won't hop and shimmy over bumps and dips in the pavement like some others, the Veloster always feeling controlled and composed during my test, although the ride is firm enough for all such road imperfections to be felt, as a sports model should be, but it's by no means rough. I could easily commute in this car every day, while the seats are wonderfully comfortable and amply supportive when throwing the Veloster through the curves.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The best part of all this go-fast goodness is a window sticker of $21,599 as tested, plus freight and dealer fees of course, and that's including the dual-clutch paddle-shifted autobox. The same SE trim is $1,400 easier to get into with the six-speed manual, or you can go with a base model and pay just $18,599 plus fees. For that kind of money you'll still get a well-equipped car, a shortlist of highlights including fog lights, 17-inch alloy wheels, heatable powered side mirrors, chrome-tipped dual centre exhaust, keyless remote, powered windows, a tilt and telescopic multifunction steering wheel, air conditioning, the 7.0-inch high-resolution colour touchscreen infotainment mentioned earlier, Bluetooth, voice recognition, six-speaker AM/FM/CD/MP3/iPod/USB/AUX audio, a six-way adjustable driver's seat, four-wheel discs with all the usual electronic driving aids, the usual six airbags and more. The move up to mid-grade SE trim adds a hood insulator for quieter operation, proximity entry with pushbutton ignition allowing more convenient access and operation, auto-up/down for the driver's window, cruise control, a rearview camera, satellite radio, heatable front seats, and more.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
You can still upgrade your Veloster with a Tech package that adds slightly more than $4k to the price while increasing content to include larger 18-inch rims, auto on/off projector beam halogen headlights with LED accents, LEDs set into the side mirror housings and LED taillights, plus high-gloss black interior trim, alloy pedals, a heatable leather-wrapped steering wheel, a leather shift knob, leatherette door inserts, a Dimension audio upgrade with eight speakers, an external amplifier and a sub, while additional Tech features include upgraded fabric upholstery with leather side bolsters, rear parking assist, a 110-volt household-style power outlet, and a panoramic sunroof, but that's another story for another time.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Speaking of a future review you can also get more by opting for the previously noted Veloster Turbo, while Hyundai has what I think is the best limited-production model ever this year, Rally trim that includes exclusive matte blue paint, lightweight 18-inch Rays rims, black carbon fibre-look aero add-ons, an even sportier suspension with upgraded dampers, coil springs and stabilizer bar, plus a B&M Racing short-throw shifter mated up to the Turbo's 201 horsepower turbocharged four.
Back to reality, neither that nicely massaged version or the regular Turbo will return fuel economy as good as my Veloster DCT's 8.3 L/100km city, 6.5 highway and 7.5 combined or the manual car's 8.8, 6.7 and 7.8 rating, although to be fair the Turbo's 8.1 combined mileage is pretty impressive for providing such a solid dose of power, making either Veloster as good a daily commuter as weekend warrior, a great combination sports coupe for getting where you want to go in style without leaving your friends behind.
It would be a shame if Hyundai chose to discontinue the Veloster, as it's such a multitalented sports coupe with a practical element no rivals can match. That it can be had for such a great price makes it all that much better.
Show Full Review

Who makes the boldest, toughest looking pickup trucks on earth? That depends on personal taste of course, but Toyota makes a good argument for being on top of that list with its latest Tundra.
There's as much chrome on this truck's grille as a big-rig Freightliner. It wraps right overtop the front of the hood and all the way over to each combination headlamp before diving down to where the front bumper begins, a light metallic matte grey centre cap the only chrome relief, although it's bookended by circular fog lamp-enhanced chromed corners at both sides. Of course there are plenty of engine vents sliced horizontally across the brightwork monstrosity, even a thick, broad one at top that's too close to the grille to be a hood scoop albeit fulfills the same purpose and looks plenty assertive doing so, while those headlamps are filled with metal brightwork and de rigueur LEDs.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
It's pretty obvious this truck isn't base, that mostly fleet-purchased model featuring more matte black plastic in one area than you've likely ever seen, usually made even more apparent thanks to the majority of companies' choice of Alpine White paint. My absolute top of the line Tundra 4x4 CrewMax Platinum 1794 Edition was no white knight, but rather a kingly Sunset Bronze Mica that went further to look bejeweled with chrome mirror caps, chromed door handles and chrome wheel finishers that are actually covers overtop alloys underneath. The rear end design gets a body-colour bumper with integrated top steps and a nicely finished tailgate with stylish taillights at each corner. The look is strong and anything but subtle, but Toyota fortunately backs up all this flashy boldness with some serious muscle under-hood.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
That would be the brand's 5.7-litre V8 also found in the full-size Sequoia SUV and Lexus' even more capable LX 570, a brute of an engine when it comes to pulling power and accelerative force, albeit nicely refined for a pickup truck. The DOHC, 32-valve 5.7 i-Force mill comes standard with the four-door CrewMax body, complete with dual variable valve timing with intelligence (VVT-i) and an electronic throttle control system with intelligence (ETCS-i), the end result being 381 horsepower and 401 lb-ft of torque fed to all four wheels via Toyota's Super ECT six-speed automatic with manual shift mode that gives the so-equipped Tundra a considerable 4,305-kilo (9,490-lb) trailering capacity and 590-kg (1,305-lb) payload. Its four-wheel drive is the usual part-time system activated via a simple dial on the dash, although for most driving you'll want to leave it in 2WD or 4H to save on fuel.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Normally when we think of Toyota vehicles fuel efficiency comes immediately to mind, but this isn't the big truck's forte as witnessed by its claimed five-cycle EnerGuide rating of 18.2 L/100km city, 14.1 highway and 16.3 combined. Unfortunately I forgot that Toyota doesn't ask we journalists to fully fill up this truck after a week's drive because they know many wouldn't even bother booking it (we're not exactly high up on the food chain), but there's no free gas voucher available for Tundra customers so you'll be left refueling its 144-litre tank to the tune of $172.80 at the cheapest price in my city, at least today. You lucky folks in Toronto are paying 28 cents per litre less than we Vancouverites so, first, quit your bellyaching and go buy a Tundra because you can afford a mere $132 and change per tank-full, whereas the same fill in Edmonton will only cost you $110. No wonder so many Albertans buy pickup trucks.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Of course, ridiculously unfair fuel prices aside (Vancouver pays even more than Iqaluit, Nunavut, although pump prices are less here than in Yellowknife, Whitehorse and many other Northern communities, so I'll shut up now), my comparison just helps uninitiated truck users appreciate the size of a pickup truck's tank, while the reality Toyota faces are key competitors that are better addressing that inequality at the pump with thriftier fuel economy and even more pulling power. Ouch! Sorry, Toyota, but that's the cold, hard truth that I felt very deep in my own personal wallet, and not as painfully with the Ford F-150 3.5-litre Ecoboost 4x4's 13.9 city, 10.5 highway and 12.4 combined rating, or the Ram 1500 3.0 EcoDiesel 4x4's 12.1 city, 8.8 highway and 14.1 combined numbers, both of these six-cylinder engines good for 420 lb-ft of torque. If you're ok with only 383 lb-ft of torque then both 4WD-equipped GM trucks achieve 14.6 L/100km city, 10.3 highway and 12.7 combined, while even the General's top-line 6.2-litre V8 with 420 horsepower and 450 lb-ft of torque does better with a rating of 16.3 city and 11.6 highway (they don't offer a combined rate).
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
If you've spent most of your time in the saddle of one of GM's half-tons, or Ram's 1500 you might find the Tundra's ride a little firm. Believe me, you'll feel each and every bump and every road imperfection underneath its big 275/55R20s. There's little doubt its stiff suspension makes off-roading less comfortable too, but it's a deft handler that manages curving roads with agility unless unsettled on a big bump mid-corner, while nobody should question the Tundra's ability to get to the great outdoors and back in one piece.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Toyotas are rugged to the core, and their 4x4 prowess is legendary. Likewise, you might spend a bit more on fuel getting wherever you need to go, but once again you'll actually get there thanks to the brand's incredible dependability. In the most recent J.D. Power and Associates 2015 Vehicle Dependability Study (VDS) Toyota was the highest-ranking mainstream volume brand, only bested by two premium brands that don't make pickup trucks, one of which was Toyota's luxury brand, Lexus. This said, that same study rated the two GM pickups and the new Ram higher than Toyota's Tundra after three years of ownership, so there's a mix of good and bad news with this bit of third-party information.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All full-size pickup trucks offer higher end models designed to attract well-paid contractors and other well-to-do roughnecks, the crème de la crème amongst Tundras being this Platinum 1794 Edition. The "1794" designation commemorates the year the JLC Ranch was founded, which was the land Toyota purchased to build the Tundra's San Antonio, Texas assembly plant. The 809-hectare (2,000-acre or in other words 157 football field-sized) property, originally founded by Canary Islander Don Juan Ignacio Perez de Casanova (really, we couldn't make a name that good up) went from employing four (yes, 4) to about 6,000 people (that's a lot of angry Texans who won't like what I just said about the Tundra's fuel economy), and I have to say the truck is a respectable salute to the once-proud family farm.
I can just imagine Don Juan sitting upon his similarly coloured saddle-brown perch, albeit fitted to an entirely different type of one-horsepower steed than this workhorse. The 1794's embossed leather is truly stunning even amongst premium-level pickup trucks, with perforated inserts and heavily textured bolsters that even include a rich strip of suede-like material theoretically for holding backside in place while power-sliding it down Texan backcountry gravel roads (or gravel pits closer to home). The entire cabin is truly something to behold, especially across the instrument panel and tops of each door where the same saddle leather is stitched together with white contrast thread, not to mention padded nicely underneath, that theme continuing onto the big, fat armrest between the seats (complete with a chromed and star-emblazoned "1794 EDITION" plaque at centre) as well as the lower console around the shifter, along with more of that wonderful suede used for edging. Yup, it's one rich rancher's ride.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Anyone who's lived in Texas or anywhere else in North America will be all too aware of our collective love for faux woodgrain interiors (or not), and the 1794 Edition takes this tradition to new lengths. First off, it actually looks like the real deal and eye-popping to boot, but one shoulder rub, or worse, tap with the knuckles will instantly remind of '70s era Buicks and the like. To be fair, the woodgrain down each door panel feels quite substantive, a lesson in doing it right I'd say, but the "planks" across the dash are hollow and fake feeling. I figure if an automaker wants to include wood in any vehicle they ought to either install genuine lignum or make the environmentally friendly imitation stuff feel real. Fortunately the partially leather-wrapped and wood-encircled steering wheel, plus the wood on the shift knob is 100-percent authentic on both counts, and nicely matches the disingenuous stuff, so Toyota gets a 50-percent grade as far as woodgrain goes, which is a pass in most schooling systems.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Now that we're on a slightly negative note, Toyota doesn't cover the Tundra Platinum's interior with as many soft-touch synthetic surfaces as top-line trucks offered by most domestic rivals, the GM trucks and Ram 1500 in particular, but as noted the surfaces it does finish to a higher scale are really done out nicely. Along with the just noted stitched leather-like soft bits, the dash gets an attractive satin-silver treatment surrounding the centre stack that visually carries over to the gear selector surround, while loads of chrome detailing blings up the cabin. A nicely laid out primary gauge package is easy to read in any light, and at centre is filled with a small but colourful and very clear multi-information display that showed my fuel economy at a very honest 17.5 L/100km throughout my weeklong test.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Atop the centre stack is another clear and bright full-colour high-resolution display, albeit this one's a touchscreen for the infotainment system. It splits to show more info at a glance, and includes an exceptionally clear backup camera, a colourful and very accurate navigation system with excellent mapping, plus loads of useful Toyota apps. Below the infotainment screen is a dual-zone automatic HVAC system with a digital display showing fan speed, vent direction, temperature readouts on both sides, plus heatable and/or ventilated seats, which are three-way controllable for each feature. The JBL audio system is very good and still comes with a CD player, a feature I happen to appreciate, but it should be noted I was also able to connect my smartphone via USB port or Bluetooth streaming audio, and hands-free phone, of course.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All the features specific to the 1794 Edition have been mentioned already, and include that big chrome grille surround, bright grey centre bumper cap, chromed steel front bumper ends, the 20-inch chrome-clad wheels, all the woodgrain and leather/suede interior upgrades, plus the associated trim badging, while features that come as part of this model's Platinum trim include power-folding and power-adjustable heatable side mirrors with integrated turn signals and puddle lamps, the aforementioned heatable and ventilated seats that are also 10-way adjustable for the driver (even featuring powered lumbar and variable-length lower cushion adjustment) and four-way adjustable for the front passenger, plus a 60/40-split rear bench seat with a flip-down centre armrest and flip-up lower cushions, a powered tilt and telescopic multifunction steering wheel with memory that also adjusts the side mirrors and driver's seat, the seven-inch infotainment system with navigation and 12-speaker JBL display audio system noted earlier, most of the chrome interior accents, the billet-style grille, colour-keyed rear bumper, and spray-in bedliner.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Items pulled up from Limited trim include the previously noted chrome mirror caps and door handles, the fog lamps, leather dash trim and dual-zone auto HVAC, plus auto on/off headlamps, an auto-dimming rearview mirror, clearance and backup sensors, a garage door opener, a powered moonroof, a bed rail system with a set of four tie-down cleats, an anti-theft system, and blind spot monitoring with rear cross traffic alert, whereas features the come standard on the base 4x4 CrewMax SR5 that are also included with this 1794 Edition include the 3.5-inch TFT multi-information display, backup camera and soft door trim noted earlier, as well as keyless entry (yes, it would've been more convenient with proximity access and pushbutton ignition), variable intermittent wipers and a windshield de-icer, cruise control, dual illuminated vanity mirrors, and a powered vertical sliding rear window (how cool is that?), as well as its 5.5-foot cargo bed, removable locking Easy Lower & Lift tailgate that drops down as smooth and noiselessly as a Lexus LS' glove box lid, a tow package including a heavy-duty hitch receiver, 4+7 pin connectors, trailer brake controller prewire, a supplemental transmission cooler and transmission temperature gauge, and lastly all the usual airbags as well as a knee blocker each for the driver and front passenger.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All of this kit comes in a cabin that's amazingly large and accommodating, the front seats wonderfully comfortable with superb lower back support and so easily adjustable that any body type should be able to find a comfortable position. In back the CrewMax cab's legroom is a limousine-like while the seats are also very good for the class, the only negative to this ultra large cab being the rather short five-foot-six box just noted in back. Of course, if the CrewMax came fitted with a regular box it would extend beyond the length of usability, at least for most peoples' needs.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Fortunately you can flip up the lower rear cushions if you want to use the rear seating area for stowing cargo, but there's not as much rear-seat load versatility offered in this truck as with some others. For instance, some include the ability to construct a flat loading floor via foldable mechanisms attached to the underside of the seat, while the Tundra doesn't include any built-in compartments for stowing belongings either.
This is a common theme with the Toyota's full-size pickup truck. For instance, the back bumper includes hard plastic steps on each of its two topmost side sections and a similarly hard lower step in the middle portion, the latter easier to use while climbing up into the box, but they're not rubberized and therefore can be quite slippery in the rain or snow. This process nevertheless works pretty well if you're ok with stepping over the closed tailgate when climbing up onto the bed, but when the tailgate is already lowered it's quite a stretch up to those corner steps, and there's only a mere toehold provided, which I've learned by experience, can easily result in a slip and resultant knee-bash against said bumper. Alternatively, GM cuts a standard step into each corner bumper that's easier to stretch up to, while Ford's optional retractable step, which gets pulled out from a hidden compartment within the tailgate and lowers to allow really easy access to the bed, is the most innovative approach to pickup truck loading gear, while the blue-oval brand also offers a set of kick-out retractable sidesteps. Oddly, this top-line Tundra didn't include any sidesteps at all, making ingress and egress to the cabin very difficult for my five-foot-eight frame and a real jump for my five-foot-nothing partner, a serious fail for a top-line luxury pickup truck. Fortunately, Toyota offers these as options.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As you read this you might start thinking that I don't like the Tundra and wouldn't recommend it, but that's far from the truth. Due to its high-quality workmanship and good Toyota name I give it a solid thumb up for those who like what it has to offer, but if the Japanese brand seriously wants to eat into the million-plus half-ton pickup truck market in a big way it needs to offer some sort of easier alternative for climbing up into the bed without straining a groin muscle, while it should also hurry up and get the promised Cummins diesel to market, while it may also want to think about improving some interior plastics to make it feel a bit more upscale.
This Platinum 1794 Edition certainly looks the part inside and out, mind you, while it's a very strong performer, should be as reliable as most Toyota products, and I must say its very reasonable as-tested $57,285 asking price is truly impressive for such a fully loaded luxury ride, so I believe it's worthy of your consideration. One thing's for sure, you'll enjoy a much more exclusive ride that'll get long, envious stares from neighbours and passersby, or at least that's what I experienced, along with some very positive comments from strangers walking past. I've rarely had that with any pickup truck, something that's hard to put a price on, but one any proud owner enjoys each and every time it happens.
Show Full Review

Long, lean and now endowed with a much more committed take on Lexus' brand-wide spindle-shaped grille and accompanying front fascia, the refreshed 2016 ES 350 is an altogether more stylish and attractive mid-size sedan, or at least that's this journo's opinion. Lexus has given its once conservative mid-size front-driver the RC treatment, and I'm not talking Royal Commission or remote control but rather the Japanese brand's gorgeous new two-door sports coupe.
I don't know about you, but I find it difficult to turn away from the ES' broader, deeper, polished nickel-rimmed and glossy black multi-angled front latticework, and not only because of this most noticeable upgrade, but also due to needle-sharp scalloped LED headlamp clusters with LED DRLs, similarly pointy chrome-bezeled LED fog lamps at each lower corner, beautiful multi-spoke 18-inch alloys rounding out a sleek profile highlighted by polished nickel brightwork surrounding the side windows, elegantly elongated and reshaped LED taillights conjoined by a thicker and better-integrated slab of bright metal, and new rear diffuser-like lower valance incorporating downright sporty looking dual chrome-tipped angularly ovoid exhaust pipes, the new ES an all-round more appealing and unique shape. This is a big visual step up for the Avalon-based model, and one I hardily condone.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
All four doors open wide to allow easy access front and rear, my tester sporting stylishly sporty black leather-clad and white stitched upholstery (a "Flaxen" caramel brown is also available) that looked ideally suited to comfortable cruising. I immediately took in a cabin that's still suitably devoid of most of the hard plastics I grumbled about in the previous fifth-generation ES. Of course, Lexus always finished the dash top, most of the instrument panel and all four door uppers in soft pliable synthetics, but since the sixth-gen ES debuted for the 2013 model year even these surfaces were upgraded while yet more improvements were made throughout the interior. The hard plastic started further downward around hip level, while the centre stack received Lexus' first-generation Remote Touch Interface and associated leather-covered hand rest that's still present, a once state-of-the-art infotainment controller that only looks old because of Lexus' own second-gen RTI found in the new RC noted earlier, as well as the new NX and RX. That hand rest gets stitched in white to go along with the seats and armrests, albeit the latter items incorporate extra padding for added comfort. A soft piece of leatherish trim spans the dash ahead of the front passenger too, enhancing style and safety.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The rest of the cabin remains a feast for the luxuriant soul, with beautiful metallic and genuine hardwood inlays highlighting the instrument and door panels, yet more wood and metals on the lower console, whereas the ES' steering wheel remains a revelation in performance-oriented luxury. It's rimmed in white-stitched black leather in my tester, along with wood in three separate sections, while the two side spokes' switchgear is superb, as are the other buttons, knobs and toggles throughout the rest of the car, while the my ES tester shed light on all its handiwork via beams of overhead LEDs front and back as well as a dual-pane panoramic sunroof that makes for an open and airy ambiance.
Ahead of the driver are the model's usual bright, clear and colourful Optitron gauges, although a 4.2-inch high-resolution colour TFT multi-information display now sits between the tachometer and speedometer, looking good and filled with lots of useful go-to data, while the deeply recessed and properly shaded infotainment system appears identical to last year's very effective design, although the console-mounted RTI controller mentioned a moment ago gets a nice new greyish metallic-silver pedestal that houses long, narrow buttons at each side for making selecting a given "link" after toggling around the system, adding just that little bit more control without having to totally update to the gen-2 touchpad.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
ES 350 buyers should never feel unloved, at least by Lexus that pampers even those at base levels with myriad standard features to go along with the creature comforts already noted. A shortlist for the $41,400 entry model includes frontal LEDs, 17-inch alloy wheels, Lexus' Smart Key proximity-sensing passive access with pushbutton ignition, powered windows with auto up/down all-round, an electrochromic auto-dimming rearview mirror, clearance and backup sensors plus intuitive parking assist, a universal garage door opener, a tilt and slide powered moonroof, an LED illuminated analog clock, dual-zone auto climate control, the eight-inch infotainment display I commented on earlier, an eight-speaker AM/FM/CD/MP3/WMA/USB/AUX/satellite audio system with Bluetooth streaming and phone connectivity, plus 10-way powered front seats that are also heatable and ventilated, although unlike my tester's the base seats are covered with NuLuxe faux leather, but this said leatherette upholstery is an especially common occurrence amongst the base Germans as well.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Additionally the ES gets a standard rear-seat pass-through that, while ideally good for skis down the middle when four occupants are enjoying mountain views via heatable window seats, it's a rather small hole to pass four sets of skis through, but I must admit the trunk is plenty large at 430 litres (15.2 cubic feet) so smaller kids' skis will fit in sideways or on an angle. I'm going to guess that most active lifestyle families will just buy an NX, RX, GX or LX instead and be done with it, so go ahead and enjoy all that trunk space for your golf clubs.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Continuing with standard features, the ES has long been a safety leader so it gets all the usual airbags as well as driver and front passenger knee blockers, while tire pressure monitoring joins Lexus' usual Star Safety equipment including ABS-enhanced four-wheel disc brakes with electronic brake-force distribution and brake assist, traction and stability control, and Smart Stop Technology (SST) that limits power to the front wheels under braking.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As you've probably noticed I've been referring to special features found in "my tester", and that's because it was fully outfitted with the ES' Executive Package that pushed its price up to $52,400 but included the 18-inch alloys, LED ambient interior lighting, perforated semi-aniline leather upholstery, panoramic sunroof, and rear door sunshades already noted, as well as auto high beams, dynamic radar cruise control, powered variable cushion length for the driver, passenger-seat memory, a 360-surround camera, pre-collision system, lane departure alert, a superb 15-speaker Mark Levinson audio system, and a powered trunk lid. Along with these items the Executive Package incorporates a number of features from the $46,100 Touring Package equipped ES such as the aforementioned auto-leveling LED high beam headlights, powered wood and leather-wrapped heatable steering wheel, woodgrain accent trim, driver's side memory, powered rear sunshade, and the infotainment system's Remote Touch Interface, while also adding navigation, a reverse camera, an in-dash DVD player, rain-sensing wipers, and blind spot monitoring with rear cross traffic alert.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
With all of its optional safety equipment the 2016 ES earned Top Safety Pick + honours from the IIHS, while the NHTSA has yet to rate the 2016 model. Then again, last year's ES earned a five-star rating from that U.S. government safety organization so the 2016 should do likewise as its mostly carryover under the skin.
Front and rear spaciousness is excellent and the rear seats are fabulous. They're sculpted into two bucket-like outboard positions, with superb lower back support, ideally placed lower squabs and loads of leg, hip, shoulder and headroom, not to mention a comfortable flip-down armrest with dual cupholders at centre, heatable cushions in both outboard positions, plus those rear window sunshades just noted that even include sideways-sliding shades for the tiny quarter windows, while as also mentioned the rear glass can be shaded via a powered version of the same, so I figure with the money you'll save on an ES over a similarly roomy full-size luxury sedan, such as the LS, you can hire someone to drive you around.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Politically incorrect dreams of living in a third-world country with labour that's cheap enough to fulfill such fantasies on a journalist's wage aside, the newly upgraded front-drive four-door improves as a driver's car, but the experience behind the wheel remains 100 percent ES. That's a very good thing, I should add, because Lexus has its strong ES following to consider, and besides the two sportier models I noted earlier already have the performance end of the sedan lineup handled. Instead, the ES is still mostly about quiet, serene comfort, a task it takes to very well, although it now also takes to corners impressively too, drives brilliantly on the highway, and remains totally stable and always in control if left to reasonable albeit high speeds, especially with the dash-mounted Drive Mode Select dial set to Sport mode. This said I tend to drive the ES much more sedately than I would an IS 350, for example. I'm sure that I'm not alone in this regard, as I rarely see an ES 350 blast past in a rapid rush unless there's new driver "N" sticker on the back bumper and a teenager or young adult male at the wheel. It seems the personality type that purchases an ES is more interested in relaxed luxury than extracting the most out of this car's performance potential, but take note it's there when required.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The ES 350 doesn't get the most powerful V6 in Lexus' lineup, but thanks in part to dual variable valve timing with intelligence (VVT-i) the 24-valve, DOHC, 3.5-litre mill puts out 268 horsepower and 248 lb-ft of torque resulting in spirited performance. spirited performance. Fuel efficiency is reasonably good for the V6-powered mid-size class at 11.4 L/100km city, 7.6 highway and 9.7 combined, while if you'd rather pay less at the pump and apply a smaller footprint on mother nature ES can be had in 300h hybrid trim that's a near class-leading 5.8 city, 6.1 highway and 5.9 combined.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Another ES benefit is reliability, a strong point for Lexus on the whole as well. In the latest J.D. Power and Associates 2015 Vehicle Dependability Study the ES placed number one in the Compact Premium Car segment (yes, we all know it's a mid-size car, but try telling that to J.D. Power), while the brand's CT 200h was third and the brand placed first overall by a very wide margin.
Either car is sublime to drive around town, on the highway, and now even on a curving road, where the ES is ultimately comfortable, quiet and suitably luxurious, the perfect car to cruise through busy traffic, take on a road trip, or as mentioned, be driven in. Now that the 2016 ES has been given Lexus' stylish new duds and had its interior slightly upgraded it should have no problem continuing as a bestseller in the front-drive mid-size luxury class.
Show Full Review

When I was a kid of 13 years the original 6 Series arrived at our local auto show where my dad and I ogled over it like two school kids checking out the pretty new girl that was way out of our league. Ok, creepily weird to contemplate a 'tweenager and 46-year old white-hair sizing up the same young woman, but you get my analogy. After spending too much time on the BMW show stand we wandered over to Porsche's section to learn more about the 924 we'd been reading about in PM and other buff mags, which believe it or not was more within my dad's financial reach, and finally ended up getting serious with a then-new VW Scirocco, after driving (of course with me riding shotgun) the Ingolstadt-powered Zuffenhausen creation first. How we both would've loved to have had time in the 630CSi, but my dad's machine/welding/fab shop foreman salary wouldn't allow such extravagance. As it was, I learned to drive manual behind the wheel of that '76 VeeDub.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I've since driven both an old E24 635CSi and a number of even older E9s including a 2800CS, a 3.0CS and a few 3.0CSi coupes in my quest to buy one of the latter two, the E9 being on my personal favourite list, and if you don't know already the much-lauded predecessor to BMW's 6, arriving before any "Series" cars existed at all. It's hard to believe that when the then-new 630CSi came on the scene in 1976 it made that outgoing 3.0CSi look somewhat stale and dated, but such is how almost anything new can even initially cause a future collectible to seem like yesterday's news. That's how many of us felt when the very long-in-tooth 635CSi and M6 duo were effectively replaced by the 8 Series (E31) in '89, after an amazing 13-year run, and even more so when Henrik Fisker's beautiful Z8 (E52) became the new BMW flagship a decade later in 1999, although I can't say I was quite as excited when my then favourite exotic (I had the Z8 tester twice and managed to extend my time in the first car four additional days) was effectively replaced by the second-gen 6 Series in 2003.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I drove them all, the 8 Series an inherent understeerer due to too much weight over the front axle, the Z8 brilliant in every way as long as you had the chutzpah to master it without electronic nannies, and the 2004 645i Coupe a thoroughly impressive performer that I initially experienced at its global press launch in Malaga, Spain during the fall of the previous year, after which I tested the 6 Series Cabriolet (E64) during BMW's Southern California event the following March (we even stayed at the storied Beverly Hills Hotel, the real Hotel California), a car, like the hardtop, that I appreciated more for its drivability than its looks. My first stint in an M6 was that same E63 body style in 2006, while BMW was kind enough to lend me a then-new 2013 F13 version nine years later, an almost identical car to the 2016 model driven most recently.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Finally, in the here and now, the current M6 Coupe and 6 Series Coupe it's based on are aging gracefully, a design whose long, lean lines beguiled me when it first debuted just over four years ago. Of course, four years is hardly old compared to the original E24's baker's dozen, but today's much more competitive, faster paced environment wouldn't allow for such a lengthy tenure unless we're talking anachronistic military-grade 4x4s. As it is the wheels have been updated to gorgeous machine-finished twinned-six-spoke 20-inch alloys with black painted pockets, which do a good job of modernizing this two-door's overall appearance without changing wheel diameter. Still, the 6 is no compact, so even these immense rims are unable to make it look any smaller than it is, but its slender shape certainly is elegant.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Interestingly, the original 850Ci was heavily criticized for its overall size and curb weight, but take note it was actually quite a bit smaller than the new 6 and not much heavier even with its massive V12 shoehorned behind its M1-inspired nose. So equipped it weighed 1,975 kilos (4,354 lbs) compared to 1,939 kg (4,275 lbs) for the U.S.-spec twin-turbo V8-powered 650i Coupe. We don't get that car here in Canada, nor do we have access to the rear- and all-wheel drive 3.0-litre straight-six 640i version, or for that matter the rear-drive 650i, the result of our smaller market being a base 650i xDrive Coupe that hits the scale at an even more daunting 2,000 kilos (4,410 lbs). That's 25 kg (55 lbs) more than the original 850i, but before we attempt to directly compare the two cars let's remember that BMW has come a very long way with chassis engineering, powertrains and driveline performance since the '90s.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Even the comparatively lightweight 1,815-kilo (4,001-lb) U.S.-spec 640i has more muscle within its turbocharged straight six than the old 850Ci's V12 at 315 horsepower to 296. Sure the 850Ci would eventually increase its output to 322 horsepower and finally 375 in 850CSi trim, but once the 840Ci became available, a great deal more 8 Series buyers purchased that 282-horsepower model than the pricier 850, the "entry-level" 840 a better driver in my experience due to only 1,830 kg (4,030 lbs) of total mass, with less of that over the front wheels. Still, the U.S.-spec 640i offers a better power to weight ratio than that old '90s machine, while the new F13's overall balance, no matter the chosen powertrain or driveline, would easily put even the best E31 to shame.
As for size, before I mentioned it earlier in this review you might have also found it difficult to believe the new 6 is larger than that 8 Series, the now classic two-door measuring just 4,780 millimetres (188 inches) long with a 2,685-mm (105.7-inch) wheelbase, 1,854 mm (73.0 inches) wide and 1,341 mm (52.8 inches) tall for a particularly elegant shape even by today's standards, whereas the new 6 has been stretched to 4,897 mm (192.8 inches) in length with a 2,850-mm (112.2-inch) wheelbase, 1,902 mm (74.8 inches) wide plus a height of 1,369 mm (53.9 inches). That's growth of an astonishing 117 mm (4.6 inches) from nose to tail and 48 mm (1.9 inches) from side to side.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Such is the state of the modern luxury sports coupe, its mega mass due to crash and pedestrian safety regulations, the luxury equipment expected for such a pricey car, and the need to base it on an ever-growing 5 Series sedan that's facing the same market and regulatory demands, that in the case of this M6 Coupe is all overcome by the technical prowess of TwinPower turbocharged V8 performance tweaked to 560 horsepower and 500 lb-ft of torque in base trim and an even more outrageous 600 horsepower with its Competition Package included; a seven-speed dual-clutch automated transmission that shifts even quicker than the great Nelson Piquet could swap cogs in his F1 championship-winning Brabham BT52-BMW; an active differential that variably distributes torque between the rear wheels to optimize grip and stability when changing lanes or accelerating out of a curve; electronic shocks that automatically (or manually) adjust damping force as required; specially tuned Servotronic steering that dynamically adjusts assistance to suit a given speed; performance-tuned electronic traction and stability control systems; massive cross-drilled rotors with yet more electronic braking aids (with carbon ceramic brakes available); and the list of techno wizardry going on and on.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Fortunately the M6 Coupe is no larger than any of the other current 6 Series two-doors, actually weighing less than some at just 1,928 kilos (4,250 lbs) thanks to its awe-inspiring carbon-fibre roof panel, which has the added benefit of lowering the car's centre of gravity too. This isn't the only CFRP addition, a stunning albeit optional carbon-fibre diffuser stuffed between four jumbo pipes at its tail end, the rest of the lightweight material found as available embellishment inside.
That diffuser and the M Performance titanium exhaust system come as part of a $25,000 Ultimate package that also includes self-cinching doors, active multifunctional seats with ventilation, a Bang & Olufsen stereo, a surround view monitor, active blind spot detection, lane departure and collision warning.
I have to say, as stunning as that exhaust quad and blackened diffuser looks, the M6' styling enhancements are more modestly applied than those on the M4. It gets an aggressive lower front fascia, of course, with the usual centre cooling intake at bottom and intercooler/brake ducts to each side, the latter two surrounded by some sweet looking aero sculpting for directing air, plus the expected baby blue, dark blue and red "///M6" badge tacked onto the glossy black grille slats, plus the same M6 insignia attached to decoratively chromed engine vent on the rear portions of each front fender, as well as a tastefully understated rear deck lid spoiler capping of the back end, but it doesn't have the mean look of an M4.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As noted the carbon theme continues inside, with large glossy inlays across the instrument panel, centre console, door panels and next to the passengers ensconced within its abbreviated rear quarters, looking much more appealing than aluminum, piano black lacquer or wood, at least to my eyes. Of course there's plenty of billet aluminum trim too, the nicest bits reserved for the Bang & Olufsen speaker grilles set within each door, albeit the centre-mounted spatial tweeter that automatically rises up from within the dash top at startup really takes the cake as far as making an entrance goes. The rest of my tester's cabin was beautifully finished finely stitched leathers in dark anthracite and light grey tones, the roof pillars and headliner done out in a sumptuous suede-like material.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The steering wheel, with it's thick leather-wrapped rim trimmed with blue and red M stitching, all held in place via wonderfully thin, almost retro spokes, nevertheless filled with all the expected redundant controls, is a rare bit of automotive art. It's flanked by long metallic shift paddles that combine with the wheel to frame BMW's classic four-dial primary gauge package, albeit this one featuring a high-resolution colour TFT background complete with every type of information display conceivable, the M's comprehensive user-programmable engine, suspension and steering settings allowing just about any combination of Efficient, Sport or Sport Plus setting for the powertrain and Comfort, Sport or Sport Plus choices for the suspension and steering systems. Like I said earlier, BMW has the M6' mass issues covered with tech galore.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
A widescreen infotainment display sits atop the squat centre stack, filled to the brim with BMW's digital goodies including regular and satellite radio, a multimedia section that features an internally storable music collection, Bluetooth streaming, USB and aux connectivity, while it still includes an optical drive along with the usual phone, navigation, wireless internet, vehicle info, and other settings. BMW fits a thin strip of presets under the CD slot next to fast-access audio mode and radio/track scan buttons, which I found handier than relying solely on the iDrive screen via its rotating controller on the lower console, while a nicely organized dual-zone auto HVAC interface fills out the bottom half of the central instrument panel.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I'm not going to go into more detail with respect to features, the M6 filled to the brim with more standard luxury kit than most performance fans want or need and just enough to satisfy the luxury crowd that would rather suit up for this ride than the edgier M4, making this larger sports coupe ideal for long albeit fast road trips where all of life's comforts are most appreciated. That's not to say the M4 isn't equally pampering when it comes to standard gear, it's just purposely less refined about the way it comforts occupants. Both deliver the get-up-and-go goods just as eagerly, however, which made me very curious as to which would be the winner if let loose side by side on a twisting track.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
My personal and company budget not to the point that I can arrange such a session, I looked to the web for more than one example of these deeds done. Of course, one has to consider that the test cars weren't driven on the same day in identical conditions, but the results are what I expected, and other examples not noted here confirmed my suspicions. Professional driver Claudius Karch, a Nürburgring veteran, managed an 8:05.68 on the longer 20.8-kilometre (12.9-mile) Nürburgring Nordschleife Full track and a 7:44.00 on the slightly shorter 19.1-km (11.9-mile) Nürburgring Nordschleife BTG, while Horst von Saurma was able to circle the longer track in 7:52.00 with the M4. A circuit I know much better from personal experience is California's Laguna Seca, however, where "The Rocket" Randy Pobst managed the 3.6-km (2.2-mile) course in a scant 1:40.52 with the M6 and 1:39.69 with the M4, so it's fairly clear the much less powerful M4 is the more sporting of the two BMW M cars, but only by a hair; the M6 is still shockingly quick for such a large and comfortable 2+2.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
With foot on the brake pedal (which was oddly finished with a rubber pad, as was the throttle, M pedals normally getting the shiny metal treatment), dash-mounted ignition button pressed, lovely albeit muted engine and exhaust note doing their best to permeate the isolated luxury coupe's cabin (it actually sounds better when outside the car), I released the electromechanical brake via a toggle on the centre console (yep, no "archaic" brake lever here) and nudged the gear selector to the right for "D" and then once more for "S" or sport mode. Strapped into a driver's seat that's beyond just comfortable not to mention ultimately adjustable, foot went to throttle, the audible rush of mechanical noise moved up a significant notch to near spine-tingling levels, as did the overall sensation of forward thrust that pinned my backside into the body-hugging bucket with awesome force, 4.2 seconds of tree-blurring zero-100km/h velocity making me forget everything I ever thought about size and weight gain (my personal mid-rift bulge included), the M6 a shockingly capable Usain Bolt-like sprinter despite its Lennox Lewis size.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As you might expect it dances like Ali through the curves as well, those aforementioned seats allowing very little lateral slip despite their all-leather perforated surfacing, its 265/35 front and 295/30 rear ZR20 Michelin Pilot Super Sport performance rubber combining with an aluminum-intensive mechanical suspension and all of those electronic aids previously noted for unfathomably capable handling no matter the speed or corner it gets thrown into, the M6 even capable of fixing problems inexperienced drivers will no doubt create, at least to a point. Even more impressive than its extreme road-holding are brakes that scrub off speed at such an alarming rate you'll need to be careful not to bruise chest and left shoulder from negative Gs if jacket-less, a boon to confidence that lets you push the big coupe faster than you might otherwise would.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
While I could go on ad nauseam with performance accolades it should be noted that BMW hasn't left the M6 devoid of its EfficientDynamics systems either. Along with the safety regulators inferred earlier there are at least as many environmental governing bodies to deal with, which has forced BMW and every other automaker to engineer fuel saving technologies such as auto idle start/stop, regenerative braking and more into all of its models, the result helping the M6 binge less on premium unleaded than it otherwise would have at a claimed 16.1 L/100km city, 10.8 highway and 13.7 combined.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I'm actually a fan of these green technologies and normally let them do their work in the background rather than shutting them down, especially auto start/stop that not only saves fuel but limits noxious fumes while keeping the cabin EV-quiet at standstill, but I rather enjoyed listening to the 4.4-litre V8's wonderful rumble while I found the M6's auto-restart a tad slow and more than just abrupt, even causing adjacent drivers to glance over in wonderment as to why I'd be firing up my car just when the light went green.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Now that I'm talking practical issues, it's possible to fit in the M6' back seat, although my five-foot-nothing partner felt cramped enough to remove her boots and rest her feet on the opposite seat, so let's reserve these for little ones, shall we. Odd that the much smaller M4 is a great deal more accommodating in the rear, but still it's nice to have those wee seatlets back there for emergencies.
Now that I'm griping I need to point out my biggest M6 disappointment, how things look under the hood. BMW usually celebrates its M engine bays with glorious carbon-fibre crafted components and other dazzling details, but this turbocharged V8 doesn't have the same bespoke handcrafted uniqueness as the naturally aspirated mills of the past. Don't get me wrong, it's great to see all the exposed mechanical and turbo bits that most manufacturers try to hide with fancy engine shrouds, but the simple black plastic skull cap covering the rear half of the M6' V8 is a bit of a visual letdown.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
OK, I'm nitpicking a car apart that's truly superb, an absolute marvel of modern engineering. As you can probably tell this wouldn't be my first choice amongst BMW's current crop of M cars, the M4 with a six-speed mixer my favourite, and I'm already guessing that the upcoming M2 will at least be second on my list, although I reserve the right to change my mind after time well spent with a (finger's crossed) upcoming tester. Still, I can't knock this big super cruiser because it does everything so incredibly well while delivering a level of luxury and quality, not to mention fine attention to detail that few premium sport coupes come close to matching, even those from Crewe that cost more than twice its price.
Yes, at $125,000 plus freight and dealer fees, or in the case of my tester $150,000, the M6 isn't for the upwardly mobile, you'll need to have already arrived to apply, but its combination of absolute power and impeccable refinement puts it in a rarified class that few can attain, which for those who are financially capable will make it the BMW to own by default. I certainly wouldn't mind having this car parked in my garage for another week, although that said I can promise you it wouldn't be stationary for much of the time.
Show Full Review

I remember the first IS I drove almost exactly 15 years ago. That was way back in December of 2000, the car a first-year, first-generation 2001 IS 300 that I was particularly taken by. It wasn't the optional brownish orange, or bright yellow that was all the rage back then, electric blue, or any other notice-me hue, but rather a mild shade of metallic silver, yet it was brilliantly fun to drive, had one of the coolest chronograph watch-style primary gauge packages I'd seen to date, and was a bold new step for what was at that time a staid and conservative Lexus brand.
I've reviewed six IS sedans since, including the then-new second-generation 2006 model at its national press launch held slightly more than 10 years ago in November of 2005, the absolutely brilliant 416 horsepower 2008 IS F with its then state-of-the-art eight-speed automatic, a superb looking 2010 IS F Sport, a then-new third-generation 2013 Lexus IS 250 AWD Special Edition, a 2014 Lexus IS 350 AWD F Sport, and now this latest 2016 model in identical IS 350 AWD F Sport trim, albeit this one is painted in an eye-arresting colour that's totally worthy of its wonderfully bizarre Ultrasonic Blue Mica 2.0 name. Thanks for the memories Lexus, all of which helped me form a wholly new opinion of the 26-year old premium brand.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
While Lexus has built its solid reputation by building extremely high-quality luxury cars with a penchant for faultless reliability, the most recent J.D. Power and Associates 2015 Vehicle Dependability Study placing it first by a long shot, it was the IS and its derivatives that helped develop its sporting edge. Certainly the first-gen SC initially helped to craft this image, but those who experienced the second-generation "Sport Coupe" with its innovative retractable hardtop know that the car was more about comfort than all-out performance. Instead, the sportier IS went directly for BMW's jugular, its venerable 3 Series, as well as Mercedes' C-Class, Audi's A4, Infiniti's G (now Q50) and others fighting it out within the rear- and all-wheel drive compact luxury segment, leaving its front-drive ES to pull in disenchanted domestic luxury owners as well as Camry loyalists and the like graduating up to a more premium ride. Soon after the original IS debuted, Lexus offered a very European-style five-door SportCross variant that I also covered, and ditto for the retractable hardtop IS C that opened the brand up to a new demographic of sun worshipers in 2009.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
This last car was the predecessor of the fabulous new two-door RC, at least while its roof was up, a model that pulled more stares and positive thumbs up than almost anything else I drove during 2015. The same for this most recent IS 350 AWD F Sport. Believe me, it turned heads and accumulated nods of approval just as quickly as the RC F Sport, although it didn't hurt that both cars were painted in this same vibrant blue colour, a $650 option that's well worth every penny.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
In F Sport trim the car's massive gaping spindle-shaped maw, glossy black mesh insert, scalloped twin-projector full LED headlamps, checkmark-style LED driving lights, and radically recessed faux brake ducts are as aggressively penned as the compact premium sport sedan segment gets, making its comparatively simple grey-painted twinned five-spoke 18-inch F Sport alloys on 255/35R18 front and 225/40R18 rear Bridgestone Turanza all-seasons look almost small and understated. This is exacerbated by a gorgeous upswept rocker line that visually bleeds into the IS' F Sport's sharply angled taillights and abruptly cut trunk lid, whereas its twin chrome-tipped exhaust pipes look downright menacing, but such is a small problem that can easily be addressed by opting for a set of aftermarket 19- or 20-inch rims and rubber, possibly also sourced at your local Lexus dealer if on offer. As it is Lexus only provides another set of 18s through its online accessories catalog, a sign that the Japanese brand may want to assess how it's not effectively upselling the performance crowd that likes to personalize their cars. Still, even with its smallish rims the car is stunning, a standout four-door in a segment that doesn't reward wallflowers.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As attractive as the IS F Sport is on the outside it's at least as alluring behind closed doors, my tester's all-black cabin enhanced with contrasting white thread on the leatherette instrument hood, leather-wrapped steering wheel, leatherish shifter boot (the knob gets the leather treatment), pleather armrests, door panels, and of course its perforated NuLuxe simulated-leather F Sport seats. Odd that Lexus goes to such trouble crafting such a gorgeous set of sport seats and then applies faux leather, but such is the case. They're very real feeling fake hides just the same, and I suppose there's some sort of environmental benefit to abstaining from a bovine byproduct.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Looking upward, lots of metallic surfaces enhance the design, some satin-finished and others patterned, while the car's plastics quality is average for the class, meaning that the higher quality synthetics used are extremely good, although Lexus doesn't extend soft-touch surfaces all the way down the door panels as most others in this segment do, their lower portions getting hard below the armrests, with the same non-pliable effect on the lower half of the instrument panel and glove box lid. Then again Lexus pads the sides of the sloping centre stack to protect inside knees, which is literally a nice touch, while covering it with the aforementioned white-stitched leather-like treatment, whereas the centre stack itself is an especially well laid out and beautifully finished bit of automotive jewelry.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The jewelry part is the lovely analog clock at centre, bisecting the two middle vents, a recessed colour infotainment display above these filled with high-resolution navigation, a reverse camera with active guidelines and plenty more, plus a nice matte-black finished dual-zone auto HVAC and audio interface below, complete with a touch-sensitive temperature slider at each side, various buttons in between, an optical CD/DVD drive surrounded by stylish looking metallic audio knobs, and a row of tiny metal buttons underneath, all detailed out with the exacting quality expected of a Lexus.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The lower console gets heatable and cooled seat buttons along with one for the heatable steering wheel, the gear selector on the left, drive mode controller behind that, and Lexus' older toggle-style Remote Touch Interface with haptic sensors to the right, the IS not yet incorporating the new and much improved laptop-style touchpad controller found in the RC and NX.
One look at the F Sport's LFA-inspired full TFT instrument cluster will put away any thoughts of yesteryear, mind you, its brilliantly colourful driver-focused design immediately captivating and impressively filled with core driving-specific info, the 3D relief-style centre gauge layout reminding me of the original IS 300's gauge package noted earlier.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
You'd think with this seemingly track-ready set of digital dials the IS F Sport would charge away from standstill at the mere thought of foot to throttle, but it really doesn't feel all that different than the regular IS 350 AWD when cruising around town or taking to the highway, where it provides thoroughly comfortable motoring even on rougher pavement. It moves along quickly, however, and feels sharp in the corners when pushed, it just doesn't beg you to push harder like some competitive sport models do, that is until you twist the Drive Mode Select dial all the way to the right from Normal to Sport mode and then further to Sport+, at which point the direct-injected 306 horsepower 3.5-litre V6 with 277 lb-ft of torque feels a lot more eager while the six-speed autobox shifts more rapidly and abruptly, the downgraded transmission (the base model gets an eight-speed) holding its chosen gear longer as well, and when you click the gear lever to the left it forces you to shift it yourself unless you want to push it to redline for each and every cog swap, a flick of the shift lever or tug on the large right-side aluminum paddle mounted on one of the segment's best looking three-spoke sport steering wheels relieving the tightly sprung engine and allowing a burst of newfound speed from the higher gear. It's at these moments, especially if the road ahead is filled with serpentine S-curves, rises, dips and all other types of bends and undulations that the IS feels as sporty as anything in the class, a transformational process that will likely surprise those not expecting a Lexus to drive like a sport-tuned BMW.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Likewise the upgraded F Sport seats, which are ideally formed for holding backside in place while flinging the car through curves, are not only laterally supportive, but capable enough in their lower extremities for lumbar therapy, especially with the three-way seat heaters set to high. I drove all day in these and never felt any complaint from my aging spine, a testament to seats well designed.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The IS is quite roomy up front too, but like so many others in this class it's more of a five-seater in a pinch than a true luxury sedan. Leave such limo-style duties to the ES and others within the pampering portion of Lexus' lineup, the IS' back seats best for two adults or three smaller folks or kids. Two adults should feel comfortable unless very large, my medium-build five-foot-eight frame allowing about four inches of knee space behind the front seatback when it was set ideally for me up front, plus about three inches above my head.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The trunk is nicely finished, as expected albeit not always delivered in this class (I'm speaking to you, Cadillac ATS), while the seatbacks are easy to fold down after walking around to the rear doors to lower, being that no levers allow you to do so from the cargo area. They're also 60/40-split, which while better than a single folding seatback or none at all isn't as versatile as others with 40/20/40-split configurations, the missing centre pass-through helpful for stowing ski gear, for instance, with four thoroughly comfortable passengers aboard. Normally such 60/40-configured situations would be an opportunity for pre-teen arguments before the drive home, one inevitably winning title to the heatable outboard rear seat, but in the case of the IS there's oddly no such option.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
This in mind, the IS 350 AWD F Sport is a fairly well outfitted sport sedan, albeit missing a number of features others in this class get, especially at its as-tested $52,600 price point (minus the blue paintjob). Along with those missing rear seat warmers and noticeable lack of a large panoramic sunroof overhead, my tester instead getting the usual frontal moonroof, it also didn't receive many of the luxury features offered in the slightly higher priced Executive Package, such as auto high beam, reverse auto-tilt side mirrors, a powered steering column, driver's seat memory, leather upholstery, clearance and backup sensors, and lane departure alert, these items strangely unavailable if you want the F Sport's sportier styling and are even willing to pay more to have them, but good news is that for only $54,300, a mere $1,700 extra, an F Sport Series 3 package is available that adds two of my favourite features, adaptive cruise control that's ultra-convenient during road trips and a 15-speaker Mark Levinson surround sound audio system with an 835-watt 12-channel Class-D amplifier that from previous experience is absolutely fabulous anywhere, plus a powered rear sunshade and the brand's pre-collision system.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
The previously noted six-speed gearbox and additional lack of an auto idle-stop/start system, regenerative braking and other high-tech fuel-saving features offered by premium rivals means that fuel economy isn't its forte, the IS 350 AWD good for a claimed five-cycle EnerGuide rating of 12.6 L/100km city, 9.2 highway and 11.1 combined, the less expensive and less powerful IS 300 AWD offering zero pump benefit, but the new IS 200t coming to bat with a much more agreeable 10.6 city, 7.2 highway and 9.0 combined rating while still putting 241 horsepower and a sizable 258 lb-ft of torque down to the rear wheels. This is a car I want to drive.
But rather than look at the IS 350 AWD F Sport's cup as half empty, it's best to appreciate everything this car includes. After accessing the cabin via proximity-sensing keyless entry, ogling the stainless doorsills, aluminum sport pedals and ominously black roofliner on the way in and then starting the car with its ignition button, those front seat coolers are particularly refreshing on a warm summer's day, while the aforementioned heatable steering wheel does likewise for colder months and segment norm dual-zone auto HVAC keeps front occupants at their optimal temperatures no matter the time of year. The wipers are rain-sensing, the front seats powered, while sliding the leather-wrapped gear shifter into R automatically puts the backup camera into play, the F Sport's standard rear cross traffic alert, which comes as part of the standard blind spot monitoring system that together make sure you don't get clipped by a fast moving car as you're pulling onto the road from your driveway, let alone pull into the adjacent lane while its already occupied.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Out on the road you'll be glad that all of its various active and passive safety features are busily working in the background, the four-wheel ABS-enhanced discs with electronic brake-force distribution and emergency brake assist providing effortlessly quick stops even after repeated application, combined with traction and vehicle stability control, each harmonized with one another via Vehicle Dynamics Integrated Management that keeps all the driver assistance electronics communicating together in a high-speed digital discussion that could only be understood by one of Lexus' talented engineers, while the usual six airbags are joined by two front knee blockers and two side-impact bags for the rear outboard passengers.
Just how all of this kit works won't likely be as important to IS 350 AWD F Sport drivers as how well Lexus makes the car handle in inclement weather conditions. Its all-wheel drive is rear-biased, optimal for performance, with the front tires increasing torque and therefore grip when required, which makes this IS a superb four-season sport sedan. Put a set of high-performance snows on each rim and it would no doubt transform into the ultimate winter wonderland getaway car, and one that few will miss as it pulls up to the ski resort valet.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Yes, fifteen years after introducing its first sport sedan Lexus is now fully in the game, capable of going head-to-head with the best from Germany in most respects, while still delivering the revered quality and dependability fans of the brand have grown to trust. It's a powerful combination that truly sets the IS apart from its competitors.
Show Full Review

The Q5 is mostly unchanged for 2016, but that certainly won't get in the way of this models popularity. It remains North America's most popular compact crossover SUV, not to mention the only four-ringed vehicle that leads its segment in sales.
That's right, the Q5's record-breaking 7,862 Canadian deliveries in calendar year 2014 beat Acura's RDX by 1,305 units, Mercedes' GLK by 2,263 sales, BMW's X3 by 2,643, Infiniti's QX50 by 5,965, and Volvo's XC60 by 6,320 (the Q5 also sold 6,156 more units than the Range Rover Evoque, but the stylish Brit is a smaller vehicle that competes more directly against the Audi Q3). It's been open season this year, however, as 2015 will be the first full year for a staggering number of new entries that have truly shaken up the compact luxury SUV market, including the Lexus NX, Lincoln MKC and Porsche Macan in order of popularity, the NX already ranked third for year-to-date 2015 sales as of October, ahead of the GLK and X3, the MKC in fifth and Macan in sixth, both ahead of the QX50 and XC60, with another set of newbies arriving just this year including the all-new Land Rover Discovery Sport plus a very intriguing new GLC (great little crossover?) just hitting Mercedes dealers as the ink to this story dries, so to speak, and replacing the aging GLK in the process.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Talk about an exciting market segment, the compact luxury crossover class only rivaled by the subcompact SUV segment that's been growing exponentially too, although so far at least, Audi's Q5 has risen to the top, still leading YTD 2015 sales by a long shot. This is even more interesting because the premium sector especially loves the latest styles and newest tech, and despite its continued success today's Q5 is hardly new in any respect.
This current generation dates back to 2008 when it first wowed Beijing auto show goers and then later that year did likewise in LA before going on sale in 2009. That's six long years with only a minor update in 2012, which introduced new headlamps and taillights, refreshed fascias, updated mechanicals with increased output and efficiency, enhanced infotainment systems and a few interior trim modifications. The revamp obviously did the trick because it's been the segment's top-seller ever since and shows no sign of slowing.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Most will agree that the Q5 remains a thoroughly attractive compact to near mid-size crossover ute, done out in Audi's traditional understated elegance, albeit still fitted with one of the bolder grilles in the luxury sector. Its singleframe design is a stunning piece of vertically slatted brightwork, while its headlamps, albeit simpler in style than more recent Audi designs, are still up-to-date due to LEDs that wrap all the way around. Its edgy LED-enhanced tail lamps are as fresh as anything in the four-ringed fleet, mind you, and I particularly like the classy spindle-thin spokes on my Technik tester's 19-inch rims. They're circled by 235/55 rubber, ideal for balancing reasonable comfort with more than adequate performance, while Audi finishes off this example with plenty of tasteful polished aluminum and chromed bits and pieces that included stylish yet beefy aluminum roof rack cross members clamped onto the standard albeit upgraded aluminum-tone roof rails.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
If a Q5 so-equipped can't get you excited about the year's first snowfall then boarding, downhill or Nordic skiing, snowshoeing, sledding, tubing and/or any number of other winter recreational activities aren't likely amongst your personal passions, but you can still take satisfaction, let alone have comfort in knowing that you can get just about anywhere you want in as little time as possible aboard a Q5.
First off, all Q5s come standard with the brand's legendary Quattro all-wheel drive, so getting to your destination is not an issue, even in inclement weather or slippery road conditions.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
My tester was fitted with the base 16-valve, DOHC, direct-injected and turbocharged 2.0 TFSI powertrain that produces 220 horsepower and 258 lb-ft of torque, a wonderfully efficient yet amply powerful design that creates full twist from as low as 1,500 rpm and maintains it right through to 4,300 rpm, whereas full power can be found from 4,450 to 6,000 rpm, a good range for easy highway passing performance. It's smooth and quiet for a four too, this at least partially due to how well Audi isolates the Q5's cabin, which also limits wind and road noise very effectively, while the eight-speed automatic it comes mated to is perfectly configured to the Q5's personality, delivering quick, responsive shifts whether actuated by hand on the Tiptronic shift lever or left to its own devices, which either way are as smooth as smooth can be.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
To this end I can't think of another compact SUV that provides the Q5's level of driving refinement whether on city roads or cruising the highway, its ride easily one of, if not the best in its class. I've got a feeling this is one of its most popular attributes, because the majority of buyers aren't purchasing a vehicle in this class for ultimate handling around the Nürburgring Nordschleife, although I'm sure the top-line SQ5 would do quite well on any track. Rather, most are looking for a nice balance of adept road-holding for both enjoyment and safety reasons, plus a compliant ride due to the harshness of road surfaces that pretty well each and every one of us must endure due to the ill state of our cities' inner and arterial networks.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Yet even on fresh tarmac the Q5 is a dream to pilot, its ride so sublime that it'll make you wonder if it can handle a curve at all. Your first fast-paced attack on an unsuspecting set of esses will verify the opposite, however, as the Q5 is as capable of slaying apexes as its more firmly sprung competitors, and even more so if that corner is littered with uneven pavement patchwork or worse, unfilled frost heaves or potholes, which is often the case in our country's colder regions. The Q5's softer sprung yet fully independent five-link front and trapezoidal-link rear setup, that comes with good suspension travel, keeps all four wheels in more constant contact with the road than a more rigid design can, and I don't know about you but I find it much easier to rotate a car around a turn quickly when it's tires aren't futilely grasping for air.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
To that end the German brand's adept engineers allow you to personally dial in all the comfort or performance you want via the Q5's standard Audi Drive Select system that features Comfort, Auto, Dynamic and Individual settings, my personal favourite being Dynamic as it delivers a sportier tautness without ever compromising ride quality, at least not noticeably.
All of this performance comes with excellent fuel economy, another 2.0 TFSI attribute. While premium buyers aren't as concerned about pump savings as those in the mainstream volume sector, most didn't achieve their success by reckless spending, the smaller 2.0-litre four addressing ever-tightening middle class budgets as well as environmental considerations with a five-cycle EnerGuide rating of 12.0 L/100km city, 8.0 highway and 10.2 combined, partial thanks given to standard kinetic brake-energy recovery and an optional auto start/stop system. For the time being Audi's VW connection means that the Q5's 3.0-litre TDI turbo-diesel is temporarily off the market, last year's version delivering the best highway and combined ratings amongst the 2015 model's four available powertrains at 7.5 and 8.8 L/100km respectively, whereas its city rating was only a fraction higher than the hybrid's at 10.0 L/100km, and yes in case you didn't already know, Audi offers an electrified hybrid version of the Q5 that's good for 9.8 L/100km city, 7.9 highway and 8.9 combined. Finally, the gasoline-powered 3.0 TFSI is wonderfully quick with a 272-horsepower six capable of shaving almost a second off the Q5's sprint to 100km/h at only 6.2 seconds compared to the 2.0 TFSI's 7.1-second dash, while of course using more fuel to do so, whereas the SQ5's 354-horsepower mill lowers that 100-km/h charge down to 5.3 seconds, although those wanting to upgrade to either direct-injected, supercharged V6-powered model won't likely care a single iota about fuel economy.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
As wonderful as its powertrain is and as refined its chassis, I'll hazard to guess that the Q5's many admirers are equally enamoured with its interior. As with all Audis it's nicely finished, with most surfaces that aren't treated to leather or a high-end wood, aluminum or metallic trim covered in soft touch pliable plastics including the dash top, instrument panel, and even the sides of the centre stack, not to mention the door uppers front and rear, although some might find the lack of softer synthetics on the lower door panels, lower dash and especially the glove box lid a bit out of premium character. I can overlook this luxury miss because of how well everything fits together, plus the beautiful detail of its gorgeous textured aluminum inlays, the cabin's mostly high-quality switchgear that fit together tightly across the centre stack and better damped than the slightly wiggly ones around the infotainment controller, plus its smaller but still very good graphic displays that include a colour MID in as-tested Technik trim and a fair-sized infotainment screen across the line, the latter filled with Audi's excellent, user-friendly Multi Media Interface (MMI) that's controlled by a particularly handy lower console-mounted rotating dial surrounded by ample feature shortcut buttons.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
Without turning this review into a buyers' guide or worse, a brochure, some of my $49,000 Technik tester's most notable features include the auto start/stop system and 10-spoke 19-inch alloys noted earlier, plus auto on/off adaptive cornering HID headlamps, a HomeLink universal garage door opener, heatable rear outboard seats, a large panoramic glass sunroof overhead, Audi's side assist lane change safety system and more. All of these goodies get added to a bevy of equipment pulled up from lesser trims, a shortlist including metal brightwork exterior detailing, aluminum interior inlays, proximity-sensing access with pushbutton ignition, auto-dimming rearview and side mirrors, three-zone auto HVAC, driver's seat memory, rear parking sonar and the aforementioned colour multi-information display from $44,900 Progressiv trim, plus the base $42,600 Komfort model's LED driving lights, fog lamps, LED taillights, rain-sensing wipers, aluminum doorsill plates, electromechanical parking brake, Audi Drive Select, a four-spoke leather-wrapped multifunction steering wheel, 10-speaker AM/FM/CD/satellite audio, Bluetooth, heatable powered front seats with four-way powered lumbar support, leather upholstery, powered liftgate, removable cargo floor, gorgeous stainless steel trunk sill protection plate, and totally flexible 40/20/40-split rear seats that slide, recline and of course fold to accommodate various combinations of passengers and cargo, the multi-adaptable configuration including a centre pass-through that lets four passengers warm via those heatable seats after a day on the slopes with previously mentioned ski gear down the middle, the Q5's max cargo volume measuring a sizable 824 litres (29.1 cubic feet) with rear seatbacks upright and 1,560 litres (55.1 cubic feet) when all are laid flat.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
I should also note that my tester was fitted with a $2,800 Navigation package that adds hard drive-sourced navigation, a rearview camera (that really should be standard), front parking sonar, a DVD player and voice recognition, while my Q5's upgraded 705-watt, 15-channel, 14-speaker Bang & Olufsen audio system is a steal at only $1,000. You can also get rear seat entertainment for $2,000, adaptive cruise control for $1,700, and rear side-impact airbags for $500, while I particularly like the Q5 done out in its sporty S Line Sport package the endows the entire CUV with a more aggressive appearance, while an even sportier S Line Competition package pushes the performance envelope. You dress up the interior with piano black lacquer inlays or ash hardwood, while a number of additional options are available too.
![]() |
Photo: Karen Tuggay, Canadian Auto Press |
OK, that's a longer list of features than I planned to include but I couldn't help myself, as there's just so much to like even with the base model. As-tested the 2016 Q5 2.0 TFSI Technik is an ideal mixture of performance and comfort highlighted by exquisitely luxurious detailing that's combined with purposeful Teutonic minimalism, Audi never going over the top with excess and therefore providing those who like a more subdued take on sport-luxury with a near perfect reflection of sophisticated contemporary taste. Yes, Audi understands today's compact luxury crossover buyer, even making sure that all safety considerations are met and therefore earning the 2016 Q5 a Top Safety Pick+ rating from the IIHS, so it'll likely continue to remain ahead in sales as long as it doesn't deviate from this well-proven formula.
Show Full Review