By Shari Prymak

There are many who feel that a car should be more than just a transportation appliance. It should be a form of excitement and self-expression, a piece of art, or an object of desire. There are many others, however, who feel the complete opposite, and couldn’t care less about styling, fun factor, or status symbols. A reliable and affordable tool for getting from point A to point B will do just fine. To them may I present the Toyota Yaris.

To be fair to Toyota, the brand has done a commendable job of instilling a bit more excitement into their cars as of late. The Yaris, however, is a relic of a time when Toyota was content with just resting on its laurels and phoning it in. Driving enjoyment and eye-catching styling just aren’t really part of the formula. The front end design of the Yaris has a bit of European flair to it for some visual interest, but overall, there isn’t much here to get excited about. It’s just an honest, simple hatchback content with being just that and nothing more.

The interior controls are about as simple and straightforward as they get. Just about anyone can sit inside and figure everything out within a few minutes, which is something that can’t be said of most cars built today. The touchscreen is clear and easy to use. The climate controls are operated with a trio of simple dials. Starting the engine requires the turn of a key rather than the push of a button. The steering wheel tilts but doesn’t telescope, which makes the driving position awkward for some. Front seat space and comfort are quite good, however, the backseats are rather cramped. The cargo area though is a useful size.

Motivation comes courtesy of a 1.5L 4-cylinder engine producing 106 horsepower and 103 lb-ft of torque, matched to either a standard 5-speed manual or optional 4-speed automatic transmission. It is here where the Yaris really shows its age. It’s surprisingly spritely off the line thanks to sharp throttle tip-in, but beyond that the engine feels rather laboured getting up to speed when hurried. It’s especially buzzy at highway speeds, partly due to the outdated 4-speed automatic, which lacks enough gears to silence the engine’s protest at any form of haste. That being said, however, the drivetrain is suitable enough when driven in a leisurely manner. The fuel economy is decent as well. I averaged 8.5L/100km in mixed city and highway driving.

Leisure urban commutes are where the Yaris shines brightest. Tall glass and a low beltline allow for excellent outward visibility, making it easy to perform a quick lane change or parking maneuver. The handling and braking ability are nothing to brag about, but the small size and low curb weight make it feel quite nimble and agile when navigating corners and tight spots. The short wheelbase causes a bit of bounciness over rougher roads, but the ride quality is still acceptably smooth over all but rougher surfaces.

Prices start at $15,390 for a 3-door CE model which includes features such as heated seats, Bluetooth, and a backup camera. Most, however, will want the $16,700 LE model for its air conditioning, cruise control, keyless entry, and extra pair of doors. The SE model tops the range at $18,350, adding a few sporty frills along with a leather-wrapped steering wheel and shift knob. The 4-speed automatic transmission adds $1,000 to all trim levels. Impressively, all models come standard with Toyota’s “Safety Sense C” package, which includes automatic emergency braking with forward collision warning, lane departure warning, and automatic high beams. The Yaris is one of the most affordable vehicles on the market to include these active safety features as standard equipment.

The Yaris may be a little past its expiration date, but anyone who dismisses it for that reason alone needs to get a clue. Its consistency has made it one of the most familiar, easy to use, and dependable cars on the market. That ancient drivetrain is outclassed by rivals in terms of performance, but it’s also simple, thoroughly debugged, and damn near indestructible. The interior lacks a few modern conveniences, but it has the features that matter, including active safety features, at a price that undercuts its rivals. Its affordability, simplicity, and reliability also make it a highly attractive used car buy, which means that resale values are exceptionally high as well. The Yaris may not be exciting to drive or cool to look at, but when it comes to the fundamentals, A to B transportation just doesn’t get much more sensible than this.

For more details, please visit the Toyota Canada website.

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By Shari Prymak

There was a time when the BMW 5-Series was considered the gold standard of midsized luxury sedans. If you chose to buy a Mercedes E-Class or an Audi A6, you chose wrong, because the 5-Series was just better. Nothing could quite match its genius blend of thoughtful design, executive-class luxury, and scalpel-sharp driving dynamics. That scalpel bit, however, has grown a little dull over the past few generations to point where the 5-Series is no longer the benchmark driver’s car it once was. If there’s one version of the 5-Series capable of proving that the BMW magic is not lost, it’s surely the one with an M badge on its trunk lid, the M550i xDrive.

BMW’s M Performance model certainly has its work cut out for it, including when it comes to the looks department. It’s not that the 5-Series is a bad looking car. It’s not. The design is clean and sophisticated with that typical Germanic business executive-like quality. The issue is that it’s also rather bland, underwhelming, and so similar in appearance to the previous generation 5-Series that you’d be hard-pressed to tell the difference between the two. Fortunately, the M550i’s M specific garnish does help dress things up quite a bit. The major bits include an aggressive M aerodynamics package, unique tailpipe finishers, and nicer rims with sporty-looking blue brake calipers.

The 530i and 540i models may do the trick just fine for most, but the M550i is the one that will get your adrenaline pumping when a dose of excitement is needed. Much of that is thanks to the twin-turbocharged 4.4L V8 engine under the hood. Downsizing may be in trend, but nothing can quite replace the addictive power and satisfying snarl of a proper V8. With a peak output of 455 horsepower and 480 lb-ft of torque, the M550i is capable of hitting 100km/hr in only 4 seconds, apparently quick enough to beat out the previous generation M5. It easily outpaces its nearest rivals, feeling almost rocket-like in power delivery. The engine doesn’t deserve all the credit. Part of it is thanks to a grippy all-wheel drive system and a slick 8-speed automatic transmission that changes gears both quickly and intelligently.

It takes far more than just sheer speed, however, to earn an M badge. The adaptive M suspension, 10mm lower than other 5-Series models, combines with the rear-biased xDrive all-wheel drive to help maintain balance without sacrificing ride quality. I’d recommend opting for the available active roll stabilization and rear-wheel steering to further enhance cornering performance. My test car lacked these options, which might explain the noticeable body motions when pushed through the corners, even with Sport+ mode selected. Try as it may to defend its sport sedan credentials, the M550i is really more of a big, supple grand tourer than a precision corner-carver. It leaves the sharp-edged heroic handling antics to the M5 and instead focuses a little more on the pampering side of luxury.

It’s clear that BMW put more effort into refinement and comfort, especially given the brilliance of the interior. When properly equipped, the 5-Series doesn’t give up a whole lot to the far more expensive 7-Series. The fit and finish and use of materials are top notch. I especially like the accent LED lighting used to highlight the trim around the cabin. The available comfort seats are just that, offering heating, ventilation, and number of soothing massage settings. The iDrive infotainment system is sharp and effective, with a nice compliment of user-friendly buttons and knobs for common tasks. The 5-Series also offers a number of advanced semi-autonomous driving assistants as well as the ability to park the car from the outside with a remote.

Pricing varies greatly depending on the model and option packages selected. The 530i and 530e plug-in hybrid start at $62,400 and $66,900 respectively. The 540i commands a starting price of $69,950, replacing the 4-cylinder engines of the 530 models with a 335 horsepower 3.0L inline-6. The M550i starts at $82,000, with a few option packages bringing my test car up to $92,250. Expensive, but still in line with competitors with similar levels of performance.

All things considered, the M550i xDrive is an impressive luxury sedan with a driving experience that’s largely defined by its engine. As capable as it is, it still ultimately lacks the precise handling and engagement that used to be a given on every BMW. Both the similarly-priced Mercedes-AMG E43 (Tested Here) and Lexus GS F are noticeably stronger performers in this regard. Even so, there’s no denying the desirability of the M550i’s rocket-like straight line pace, impressive comfort, and richly-appointed, user-friendly interior. It’s a significant step up from the comparably tame 530i and 540i models, yet still leaves plenty of room on the table for the full-blown M5. If that sounds like the sweet spot to you, the M550i might just make the perfect partner.

For more details, please visit the BMW Canada website.

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The Alfa Romeo Giulia Quadrifoglio is new to the latest entry to the high performance sports sedan club, and so far it’s looking pretty good. The Italian hot rod rides on a new rear-wheel drive chassis and is loaded with exotic goodies such as a carbon fibre driveshaft, carbon fibre roof panel and hood, and a paddle-shift 8-speed automatic gearbox. The best bit, however, is undoubtedly the Ferrari-inspired 2.9L twin-turbo V6 engine that produces north of 500 horsepower. That’s more than you get from either the M3 or the C63, but given the reputation of that duo, the Quadrifoglio will certainly need it. Is it all enough to top the German adversaries? DRIVETRIBE conducted a three-way comparison to find out.

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The Detroit Auto Show is one of the most important auto shows of the year for both automakers and consumers. What new vehicles do we have to look forward to in 2018 and beyond? Let’s take a look at some of the most significant debuts at this year’s show.

There’s no question that the focus of this year’s show was pickup trucks. The big three domestic automakers all had brand-new trucks to show off this year. GM started things off with their redesigned 2019 Chevrolet Silverado. Highlights include a new design with heavy use of aluminum and a new 3.0L Duramax diesel engine option. The 2019 Ford Ranger represents Ford’s return to the midsized truck market in North America. The new Ranger will compete against Chevrolet Colorado, GMC Canyon, and Toyota Tacoma. Finally, RAM unveiled the new 1500 pickup, which features new available hybrid technology, improved towing capability along with better fuel economy, and new technology including an available 12 inch touchscreen infotainment system.

As far as passenger car debuts go, highlights included the all-new 2019 Volkswagen Jetta, as well as the 2019 Kia Forte, Toyota Avalon, and Honda Insight hybrid sedan. Some of the more interesting debuts as far as sporty/performance cars go included the Mercedes-AMG CLS53 and E53 Coupe and Cabriolet, which use a fascinating new 3.0L inline-6 engine with turbocharging and mild hybridization. Ford showed off the new Mustang Bullitt in snazzy green with a debadged look along with an upgraded 5.0L V8 engine with over 475 horsepower. Hyundai unveiled the overhauled 2019 Veloster hatchback, including the new Veloster N hot-hatch which uses a 275 horsepower turbocharged 2.0L engine, electronic limited-slip differential, and a 6-speed manual gearbox.

Finally, we can’t forget the SUVs and crossovers. The star of the SUV debuts was undoubtedly the 2019 Mercedes G-Class, which is the first all-new Geländewagen since the original debuted in 1979. Despite looking more or less the same, just about everything is new. The suspension uses a new double-wishbone front suspension and stronger lightweight chassis for improved rigidity and ride comfort. Off-road performance has been improved as well. The interior features a new upscale design with improved technology and dramatically improved conveniences such as actual cupholders. The other significant SUV debut included the 2019 Acura RDX. Acura’s popular crossover is now in its third generation, and features all-new styling, larger dimensions, a more luxurious interior with updated technology, and a new drivetrain featuring a turbocharged 2.0L engine matched to a 10-speed automatic transmission and Acura’s Super-Handing All-Wheel Drive.

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By Shari Prymak

Many automakers these days seen to have forgotten what the word “Sport” in Sport Utility Vehicle really means. Despite mostly being used for work commutes and shopping runs, SUVs were traditionally meant to take you just about anywhere from sketchy mountain terrain to snow-covered country trails. The “Sport” represents the adventure lifestyle and having a vehicle that matches it. Subaru is a brand dedicated to instilling some degree of adventure capability into just about every vehicle they build. And the Crosstrek is one of the most affordable ways to get in on the fun.

It’s no secret that most small crossovers today are designed more for the urban lifestyle rather than the adventure lifestyle. They are essentially hatchbacks that have been jacked-up, given some wheel cladding, all-wheel drive, and different styling. Subaru, however, appears to have skipped the different styling part, because, aside from the wheel cladding and higher ride height, the Crosstrek really looks no different than its Impreza hatchback stablemate. Even so, the clean rugged look suits its adventure persona perfectly.

The Crosstrek is built on Subaru’s new global platform, which makes it significantly more rigid and safe than prior models. The result is a ride that feels solid, stable, yet also quiet and comfortable for the daily grind. Compared to a regular Impreza, the Crosstrek boasts 8.7 inches of ground clearance, plus impressive approach, departure, and break over angles for a bit of off-road capability. It’s no rock-crawling Jeep Wrangler, but it’s more than happy enough to tackle some iffy terrain.

Power comes courtesy of a 2.0L, 4-cylinder boxer engine that produces 152 horsepower and 145lb-ft of torque. It’s efficient and reasonably refined, but don’t go looking for any kind of power because there’s none to be had here. The engine comes matched to a 6-speed manual gearbox and all-wheel drive as standard. I’d recommend splurging for the optional CVT automatic. It performs better and achieves better fuel economy with a posted rating of 8.8L/100km city and 7.2L/100km highway. CVT models also get a more advanced symmetrical all-wheel drive system with an “X-Mode” that supposedly optimizes the various systems to help navigate through off-road conditions.

As is often the case with Subaru, the interior prioritizes straightforwardness and functionality over design and flashy details. The controls are easy to use and the touchscreen works well. The display measures 6.5 inches on lower trims, 8 inches on higher ones, and both come standard with Apple CarPlay and Android Auto capability. Interior space is quite good overall, and the cargo area is large enough to swallow quite a bit of gear. With the back seats folded, a pair of bicycles can fit no problem.

Prices start at $23,695 for a manual transmission Convenience model and climb as high as $33,195 for fully-equipped Limited model with Subaru Eyesight active safety technology. The Crosstrek comes well-equipped at all trim levels, however, it is a little stingy of Subaru to make buyers move up to the $25,295 Touring model for heated seats and the top end Limited model for a heated steering wheel. You can get both of those features on a base Kia Rio. Even so, it is price competitive with other small crossovers.

The Crosstrek isn’t flashy or that exciting to drive really, but it will do just about anything one could reasonably ask of it. It’s practical, affordable, and well-designed, with enough off-road ability and ruggedness to give it the upper-hand over its less adventurous rivals. And because it’s a Subaru, safety, reliability, and resale value are all pretty much top-notch.  Crossover lovers looking for a low-priced, yet highly capable small rig to fit their active lifestyle will have a hard time finding anything better suited for the job than this.

For more details, please visit the Subaru Canada website.

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By Shari Prymak

Back in the 1980s, BMW was taking aim at the Mercedes S-Class with its 7-Series luxury flagship. The S-Class had the edge with its mighty V8 engine, giving it bragging rights over the 7’s smaller straight-sixes. Rather than go head-to-head with a V8 of their own, however, BMW came out with a trump card – a brand new V12 engine. It was the first to be built in Germany since the 1930s, joining an exclusive club occupied only by Ferrari, Lamborghini, and Jaguar. It turned out to be a wise move. The V12 gave the 7-Series an unmatched level of power and refinement. Mercedes would eventually react with a V12 of their own, which was probably a sign of the threat conjured up by BMW.

The tradition of V12-powered flagships continues to this day with cars such as this: the BMW M760Li xDrive by M Performance. That’s right. Even though it’s not technically a full-on M car, the 7-Series finally gets a sprinkling of that BMW M magic.

The centrepiece is the twin-turbocharged 6.6L V12 engine, shared with Rolls Royce, which produces 601 horsepower and 590lb-ft of torque. It’s a silky-smooth unit with enough twist to move this luxury-limo from 0-100km/hr in a mere 3.7 seconds. It certainly feels every bit the straight-line weapon that it is. The crisp-shifting ZF 8-speed automatic offers a manual mode with paddle-shifters, however, I found it more fun to just leave it in drive, plant your foot to the floor, and hold on for dear life. The noise it makes is a pleasing V12 growl befitting an M badge. Go gentle on it, however, and it operates in near total silence.

Despite the insane performance, what’s immediately clear about the M760Li is that it was designed to be a 7-Series before an M car. BMW has packed in loads of tech to make it feel far sportier than its enormous size and heft would suggest. A rear-biased xDrive all-wheel drive system works with M-tuned four-wheel steering, adaptive suspension, and active anti-roll bars to control movement and body motions without sacrificing ride quality or refinement. Regardless of whether it’s being hustled through the corners or stretching its legs down the freeway, the M760Li never loses its composure or its suppleness. It’s incredibly capable, but still a little too big and heavy to be what I’d call engaging.

On the outside, the M760Li differentiates itself from lesser models with a full M Performance aerodynamic package, M Sport brakes, 20 inch M light-alloy wheels wrapped in Michelin Pilot Super Sport rubber, and an M Sport exhaust system with large tailpipe finishers and active flaps for that throatier sound. None of the garnish, however, is quite as eye-catching as the available Frozen Dark Brown Metallic paint of my test car, which has a stunning matte sheen to it.

Changes to the interior from other 7-Series models are far more minimal, but it’s still just as opulent and feature-heavy as one could reasonably imagine. Front seat occupants enjoy multicontour seats covered in soft Merino leather, beautiful wood trim with coloured accent lighting, and an endless array of gizmos and semi-autonomous technology. With the available rear-seat package selected, backseat riders get a portable tablet which controls everything from the multi-massage reclining seats, to the motorized sunshades and lighting, to the rear-seat entertainment screens. At the push of a button, the front passenger seat can even be motorized forward and deploy a footrest for extra leg-stretching relaxation.

There’s no question that the M760Li is a paragon of refinement and incredible performance. It’s even something of a bargain if you can call a six-figure priced car that. Where a Mercedes-AMG S65 commands $253,300 to start, the M760Li xDrive entry price is a comparably reasonable $162,200. The real question is whether to go with the M760Li or BMW’s own Alpina B7 (Tested Here). The B7 is arguably more exclusive with similar straight-line performance and more playful handling thanks to a lower curb weight. For some, myself included, it’s the better choice. For others, however, nothing can top the appeal and bragging rights of a V12 under the hood. Either way, BMW’s got you covered.

For more details, please visit the BMW Canada website.

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By Shari Prymak

Want a fun to drive premium four-door sedan, but bored of the same old German options from BMW, Audi, and Mercedes? Introducing the Jaguar XE and the Alfa Romeo Giulia, the two newest entries to the popular sport sedan segment. They may be the alternative picks to the big three from Germany, but what they lack in popularity is more than make up for in exclusivity, sportiness, and desirability.

We were loaned top-of-the-line examples of each model in their respective range. The Giulia Ti Q4 comes equipped with a 280 horsepower, 306 lb-ft of torque 2.0L turbocharged four, the only available engine, and, with just about every option ticked, an as-tested MSRP of $63,690. The XE offers a number of different models and engines ranging from a 247 horsepower turbo four to a 380 horsepower supercharged V6. Our near fully-optioned XE S tester is the latter, coming in at $71,320. An XE 30t with the 296 horsepower turbo four would have been a more appropriate rival in terms of both performance and price. Alas, one wasn’t available in the Jaguar press fleet.

Although the build configurations might not be perfect, no complaints can be made over the appearances of our two testers. With its clean simple lines and spot-on proportions, the XE is a handsome, though tad conservative looking sedan. The Caesium Blue paint finish of our tester is a gaze-inducing deep rich colour that does much to improve the wow factor. It’s nearly as beautiful as the Rosso Competizione tri-coat of the Giulia, a $2,500 extra that’s well worth the upcharge. Along with the aggressive sport facia, red Brembo brake calipers, and 19 inch graphite rims included as part of the Sport Package, the Giulia is only a cloverleaf badge away from being mistaken for a track-ready Quadrofoglio model. British elegance or Italian beauty. Either way, you have a stunner.

From the inside, neither one is a standout in terms of fit and finish or overall spaciousness. Both cars suffer from somewhat cramped backseats with tricky ingress/egress. In terms of ergonomics and use of technology though, the XE is the clear winner. Jaguar’s InTouch Pro infotainment system is sharp-looking, responsive, and relatively easy to use. Alfa’s dial-based non-touchscreen system, by comparison, looks and feels a generation behind. The XE also offers handy extras such as a head-up display and an electrically heated front windscreen which are not available in the Giulia. The Giulia’s strong points are front seat comfort and a better driving position. The steering wheel is a thing of beauty and feels wonderful to hold. Ditto for the large aluminum paddle shifters.

Neither car has a prize-worthy interior, but when it comes to the driving experience, these two have it nailed. The XE achieves an impressive balance between precise body control and good ride quality. It’s an enjoyable car to toss around and have some fun with on a twisty road. And yet, as smooth and capable as it is, the Giulia is better still. Its steering is telepathically quick, turning the car within a millisecond of the slightest steering wheel nudge. It’s more agile, more energetic, perhaps even borderline frenetic, but that’s part of what makes it more entertaining to drive. Best of all, it manages to be the driver’s car without beating up the driver. The suspension is smooth enough to polish off sharp bumps and imperfections in the road. This is chassis-tuning at some of its finest.

With a 100 horsepower and 26 lb-ft of torque advantage, it’s no surprise that the XE leaves the Giulia for dead in a drag race. The Giulia’s turbo four has plenty of shove, but it’s no match for the XE’s supercharged V6, which is not only more powerful, but sweeter sounding as well. Where the Giulia picks up ground is in the transmission department. Both cars use the same XF 8-speed automatic, but it feels as though Alfa spent a little more time on fine-tuning the programming. The Giulia is always in the right gear at the right time, and those lovely paddle shifters allow for quick gear changes in manual mode. The XE, by comparison, is a little less snappy and slower to respond to demands. The paddle shifters are nowhere near as satisfying to use or look at either.

After two weeks of enjoyable driving, it became clear that, despite a few clear strengths and drawbacks on both ends, both the XE and the Giulia are stylish, capable, and highly desirable sport sedans. Both even share a somewhat questionable history in terms of reliability, but hey, the German offerings don’t have much to brag about in that area either. If the buying decision were based solely on pragmatism, we’d be talking about a Honda Civic instead of European sport sedans. These cars are about emotion, the upscale aura, and the driving experience. Jaguar has carefully studied the formula and scored high with the XE, but the Alfa Romeo Giulia is the real high achiever. If it were my money, no question, it would be the one I’d drive home.

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By Shari Prymak

Although subcompact crossovers are beginning to explode in popularity, Mini has long been riding this trendy segment with its not-so mini Countryman. Even though, at its core, Mini is a brand that has built its reputation on building small, fun to drive hatchbacks, that hasn’t stopped them from building trendy family movers as well.

In entry-level form, the Countryman All4 comes with a 134 horsepower, turbocharged 3-cylinder engine, 6-speed manual gearbox, and Mini’s All4 all-wheel drive system. The next-up Countryman S All4 swaps the 3-cylinder for a 189 horsepower, turbo 4-cylinder engine. My tester was the plug-in hybrid Countryman S E All4, which pairs the standard 3-cylinder engine with an electric motor on the rear axle for a total system power output of 221 horsepower. The available automatic transmission from the other trim levels comes standard here.

Power from the hybrid system is more than ample, and the level of grip offered by the all-wheel drive system gives you the confidence to push it just that much harder through the bends. Drive modes include Sport, Mid, and Green, with Sport being the most fun. eDrive and Max eDrive modes are available as well to help maximize the electric range for when it is needed most. As far as crossovers go, this one definitely falls on the more premium side of the spectrum, which isn’t too surprising given the fact that it shares a platform with the BMW X1.

With its greater mass and overall size, the Countryman isn’t as tossable and nimble as, say, a Cooper Hatchback (Tested Here), but then again, it isn’t exactly meant to be. It serves as a compromise for those who want something a bit unique and entertaining to drive, but still need the practicality that comes with four doors and a spacious trunk. In that regard, the Countryman is a success.

As much as I get the Countryman, there are a few issues that are quite hard to ignore. Being a plug-in hybrid, the Cooper S E is meant to be used as a full-electric vehicle for some distance before diverting to regular hybrid mode when the gas engine kicks in. That distance, unfortunately, is only up to 19 kilometres, which is far less than that of other plug-in hybrids, and hardly useful. Thanks to a small 36L fuel tank, the additional gas range only goes up to 420 kilometres, where average fuel consumption sits around 8.5L/100km in mixed city and highway driving. Not much better really than a regular gas-only Countryman.

The other issue is price. The Countryman S E All4 starts at $43,490, and, with the many available options, that price can easily exceed 50 grand before fees and taxes. A $7,730 electric car incentive is available here in Ontario to reduce that price significantly. Even so, it’s still around $3,000 more than a comparable Countryman S All4, and I’m not sure that it’s really worth it for only 19 kilometres of electric range. The same money could buy the Countryman’s platform cousin, the BMW X1, which is not only more car, but more badge as well.

If it were me, I’d stick with a base Countryman All4 model for $29,290. To that I’d add the well-priced Essentials Package, which gets you heated seats, a panorama sunroof, and a few other extras for $1,450. The Wired Navigation Package with the larger high-graphic touchscreen display adds $1,200. The beautiful quilted British Oak Chester Leather seating is an attractive option, though non-essential one, at $2,250. And $1,400 gets the automatic transmission. The money saved over the hybrid could then be spent on an extended warranty, which I’d consider a must for long-term ownership given Mini’s well-documented reliability issues with organizations such as Consumer Reports and True Delta.

The Cooper S E Countryman All4 certainly has a few trade-offs to contend with, but the decision to go with a Mini is never really based on pure rationality. Mini’s have a way of appealing to that inner nine year old in us. Few crossovers are able to deliver cool looks and features with a fun to drive character like the Countryman. The fact that it combines those traits with all-weather confidence and family-car practicality is just a bonus. As far as Mini’s goes, the Countryman is the jack-of-all-trades of the lineup, and it’s a pretty satisfying one at that.

For more details, please visit the Mini Canada website.

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The 2018 Jeep Wrangler is the first all-new Wrangler in over 10 years. On the surface, it doesn’t appear to look much different from the old Wrangler. To the Jeep enthusiasts, this is considered a good thing. The Wrangler is so iconic and has such a strong following that it was crucial that Jeep didn’t mess this up. It appears that, not only did they not mess it up, they have made it far better than ever before. Some of the highlight changes include a vastly improved interior, new drivetrain configurations with improved fuel economy and performance, greater off-road capability, new folding top and windshield designs that are far easier to use than before, and perhaps most significantly of all, dramatically better on-road refinement and livability. I can’t wait to try the new Wrangler for myself to share my thoughts with all of you, but for now, enjoy this excellent in-depth video review by Doug DeMuro from Autotrader.

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By Shari Prymak

The small crossover boom has quickly resulted in a flood of different available models. A few popular options include the Honda HR-V, Subaru Crosstrek, Mazda CX-3, and, the focus of this review, the Nissan Qashqai. All of these crossovers are respectable options and accomplish more or less the same tasks. More and more automakers, however, are beginning to offer comparably-priced hybrid alternatives which retain most of the benefits of a small crossover with the added benefit of superior fuel efficiency. One such example of this is the Kia Niro. It’s time to see how a conventional crossover will fair next to one of the latest hybrid offerings.

In terms of appearance, the Niro clearly has a contemporary crossover-inspired look to it which should go over well with most shoppers. The ride height and seating position are higher than that of typical hatchbacks, but the Niro is still lower and more wagon-like than genuine crossovers like the Qashqai. The Qashqai may be a bit of a tweener as far as crossovers go, but it definitely sits on the larger end of its segment. The design is quite attractive. Kind of like a three quarter scale Nissan Rogue.

The largish dimensions of the Qashqai make it one of the more spacious subcompact crossovers on the market. The Niro’s back seats feel a little roomier than those in the Qashqai. The seatbacks can be folded flat for added practicality as well. The Qashqai has about as much passenger space as the Niro, but the cargo area definitely has a bit more room to play with.

Where the Qashqai falls behind is interior tech and design. The infotainment system and climate controls are effective and easy to use, but they look and feel dated next to the Niro’s far sleeker touchscreen interface. The interior of my top trim Qashqai SL+ Platinum test car was quite pleasant, but the Niro’s was just that much nicer.

Out on the road, the differences between the two are not as significant as one might think given the different drivetrains. Both crossovers prioritize comfort, maneuverability, and ease of use over sportiness and driver engagement. The Qashqai edges out the Niro for ride quality and overall refinement. At times, the Niro’s suspension can feel a tad too firm, and the hybrid system’s transitions between gas and electric power is not always as seamless as they could be. Being slightly lower and more buttoned-down, the Niro does have a more planted, agile feel to it when cornering.

In terms of power, the Qashqai’s 2.0L 4-cylinder engine produces 141 horsepower and 147lb-ft of torque. The Niro’s hybrid powertrain is rated for 139 horsepower and 195lb-ft of torque. Neither one offers much in the way of passing power and straight-line pace, but for errand runs and leisure commutes, both get the job done just fine. The Niro is a quieter and more refined during hard acceleration. The Qashqai, by comparison, wails and whines in protest with not a whole lot of actual forward momentum going on.

Both the Niro and Qashqai may be equally competent at typical crossover tasks, but there’s no contest when it comes to which offers superior efficiency. Over a week of mixed city and highway driving, the Niro averaged roughly 7.0L/100km. A few stop-and-go city runs yielded an even stronger 6.0L/100km, which is close to Toyota Prius level fuel economy. The Qashqai, by comparison, could only manage about 10.0L/100km in mixed city and highway driving. It’s worth noting, however, that the Niro is only available in front-wheel drive, whereas the Qashqai offers and optional all-wheel drive system. It consumes more gas because of that, but it also makes it more appealing to those who venture out of the city on a regular basis.

Hybrid vehicles have traditionally commanded a significant price premium over the equivalent gas-powered options. Depending on which trim levels you go with, however, that might not necessarily be the case with these two. The Qashqai has a starting MSRP of $19,998 for a front-wheel drive manual transmission model or $21,998 when equipped with the CVT automatic. The Niro starts at $24,995, however, you do get a few additional features which make it more comparable to the $24,598 Qashqai SV. The top end models tested here command $32,198 for the Qashqai SL+ Platinum and $32,995 for the Niro SX Touring. Again though, the Niro offers more features such as cooled front seats, heated rear seats, and a wireless smartphone charging pad.

At the end of the day, either one is a solid option for those looking for a value-packed crossover. The Qashqai stands out for its smoother ride, available all-wheel drive, and a more crossover-like feel thanks to a higher seating position and ride height. The Niro, however, offers similar crossover qualities with better cabin technology, far better fuel economy, and a stronger warranty, all without the huge hybrid price premium. It sounds like a narrow win for the Niro, but the real winner here is hybrid technology. Automakers are finally able to offer hybrid options that make sense for consumers. It’s only a matter of time before consumers take notice and become hybrid owners as well.

For more details, please visit the Kia Canada and Nissan Canada websites.

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