Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

2020 Mazda CX-3 used main

How much do car shoppers absorb during a test drive?

Realistically, they’ve got their eyes locked on the road, trying to avoid a collision in the dealer’s shiny demonstrator while the sales rep rambles on about the entertainment system.

How else to explain the genuine surprise buyers of the Mazda CX-3 express when they realize that they’ve bought something that’s way too small for their needs?

“Trunk barely fits a carry-on suitcase. The back seat feels like the third row of a much larger vehicle and is fit for a small child,” reads an online remark by a remorseful buyer. “If you don’t like little footprints on the back of the front seats, then this car is not for you.”

“The CX-3 has almost no functional front storage areas – the cupholders are underneath a squeaky, creaky, cheap plastic armrest, which is in the driver’s way whether it’s raised or lowered,” another owner commented.

Needless to say, shoppers should try both the front and back seats before they buy, and check out the cargo area. Bring a measuring tape, if needed. You shouldn’t realize weeks after bringing it home that you bought a car that’s too small.

There’s a good reason why the CX-3 feels cramped: it’s based on the diminutive Mazda2 hatchback, a “supermini” that sold well in other parts of the world, but not so much here. Its front-wheel-drive platform also underpinned Ford’s Fiesta, another tiny car many North Americans had trouble living with.

When it came time to replace the Mazda2 in 2016, the automaker recast the 2 as a subcompact SUV that could go wheel-to-wheel with the <a href="https://www.wheels.ca/reviews/buying-used-2016-2019-honda-hr-v">Honda HR-V</a> and Subaru Crosstrek in a lucrative market segment that sells tidy hatchbacks jacked up with optional all-wheel drive. It was the perfect solution for a small automaker trying to stay relevant and profitable.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg"><img class="alignnone size-full wp-image-169420" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2020-Mazda-CX-3-used-main-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1708" /></a>

Size-wise, the CX-3 is about 19 centimetres shorter and 3 cm narrower than the popular Mazda3, but it’s 9 cm taller – which provides some gains inside. The space up front is good for two grown adults, although the car’s skinny width feels pinched. The rear split-folding bench is largely akin to a penalty box; it’s almost cruel to fit three seatbelts there. Consider it a timeout space for kids and dogs. And there’s merely 402 litres of cargo space behind the rear seats or 1,484 litres with the rear seatbacks folded down; competitors offer more.

Beyond the space restrictions, the cabin is nicely executed with a sleek dashboard that projects some stylish sophistication on a Walmart budget. The front seats provide outstanding comfort for this segment, with pleasantly firm support for long trips and good lateral bolstering for spirited drives. Interior materials are high quality and assembly is very good in this made-in-Japan import (Mazda sources many of its models there).

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg"><img class="alignnone size-full wp-image-169418" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/2021-Mazda-CX-3-used-interior-scaled.jpg" alt="Mazda CX-3 buying used" width="2560" height="1810" /></a>

Stylists went with a single round instrument bezel, which gives the panel an odd cyclops look. All trims feature a 7-inch touchscreen interface with crisp graphics and a handy controller knob on the centre console, though some ordinarily simple tasks, such as switching between satellite radio stations, require multiple steps to accomplish.

In keeping with the CX-3’s budget mission statement, it’s offered with just one powerplant: Mazda’s Skyactiv low-friction 2.0-L four-cylinder engine rated at 146 horsepower with a matching 146 pound-feet of torque. A conventional six-speed automatic was the sole tranny originally, but a six-speed manual gearbox appeared in the front-wheel-drive GX model starting in 2018. All-wheel drive is offered as an option on all trim levels.

On the safety front, the CX-3 scored the highest “Good” rating in crash testing by the Insurance Institute for Highway Safety and it earned the IIHS Top Safety Pick when equipped with optional LED headlights and Smart City automated braking. The U.S.-based NHTSA government agency also anointed it with its top five-star safety rating.

The CX-3 received some worthy upgrades for the 2018 model year. In addition to the new manual transmission, the suspension was revised to improve handling and ride quality, while added sound insulation made the little ute quieter. It also gained Mazda’s standard G-Vectoring Control, which automatically reduces torque to the drive wheels to enhance handling in dicey situations.

The updates continued in 2019, when the CX-3 got a minor refresh inside that saw the mechanical handbrake replaced by a pushbutton electronic parking brake that opened up room for a centre armrest and storage bin. Tweaks to the engine resulted in two more horses under the hood (for a total of 148 hp), although torque remained unchanged. For 2020, models got more standard safety tech and convenience features, including Apple CarPlay and Android Auto.

U.S. dealers dropped the CX-3 after 2021, while Canadian stores continue to sell 2022 models, though likely not for long. Shoppers are turning their attention to the all-new CX-30, a more spacious and feature-packed subcompact crossover based on the Mazda3 rather than the aging Mazda2 platform.

DRIVING THE CX-3

For all the harping about the confined cabin, the CX-3 redeems itself on the road. It’s one of the most fun-to-drive vehicles in its segment because it has some of the Miata roadster’s DNA that Mazda injects into all of its models. Notably, engineers worked overtime to pare any excess weight in the chassis. Lotus Cars founder Colin Chapman would be proud.

Handling is exemplary thanks to precise electric steering and nimble reflexes – despite being saddled with a simple torsion-bar suspension at the rear instead of a fully independent suspension. The ride is on the firm side with the optional lower-profile 18-inch tires, so shoppers with sensitive tushes may want to seek out models with the standard 16-inch wheels.

Zero to 97 km/h takes 8.2 seconds, which is slightly better than average for the subcompact crossover segment, but drivers notice it gets bogged down when all the seats are occupied. The 2.0-L engine also turns a little coarse above 4,000 rpm, but it’s decently quiet at highway speeds. Both the automatic and manual transmissions are at the top of their game; the latter would not feel out of place in the Miata.

The emphasis on a lightweight chassis pays dividends at the gas pump. Owners report an average 8 litres/100 km (35 mpg) in real-world driving conditions, which is very good, although some might expect more given how small the CX-3 is. One shortcoming is the car’s teeny fuel tank – just 45 litres – which results in a relatively short range between fill-ups.

OWNERS TALK RELIABILITY

Mazda CX-3 owners rhyme off the crossover’s engaging driving characteristics, appealing design and impressive fuel economy as their reasons for buying. Expressed negatives include the cramped rear seating, poor visibility to the rear thanks to large headrests, and below-average cargo space that wouldn’t satisfy even the smallest of families.

More good news comes in the form of exceptional reliability – which is always top-of-mind for used-car shoppers. There are relatively very few complaints involving mechanical issues in our scan of owners’ online remarks. The most common gripe has to do with the air conditioning system, which can lose its cool over the long run.

“Warm air from the climate control vents. Car is under 72,000 kilometres and needs a new evaporator,” one owner of a 2017 model posted. “Most cars will never need a new evaporator, especially one that is under four years old.” As luck would have it, air conditioning repairs are expensive post-warranty.

The 2019 CX-3 was part of a Mazda recall of more than a half-million Denso fuel pumps that could suffer failures from the impeller becoming deformed from fuel absorption, causing the pump to fail. A U.S. class-action lawsuit seeks to have the recall widened to include many more model years of various Mazdas, including the CX-3.

Owners of 2016 and some 2017 CX-3s found moisture in their headlamps, noting that the sealed units aren’t all that well sealed. Most were repaired under warranty and later models don’t appear to have the issue. Other weaknesses, reported in small numbers, include easily cracked windshields (a Mazda scourge) and infotainment screens that lock up. That’s it.

Overall, the CX-3 is a distinctive subcompact crossover with its evocative exterior styling and athletic driving reflexes. Perhaps it’s taken after the Miata sports car a little too much, and gave up a tad too much practicality. One thing’s for certain: be sure to try one on for size before you buy.
<h3>2016-2022 Mazda CX-3</h3>
BODY STYLE: Five-passenger subcompact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel drive; 6-speed manual or automatic transmission

ENGINE:  2.0-L four cylinder (146 or 148 hp, 146 lb-ft)

FUEL ECONOMY: (Regular) 8.6/7.4/8.0 L/100 km city/highway/combined

CARGO VOLUME: 402 litres (14.2 cu ft)

TOW RATING: NA

PRICE: $21,000 (2016); $27,500 (2021)

WEBSITE: <a href="http://www.mazda.ca">www.mazda.ca</a>

Buying Used: 2016-2022 Mazda CX-3

wh-UsedEVs-June18

With gasoline and diesel prices reaching for the stratosphere, motorists are reassessing their relationship with fossil fuels and giving electric vehicles a closer look.

But with few new electric vehicles on dealer lots due to supply-chain issues, more consumers might consider kicking the tires on used examples. Purchasing any second-hand car is fraught with trepidation, but gauging a used EV comes with a whole new vocabulary, along with questions and concerns.

Keep in mind that what we’re talking about are vehicles that run solely on electric energy stored in a battery pack – there’s no gas engine to assist propulsion the way gas-electric hybrid vehicles and plug-in hybrids work.

So, what does a potential buyer need to consider when it comes to EV technology, battery longevity and hidden drawbacks?

The number one question used EV shoppers ask has to do with the remaining life of the powertrain battery, since replacing it will cost $15,000 to $20,000, or even more. Fortunately, EV battery warranties typically cover eight years of use or 160,000 kilometres and are transferrable to the second owner. But there are limitations.

“Automakers’ new EV warranties on batteries allow 30 to 40 per cent degradation before approving a claim for replacement batteries,” said George Iny, president of the Automobile Protection Association consumer group. “There are now extended warranties for EVs, but they exclude battery degradation, which is considered wear and tear.”

Studies show EV batteries actually degrade very slowly – even in the 2011 Nissan Leaf, one of the first EVs to sell in large numbers. According to a 2015 report by Warranty Direct, out of 35,000 Leafs sold in Europe, just three experienced a battery failure, compared to a failure rate 25 times higher for gasoline-powered cars.

Still, the prospect of spending $15,000 to replace the battery would give any car shopper heartburn, which is why Iny recommends a pre-purchase inspection before buying a used EV.

“Specialized shops can do a battery check using a scanner plugged into the OBD (on-board diagnostics port) or verified using the dash function. Leaf buyers can use the Leaf Spy app. Tesla has no OBD port, you will need a wireless connection,” Iny said. “The Hyundai and Kia battery health monitor is optimistic; it will show zero battery degradation after two or three years in service.”

As more EVs populate Canada’s streets, there are other battery options available for motorists on a budget.

“There are aftermarket solutions – essentially the cells from an old battery pack are tested individually and the dead ones replaced with other used ones. There are shops that can replace dead nickel metal hydride cells individually, but even a complete battery pack is reasonable, about $2,000,” Iny said. “That’s cheaper than a gas engine.”

Iny suggests consumers look beyond the issue of battery life, especially since most used EVs will “likely run a long time at 70 per cent of their original capacity, like an old cellphone.” A U.S. government lab concluded EV batteries could last eight to 12 years in extreme climates such as Canada’s before requiring replacement or renewal.

Surprisingly, Iny said that electric vehicles are not less troublesome than the best gasoline-powered models – despite the fact EVs have fewer moving parts and no complex systems such as pollution controls and 10-speed automatic transmissions.

Other concerns

So, what else deserves scrutiny under the hood of an EV? Apparently, corrosion can be an issue.

“We’re already seeing galvanic corrosion due to different metals in direct contact on some models,” Iny said. For example, galvanic corrosion in the BMW i3 is caused by the interaction of metal fasteners and an aluminum housing. In other models, critical battery pack connections may be susceptible to corrosion.

Cabin heaters are another weakness. There are two types: a resistance heater (like your toaster) or a heat pump. Iny said the latter is more efficient until minus-10-degrees Celsius, when it has trouble keeping the cabin warm enough for occupants. The Nissan Leaf, Tesla Model 3 (now resolved) and the new Ford Mustang Mach-E have issues with their heat pumps, he said. Many EVs may have both types depending on the model year and trim level.

On-board charger failures are not unusual in some brands, and they’re pricey to repair or replace. By contrast, electric motors are very reliable; after all, the basic design goes back almost 200 years.

“The only brands the Automobile Protection Association has recorded failures of the electric motor are Hyundai and Kia, usually in the first 18 months and replaced under warranty,” said Iny, adding that the motors are known for failed bearings in small numbers.

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Don’t forget that EVs are still cars beyond their advanced propulsion systems, meaning they have suspension and steering components that can wear out. And like any used vehicle, inspect it for collision damage – use a magnetic or electronic paint meter to check for uniform paint thickness across all metal panels.

A more general concern has to do with the support available to owners of EV models that are no longer made, such as the Ford Focus Electric. Getting parts for any EV these days is not so easy, with the wait for parts likely being longer than for conventional vehicles, Iny said.

Perhaps most disconcerting is the fact that electric vehicles – new or used – are in high demand and command higher prices.

“A late-model used Tesla Model 3 or Y will probably sell for more than it sold new,” Iny said. “All Teslas hold their value very well, and high mileage examples are not heavily discounted like European and domestic luxury cars.”

On the other hand, shop the mainstream brands like Nissan and Chevrolet, and you may find an unexpected bargain.

“The Nissan Leaf is the most widely available used EV for the broadest range of prices. The Chevrolet Spark EV is cheap and cheerful with limited range. Both are a good runabout for a two- or three-car household.”

Considering a used electric vehicle? Here is what you need to know before you buy

Orchard,,Singapore,July,26,2021,-,Electric,Cars,Have,Become,Increasingly

Professional photographer Stephanie Lake credits her experience with her reliable Toyota Prius for giving her the confidence to graduate to the fully electric Tesla Model 3 she drives today.

“I learned with the Prius that new technology needn’t be scary,” she recalls after she traded in her thirsty Mazda6 for the gas-electric hybrid hatchback. “It was even more fuel-efficient in stop-and-go city traffic than on the highway because it draws on the battery.”

It was her son Stephen who encouraged her to take the next step and go all-electric with a Tesla. She balked, not wanting to spend $80,000 on an opulent Model S, until she heard that the upstart automaker was launching the more affordable Model 3.

“There’s a misconception that Teslas are luxury vehicles for the rich, but in reality, they’re economy cars that cost a lot less to operate than a BMW,” Lake says.

Common misunderstandings about electric vehicles (EVs) have prevented them from becoming more popular more quickly – especially in Canada, which lags behind other industrialized countries in terms of EV adoption.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/tesla-model-3-scaled.jpg"><img class="size-full wp-image-169053" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/tesla-model-3-scaled.jpg" alt="Tesla 3" width="2560" height="1605" /></a>

According to the inaugural Canada Electric Vehicle Consideration Study by J.D. Power, 46 per cent of car buyers say they are “very likely” or “somewhat likely” to consider an EV for their next vehicle purchase, which pales in comparison to the United States, where 59 per cent of consumers say they are ready to go electric.

“It’s a surprising result,” says J.D. Ney, director, automotive practice lead at J.D. Power Canada. “We pride ourselves on being more progressive than our American neighbours. We have an affinity for green technology, which ought to make us more receptive to electric vehicles.”

“There are several unique systemic challenges in Canada upon which manufacturers and policymakers need to collaborate to effectively navigate the transition,” Ney says.

The Canadian-market survey, conducted online this spring, reflects perspectives not just from the minority of vehicle owners who’ve already purchased an EV, but the vast majority who haven’t. The six in 10 consumers (61 per cent) who are unlikely to consider an EV say the steep purchase price is a factor; this compares with only 44 per cent of U.S. consumers who say the same.

The governing federal Liberals are addressing the affordability issue with an incentive program that offers purchasers $5,000 in rebates when buying a new battery-powered electric vehicle as part of their climate change strategy. The program began in 2019 and has been extended until March 2025.

[caption id="attachment_169054" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/06/nissan-leaf-charging-scaled.jpg"><img class="size-full wp-image-169054" src="https://wordpress.wheels.ca/wp-content/uploads/2022/06/nissan-leaf-charging-scaled.jpg" alt="Nissan Leaf" width="2560" height="1707" /></a> Electric car charging point with Nissan Leaf connected. EV parking and recharging station. Lithuania, Kaunas, February 10, 2020[/caption]

While anyone in Canada can access the federal money, some provinces chip in their own rebate while others don’t bother stacking incentives to help bridge the big gap between the price of gas-powered vehicles and more expensive EVs.

Quebec offers the most generous rebate at $13,000 (including the federal cash), followed by New Brunswick, PEI and Yukon at $10,000, British Columbia and Nova Scotia at $8,000, Newfoundland and Labrador at $7,500 and the rest at $5,000 – meaning they don’t top up the federal rebate at all.

When he was elected in 2018, Premier Doug Ford scrapped Ontario’s EV incentive program, which provided up to $14,000 to purchasers, and defended the move by claiming “it only benefitted millionaires who could afford Teslas.”

Beyond the hefty sticker price to get into an electric vehicle in Canada – the Nissan Leaf has the lowest entry price at $37,498 before rebates – there are other factors at play that make EVs less appealing to Canadians.

Limited driving range between charges is cited by 65 per cent of survey respondents who say they are unlikely to consider an EV, compared with 44 per cent of American consumers who answered similarly. Canadians’ trepidation may be attributed to the anxiety of travelling longer distances in remote regions with fewer cities and towns to offer EV support.

In addition, Canada’s colder climate can degrade battery performance, with 44 per cent citing a compromised range in extreme temperatures as a barrier to consideration. Range anxiety has always been a mitigating factor when it comes to EV ownership, although shoppers should know that manufacturers are continually improving battery performance and vehicle systems. The newest EVs can travel farther on a charge than those offered for sale just a few years ago.

“The good news is that EV consideration increases dramatically across a number of metrics once consumers are either better informed on the capabilities of the newest EVs or, better yet, have personal experience with them,” Ney says.

Indeed, the more exposure consumers have to EVs, the more likely they are to consider one as their next vehicle. Likelihood of consideration is just 15 per cent among Canadians who have had no experience with EVs – but the number improves to 22 per cent among those who have been passengers in an EV, and leaps to 42 per cent among those who have driven one.

J.D. Power’s Canada Electric Vehicle Consideration Study will be utilized as an annual industry benchmark for gauging EV shopper consideration. Ney says that in presentations he’s made to manufacturers, he emphasizes “doing whatever you can” to inform consumers about EVs, dispel the myths and get more people to test drive an electric vehicle.

Tesla owner Lake says what may be missing in Canada is a critical mass of EVs visible on streets and highways, like they are in many parts of the U.S., which can motivate curious motorists to take a closer look.

“There’s a domino effect when there’s a lot of Teslas on the road,” she says. “Most people I talk to say they know their next car will be electric” – despite the fact that cost, climate and range anxiety remain significant impediments to ownership in Canadians’ minds.

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Americans more likely than Canadians to buy an electric vehicle according to study

2017 Sonata

Maybe the most interesting bit of trivia about the Hyundai Sonata is that it was once built in the land of poutine and maple syrup.

The all-new midsize Hyundai replaced the rear-drive Stellar in 1989, and was produced at a brand-new assembly plant in Bromont, Quebec, 90 kilometres east of Montreal.

The front-wheel-drive sedan was shaped by <a href="https://wordpress.wheels.ca/five-things-to-know-about-giorgetto-giugiaro-a-designers-designer/">Giorgetto Giugiaro</a> – the Italian who styled the original Volkswagen Golf (Rabbit) and, uh, the Hyundai Pony – while Mitsubishi supplied the drivetrains. Hyundai and Chrysler planned to sell 30,000 Sonatas in the U.S. annually under the short-lived Eagle banner, but the scheme was dropped. Poor sales closed the Canadian plant just four years after opening.

It took several model generations before Hyundai struck the right combination of styling, content and performance to make the Sonata a success in 2011. While it won conquest sales from the bestselling Toyota Camry and Honda Accord, owners soon noticed the engines weren’t holding up well.

Improperly machined crankshafts and crankpins could shed metal shavings inside oil passages, starving the engine of lubrication. According to Consumer Reports, Hyundai and corporate cousin Kia have issued 33 recalls for potential vehicle fires involving 20 models and more than five million vehicles from model years 2006 to 2021.

The 2011 to 2014 Sonata was notorious for its engines that consumed oil and seized – a not-so-trivial aspect of owning one. But did the next generation, built from 2015 to 2019, fare better?

The seventh-gen Sonata dialed back some of the previous sedan’s swoopy styling – reportedly not a crowd pleaser in South Korea – for a more tailored, conservative look that fell in line with the Camry and Accord. Its front-drive platform benefited from some tuning to yield better handling and ride characteristics, the result of many coffees with the engineers at Lotus Cars.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-hyundai-sonata-interior-scaled.jpg"><img class="alignnone wp-image-168618 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-hyundai-sonata-interior-scaled.jpg" alt="buying used hyundai sonata" width="2560" height="1704" /></a>

The cabin has an upscale, cutting-edge feel that shows Hyundai’s fascination with the trapezoid. The dashboard layout is straightforward and easy to use, with dedicated buttons for primary functions like audio, phone and navigation. The touchscreen interface is fairly intuitive, although the 5-inch touchscreen isn’t very big (the optional nav system gets an 8-inch screen). The Sonata has ample room for four or five adults – or even three booster seats in a row.

“I often have three kids with me, my growing nieces and nephew. They are all currently still in booster seats, but fit easily in the back seat,” posted one owner online. In fact, the U.S. Environmental Protection Agency categorizes the Sonata as a “large” car for its interior volume.

Those in back get a bit more hip- and legroom than before, although taller passengers might end up slouching a little due to the sloped roof line. Visibility is good all around. Trunk space is generous at 16.3 cubic feet and the standard 60/40-split-folding rear seat instantly adds more cargo room when needed.

Powering most Sonatas is a 2.4-L four-cylinder engine making 185 hp and 178 pound-feet of torque. The optional 2.0-L turbocharged four-cylinder, which made 274 hp previously, was refitted with a smaller turbocharger, dropping output to 245 hp (and 260 lb-ft of torque) in the interest of better fuel efficiency. Both come attached to a conventional six-speed automatic transmission. The redesigned Sonata Hybrid returned for 2016; we’ll cover that model separately in an upcoming feature looking at gas-saving hybrids in the used-car market.

In crash testing by the U.S.-based Insurance Institute for Highway Safety, the 2015 Sonata earned the top “good” rating in the moderate-overlap frontal-offset impact test, and a second-best “acceptable” in the small-overlap front impact test. In U.S. government testing, it received a perfect five-star rating in frontal- and side-impact crash tests.

All 2016 Sonatas came with a minimum 7-inch touchscreen standard, while the suspension was massaged to enhance handling. The sedan got some mid-cycle styling tweaks for 2018, with a revised front grille, taillamps and some interior updates. A new eight-speed automatic transmission mated to the 2.0-L turbo four. Apple CarPlay and Android Auto apps became standard, as did blind-spot monitoring and rear cross-traffic alert.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-hyundai-sonata-rear-scaled.jpg"><img class="alignnone size-full wp-image-168619" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-hyundai-sonata-rear-scaled.jpg" alt="buying used hyundai sonata" width="2560" height="1708" /></a>

Driving the Sonata provides some welcome surprises in terms of refinement, but what it doesn’t do is engage the driver very well. Acceleration with either of the powertrains is leisurely. The popular 2.4-L base engine whisks the sedan to highway velocity in 8.1 seconds – well off the pace set by cars like the Accord. Even the Sport model with its 2.0-L turbo four can’t muster much better than 7.2 seconds.

Feedback through the steering wheel is present and alert. Though not nearly as fun to drive as an Accord or Mazda6, the Sonata acquits itself reasonably well, while the braking is slightly below par. If the car doesn’t live up to its “sport” moniker, it makes up for it with calming serenity that wouldn’t be out of place inside a Mercedes-Benz. For many motorists silence is equated with quality and that counts for a lot.

OWNERS TALK RELIABILITY

Reminiscent of the much pricier Genesis luxury models, Sonata drivers love their cars for the roomy and quiet interior, refined ride, high feature content for the money and the five-year factory warranty. Deficits include the sleepy acceleration, forgettable styling, slightly constricted headroom in the back seat, and some hard plastics around the cabin.

When it comes to mechanical reliability, the Sonata does raise some red flags – or more accurately, trigger some warning lights on the dash. As noted earlier, its four-cylinder engines are reputed to grind themselves to smithereens, and owners of 2015 to 2019 models should keep a vigilant eye on their engine’s dipstick.

“Serviceperson said car was way down on oil which is why engine light went on. Returned to dealer after 1,600 km and engine was down two quarts of oil. Told that using two quarts in 1,600 km was within specs,” reads an online complaint by an owner of a 2016 model. Actually, consuming more than one quart or litre of oil over 1,600 km is the generally accepted definition of a worn engine.

In addition to replacing many engines under warranty, Hyundai provides <a href="https://www.hyundaiengineinfo.ca/">free software updates</a> to monitor knocking engines and other conditions that precede engine failures in 2011-2019 Sonatas and other models. The technology uses existing sensors to monitor vibrations that occur when the connecting rod bearings wear down prematurely, indicating the engine may seize and fail, or in some cases catch fire.

The 2.0T turbo engine has an additional liability: the turbocharger can fail on its own, even before the rest of the engine. A few unlucky owners have changed the turbo more than once.

Other, non-engine-related faults include sunroof assemblies that creak and rattle incessantly (dealers will replace under warranty), Korean tires that are prone to failure, seat surfaces that wear out or discolour, chipping paint and faulty wire harnesses.

If your budget only allows you to buy a high-mileage used car, don’t be tempted by an Alabama-built Sonata. Plenty of owners reported the engine’s death rattle at around the 150,000-km mark.

While Hyundai should be commended for extending its engine warranty to 10 years or 200,000 km for original and subsequent owners, some replacement engines have reportedly failed, too. You could be better off buying an older, higher-mileage Toyota, Honda, or Mazda.

2015-2019 Hyundai Sonata

BODY STYLE: Five-passenger midsize sedan

DRIVE METHOD: Front-engine, front-wheel-drive; six- or eight-speed automatic transmission

ENGINE: 2.4-L four cylinder (185 hp, 178 lb-ft), 2.0-L turbocharged four cylinder (245 hp, 260 lb-ft)

FUEL ECONOMY: (Regular) 9.4/6.7/8.2 L/100 km city/highway/combined (2.4-L)

CARGO VOLUME: 462 litres (16.3 cu ft)

TOW RATING: 450 kg (1,000 lb)

PRICE: $15,500 (2015); $24,000 (2019)

WEBSITE: <a href="https://www.hyundaicanada.com/">HyundaiCanada.com</a>

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Buying Used: 2015-2019 Hyundai Sonata

Toronto,,Ontario,,Canada,-,July,8th,2018:,A,View,Of

There’s no logical reason you’d expect a leader who goes by the name of Ford to have a soft spot for motorists.

Yet Ontario Premier Doug Ford has shown drivers a lot of love lately. Among other things, he’s cancelled and rebated license-plate renewal fees, removed some road tolls and promised to build new highways.

The high cost of automobile insurance has been on the government’s mind, as well. When COVID-19 shuttered schools and workplaces two years ago, Queen’s Park directed some financial relief for drivers, resulting in more than $1.3 billion in insurance savings dispersed to motorists who were driving a lot less during the lockdown.

In its recently unveiled 2022 budget, the Ontario government proposed new measures to reduce the cost of auto insurance, including changes that would provide consumers with more flexible coverage, a pledge to crack down on insurance fraud, as well as enhance fairness – including re-examining the use of postal code information to determine premiums.

Ontario drivers may soon be able to tweak their insurance coverage further, such as by making not-at-fault damage coverage, also known as direct compensation property damage (DCPD), an optional add-on. It’s an idea that could yield some savings for drivers on a tight budget. Those who own older cars that are worth less than the cost to insure them would be able to opt out of DCPD coverage, which is currently mandatory in Ontario.

If another driver is at fault in an accident, DCPD covers damage to your vehicle and its contents, and for the loss of use of your vehicle when damaged. But if you drive an older, inexpensive vehicle, you may wish to drop the coverage and welcome the lower payments (this is separate from collision coverage, which pays for repairs to your car when you’re at fault).

“There’s significant savings for the driver who accepts the risk,” says Matt Hands, insurance director at <a href="http://Ratehub.ca">Ratehub.ca</a>. “However, the cost of replacing or repairing the vehicle will be fully incurred by the motorist.”

The government wants to see more innovations adopted, chiefly usage-based insurance (UBI) programs that give drivers more control over their insurance costs. Sometimes referred to as pay-as-you-drive insurance, UBI has been around for nearly a decade in Canada. It relies on a telematic device that plugs into the OBD-II data port and collects information about the vehicle’s speed and driving characteristics, such as hard acceleration and braking (newer programs no longer use a plug-in and only require the driver’s smartphone).

The information is shown on the driver’s phone app and relayed back to the insurance company, which determines how safely the client is driving and assigns a numeric score that’s constantly changing. Drivers who opt for the surveillance system are promised at least a 10 per cent discount for signing up.

Despite the promise of instant insurance savings, a mere 15 per cent of Canadian drivers say they have tried UBI, and some of them went back to conventional insurance.

“Telematics is a tricky feature,” says Hands. “For the longest time it could not affect your rates going up, and only represented a benefit to the motorist.” But some insurers have changed the rules of engagement, introducing the prospect of higher rates for bad drivers.

Ratehub’s own survey of drivers, conducted in 2021, tapped into consumers’ trepidation regarding usage-based auto insurance:
<ul>
 	<li>77 per cent say they are concerned about potential rate hikes</li>
 	<li>67 per cent express concern about the accuracy of the programs</li>
 	<li>56 per cent have privacy concerns</li>
 	<li>51 per cent are hesitant in case it negatively impacts their rates</li>
</ul>
“If I have to pass someone on a two-lane highway and briefly accelerate to 125 km/h in an 80 km/h zone, am I going to be penalized?” Hands poses, echoing a common question. The reality is it depends on the insurance provider and their UBI program. If you consistently demonstrate poor driving behaviours, you could see your rates increase.

Hands says that insurers are listening to motorists’ concerns and are making changes. Some programs allow the driver to edit their driving record on the app to remove instances when another family member was driving the vehicle, or made an evasive maneuver to avoid a collision.

“It’s a great feature, but just know that if you edit too frequently, you will be put on notice by your insurer,” warns Hands. He’d like to see companies offer consumers a trial period with the software, so that they can experience the potential benefits and savings – something that a few insurers have instituted.

Hands would like to see more options for “pay as you go” insurance aimed at downtown city dwellers. Intended for low-mileage drivers whose vehicles sit at home while they commute to work by transit, the plan offers lower premiums because vehicles are mostly driven on weekends and not during accident-prone rush hours.

As for the much-despised territorial rating that assigns risk according to residential postal code, Hands says the government could choose to remove geography from the criteria, making communities like Brampton, Ontario, less expensive to insure a car. But the risk would be pooled across the rest of the province, raising everyone else’s insurance premiums, he says.

“Postal codes are a crude way of assigning risk,” Hands points out. “The province of Alberta has tried tying insurance risk to drivers’ credit score, which seems to have some validity.”

As Ontario moves ahead with auto insurance reforms through its Financial Services Regulatory Authority, Hands cautions that change comes slowly in this sector and that nothing is going to happen overnight.

“The industry has been slow to adopt digitization and other technology in Canada,” he says, while other jurisdictions have embraced innovation much quicker. “The United Kingdom is ahead of its time, as is much of Europe.”

Just don’t look to the Ontario government to offer public auto insurance schemes of its own. Hands insists that government-run plans are costlier, since there’s no competition. Instead, he says Ontario is doing the right thing by working with the industry and weighing regulatory changes to eke out savings for consume

“It’s all about fostering a better relationship with the private insurers and providing regulatory transparency, which is in the best interest of everyone.”

Ontario’s 2022 budget proposes reducing car insurance costs. What could that mean for you?

2015 Mercedes-Benz C-Class

“Oh Lord, won’t you buy me a Mercedes-Benz?” sang the late, incomparable Janis Joplin. Was anyone expecting a prayer for a Fiat?

The three-pointed star that graces every Mercedes-Benz telegraphs the brand’s lofty status, sumptuous luxury and reputed quality. Yet as aspirational and innovative as the automaker is – having invented the safety cell, antilock brakes, traction control, airbags and more – the reliability of its cars and sport utilities hasn’t always matched buyers’ expectations.

In the last dependability studies conducted by J.D. Power in Germany and the United Kingdom, the vaunted brand finished below the industry average and 19th from the top in both markets. In the 2022 U.S. study, Mercedes ranked just below the industry average and 18th overall, eclipsed by the likes of Toyota, Kia and Buick.

[caption id="attachment_168037" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg"><img class="size-full wp-image-168037" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-c-class-wagon-scaled.jpg" alt="206 Mercedes Benz C- Class" width="2560" height="1707" /></a> 2016 C-Class Wagon[/caption]

For Mercedes leasees, reliability is a minor concern since they return their cars before the warranty expires. But for used-car shoppers, it’s unsettling news that can play havoc with household budgets. We’ll delve into the problems shortly.

There was a time not long ago when the C-Class was Mercedes’ most affordable offering in North America. Today, there are no less than six MB models that are priced below the entry-level C-Class sedan, which migrated upmarket in recent years.

The fourth-generation C, all-new for 2015, borrowed some of the styling cues of the S-Class with its long, sculpted hood, pronounced fascia and distinctive C-pillar and rear deck. The C-Class couldn’t help but grow in key dimensions, with the wheelbase expanding by almost eight centimetres, overall length by nine cm and width growing by four cm.

Despite ballooning in size, the sedan shed 100 kg with a body and chassis composed of nearly 50 per cent aluminum. Riding on the new super-rigid Modular Rear Architecture platform, the suspension incorporates four links up front and five at the rear axle to enhance handling. There’s an optional self-leveling air suspension system available to provide unrivaled ride comfort in a compact sedan.

Inside, the C-Class delivers considerable visual élan. Whether upholstered in standard MB-Tex synthetic leather or the genuine article, the contemporary-look cabin features exceptional materials and assembly. The product of Mercedes’ Italian design studio, the cabin blends wood, soft-touch surfaces and metallic accents to great effect.

[caption id="attachment_168036" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg"><img class="size-full wp-image-168036" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-C-Class-Coupe-interior-scaled.jpg" alt="2017 Mercedes Benz C Class" width="2560" height="1919" /></a> 2017 C-Class Coupe[/caption]

Featured front and centre is an updated infotainment and navigation interface with a standard 7-inch or optional 8.4-inch tablet-like display affixed atop the centre vents. A new touchpad interface is now part of the COMAND infotainment system in an attempt to keep fingerprints off the screen. Some drivers did find the ergonomics of the new C-Class a little off-putting, though.

“If you slightly touch or bump the round knob on the console, you can unintentionally change the radio station, or the navigation or the phone settings. Also, the turn indicators and windshield wipers are on the same lever handle. Often you accidentally turn the wiper on when you wanted to turn left,” one C-Class owner griped online.

Mercedes simplified the C-Class powertrain lineup with just two engine choices at the outset in 2015. The C300 is powered by a 2.0-litre turbocharged four-cylinder engine that produces 241 horsepower and 273 pound-feet of torque. The C400 comes with a 3.0-litre turbo V6 rated at 329 hp and 354 lb-ft of torque. A seven-speed automatic transmission and 4Matic all-wheel-drive come standard on both, as does fuel-saving automatic engine stop-start.

In U.S. government testing, the C-Class sedan received five out of five stars for overall crash protection, with four stars for total frontal protection and five stars for side protection. Each car came standard with antilock brakes, stability and traction control, front side airbags, front pelvic airbags (which deploy lower than the side airbags), a driver knee airbag and full side curtain airbags. Also standard are Collision Prevention Assist Plus and PreSafe – two features that can autonomously apply the car’s brakes to avoid a collision.

For 2016, the C400 was replaced by the similar C450 AMG with a 3.0-litre turbo V6 rated at 362 hp and 383 lb-ft of torque. A fully redesigned coupe and convertible C-Class joined the sedan for 2017, while the AMG C43 earned a new badge and a nine-speed automatic transmission. That nine-speed autobox migrated to the base sedan in 2018, along with some fresh options, including Apple CarPlay and Android Auto.

As of 2019, the C300 4Matic’s turbo four-cylinder now makes 255 horsepower and 273 pound-feet of torque, while the AMG C43’s turbo V6 makes 385 hp and 384 lb-ft of grunt. Visual updates included restyled headlights and taillights, while CarPlay and Android Auto became standard kit. After that, the C-Class largely coasted on its laurels through 2021, the last year for the fourth-gen models.

Competing with the venerable BMW 3-Series and Audi A4 required Mercedes to up its game with the C-Class, and for the most part it succeeds. Power from the diminutive 2.0-L turbo four is perfectly adequate for getting up to highway velocity – taking 6.1 seconds from a standstill – while the V6 compresses the time-space continuum in just 4.7 seconds.

[caption id="attachment_168038" align="alignnone" width="2560"]<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg"><img class="size-full wp-image-168038" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/used-merc-c-class-rear-scaled.jpg" alt="2018 Mercedes Benz C Class" width="2560" height="1706" /></a> La Classe C sous son meilleur jour[/caption]

The C’s suspension offers predictable handling and responsive steering, although the ride quality is a little more stiff than seasoned Mercedes buyers might like. Again, the optional air suspension is intended for those who require a more pillowy ride. Braking performance is superb and suitably engineered to keep motorists out of serious trouble.

Direct-injected turbo four-bangers are all the rage, but they rarely sound great, and that’s the case here. The engine noise at idle is more agricultural than turbine-smooth – but that’s the price of efficiency: drivers can easily top eight litres/100 km in mixed driving while exercising the turbo power. The V6 is considerably thirstier, but not exceedingly so. Bear in mind both engines demand premium fuel.

OWNERS TALK RELIABILITY

True to the marque, the C-Class emulates an executive jet with its exquisite cabin and creature comforts, gliding at supra-highway speeds with little noise to ruffle the experience. Owners extol the car’s premium seating, high-tech gear, vault-like construction and unmistakable presence on the road. Enough S-Class DNA has trickled down here to satisfy just about anyone. Lows are limited to a clumsy touchpad interface, small trunk and tight quarters in the back seat of the coupe and convertible.

As noted at the top, mechanical reliability has been less than ideal. First and foremost, the C’s 2.0-litre turbo four is a problematic engine according to more than a few owners who have experienced catastrophic failures.

“Apparently, the piston rod let loose and crashed into the top of the manifold, crushing the spark plug. I got quotes of $15,000 to $17,000 to replace the engine. I just feel that a Mercedes engine should last more than 69,000 km,” wrote a luckless owner online. Discussions revolve around a known frailty where the piston rod attaches to the camshaft in 2015 and 2016 C300s.

Beyond the engine, C-Class owners have reported problems with the panoramic sunroof, whose panels may misalign, or even fly off the car at speed. The U.S. National Highway Traffic Safety Administration investigated allegations of roof panel detachments. The front polycarbonate roof panel could detach due to improper use of adhesive during installation. Mercedes instituted a recall to address the issue.

In the event that the engine cannot turn over, the starting current limiter may overheat from repeated attempts by the starter motor to start the vehicle, introducing a fire risk. Mercedes recall 2017080002 addresses this problem in 2015-2017 models. There is a recall of 2015 models to address a loss of electric power steering assist due to an error in the power steering control unit software.

A more common frustration involves the run-flat tires that grace C-Class cars. Run-flats can’t be repaired, so a nail puncture typically costs almost $500 for a new tire at the dealership. The tires also ride roughly and wear out quickly. It’s no surprise some motorists swap out the run-flats for conventional tires that are more affordable and last longer.

Other caveats include fuel leaks that can introduce fumes in the cabin, fussy infotainment displays, overly sensitive sensors that mysteriously activate the brakes, and “jerky” nine-speed transmissions.

Overall, this Mercedes-Benz doesn’t quite live up to the hype. The C300’s four-cylinder engine is problematic in 2015 to 2017 models and should be avoided. German cars require very expensive German parts that can take weeks to arrive. If you’re buying a used C-Class, having a second vehicle in reserve is a good idea.

2015-2021 Mercedes-Benz C-Class

BODY STYLE: Five-passenger compact sedan, coupe and convertible

DRIVE METHOD: Front-engine, all-wheel drive; seven- and nine-speed automatic transmission

ENGINE: 2.0-litre turbo four (241 hp, 273 lb-ft or 255 hp, 273 lb-ft); 3.0-litre turbo V6 (329 hp, 354 lb-ft or 362 hp, 383 lb-ft)

FUEL ECONOMY: (Premium) 10.1/7.1/8.9 L/100 km city/highway/combined

CARGO VOLUME: 455 litres (16 cu-ft)

TOW RATING: N/A

PRICE: $26,000 (2015); $55,000 (2020)

WEBSITE: <a href="https://www.mercedes-benz.ca/">mercedes-benz.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2015-2021 Mercedes-Benz C-Class

2020 Jeep® Compass Latitude

If there’s one thing Jeep can bank on, it’s its exemplary legacy in the military.

Jeep earned its stripes after the Willys-Overland’s 4X4 prototype climbed the steps of Washington D.C.’s Capitol building to demonstrate its go-anywhere capability to the War Department in 1941.

After the war, nine companies lined up to buy the storied brand in succession. Willys produced the first civilian Jeep right after the Second World War, before being purchased by Kaiser Motors in 1953, then American Motors in 1970, Renault in 1979, Chrysler in 1987, Daimler-Benz in 1998, private equity firm Cerberus in 2007, then Fiat and more recently Peugeot, which merged with Fiat Chrysler to form Stellantis.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg"><img class="alignnone size-full wp-image-167776" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-off-road.jpeg" alt="2020 Jeep Compass" width="1280" height="854" /></a>

Keen to further monetize the iconic nameplate, DaimlerChrysler expanded the Jeep lineup from four to seven models in 2007. For the first time in its long history, Jeep birthed a pair of crossovers – the Patriot and the Compass – that shared their mechanicals with the front-drive Dodge Caliber.

Despite the trademark seven-slot grille, the first-generation Compass couldn’t shake its econobox roots with its plasticky interior, noisy four-cylinder engine and creaky assembly quality. New owner Fiat, led by Italian-Canadian Sergio Marchionne, had a better idea.

The second-gen Compass utilized Fiat Chrysler’s Small-Wide 4x4 platform – which underpins the Fiat 500X crossover hatchback and closely related Jeep Renegade – with stronger structural rigidity to anchor the four-wheel independent suspension. Introduced for 2017, the all-new Compass was sold alongside the old model until inventory of the previous Compass ran out.

The reconstituted Compass is longer than the subcompact Renegade by 16 centimetres, and the additional seven cm between the axles rewards the Compass with more rear legroom. Even with the driver’s seat all the way back, there’s decent room for shorter passengers. More impressive is the 27 cubic feet of cargo volume behind the 60/40 split-folding rear bench.

No longer a penalty box, the second-gen Compass brings comfy accommodations in a tidy package. The crossover drops the old no-frills cabin for soft-touch materials borrowed from the Cherokee and upscale Grand Cherokee. Unfortunately, it shares brittle-feeling control stalks and door-panel switchgear with the cheaper Renegade.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg"><img class="alignnone size-full wp-image-167777" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-interior.jpeg" alt="2019 Jeep Compass" width="1280" height="810" /></a>

The Jeep’s updated Uconnect infotainment system is reasonably easy to use with its redundant, and helpful, physical knobs. The top system, Uconnect 4C, comes with a large 8.4-inch screen with crisp, clear navigation graphics. But the system can be sluggish.

“Generally slow or stubborn to respond to touch input. It takes more than 30 seconds for the rear view camera to show when switching into reverse,” complained one owner in a post. In terms of crash safety, the Compass earned a four-star rating (out of five stars) from the U.S. National Highway Traffic Safety Administration, and a 2017 Top Safety Pick rating from the Insurance Institute for Highway Safety (IIHS).

All new-generation Compasses are powered by Fiat’s 2.4-litre four-cylinder engine that puts out 180 horsepower and 175 lb-ft of torque. Front-wheel drive is standard and all-wheel drive is optional on all models except the Trailhawk, which comes standard with full-time AWD. A six-speed manual transmission was standard, with a six-speed automatic (supplied by Japan’s Aisin) optional on front-drive models and a nine-speed automatic, built by ZF, on AWD models.

The Trailhawk variant deserves special mention, since Jeep expended the effort to make its crossover off-road-ready. Along with 8.5 inches of ground clearance, the Trailhawk has a 30.3-degree approach angle and a 33.6-degree departure angle – important numbers to those who veer off the beaten path. Other features include knobby Falken tires, underbody skid plates and Jeep’s Active Drive Low all-wheel-drive system with a low-range-like first-gear ratio of 20.4:1. Note that non-Trailhawk Compasses utilize a part-time all-wheel-drive system similar to those found in other crossovers.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg"><img class="alignnone size-full wp-image-167778" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-rear.jpeg" alt="2019 Jeep Compass" width="1280" height="853" /></a>

For 2019, the Compass saw some minor shuffling of feature availability, while Apple CarPlay and Android Auto were made standard across the board. More advanced driver safety aids were added to the Limited and Trailhawk trims for 2021 and the manual transmission was dropped due to a lack of interest. There’s also a Jeep 80th Anniversary special-edition trim package available. The Compass earned a styling refresh for 2022.

Driving the Compass quickly reveals the limitations of Fiat’s “Tigershark” four cylinder: it’s painfully slow in this application, partly due to the crossover’s hefty curb weight. Zero to 97 km/h takes 9.1 seconds, which doesn’t compare well with competitors such as the Honda CR-V and Volkswagen Tiguan. The engine doesn’t make pleasant sounds under acceleration, either. Front-wheel-drive models are slightly quicker without the heavy AWD hardware.

The sluggish engine disappoints further by failing to deliver good fuel economy. Some owners have reported poor city mileage – especially in the weighty Trailhawk model – as low as 19 m.p.g. (15 litres/100 km), which is less than stellar for a compact crossover with a four-cylinder powertrain. If gas mileage is a concern, seek out a front-drive Compass model.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg"><img class="alignnone size-full wp-image-167779" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/used-jeep-compass-water-fording.jpeg" alt="2018 Jeep Compass" width="1280" height="854" /></a>

The rigid platform yields a surprisingly stiff ride and the suspension is decently composed on curvier roads. The steering is taut with a decent amount of weight at the wheel, although there isn’t much feedback with virtually no on-centre feel – but it’s not a deal-breaker in this segment. The Compass is reasonably quiet on highway trips, though there may be more tire noise than some might be accustomed to. Buyers can always choose quieter tires when it comes time to change worn rubber.

OWNER TALK RELIABILITY

Compass drivers praise their vehicles for the roomy interior, legendary Jeep capability (largely attributed to the Trailhawk model), good value for the money, and appealing design inside and out. “It’s an attractive car, essentially a miniature Grand Cherokee,” wrote one owner online. Deficits include the lethargic engine and similarly sluggish nine-speed automatic transmission, seating that some found uncomfortable, and unreasonable fuel use in city driving.

Where the Compass really falls down is in everyday reliability. Again, it comes back to the 2.4-litre Fiat engine – the only choice in this crossover. Owners of 2017 to 2019 models noted that the Tigershark engine can consume motor oil at a voracious rate, sometimes leaving the dipstick dry and shutting down the engine without warning.

“Motor burned two-thirds of its oil in the first 5,000 kilometres. Vehicle shut off while my wife was trying to cross an 8-lane highway. Jeep has decided that this is ‘normal’ consumption as long as it’s less that one litre per 1,000 miles,” read one online post. Fortunately, most dealers are sympathetic and will investigate the cause. But outcomes may vary.

“They said it didn’t consume enough to put a new motor in even though it was burning two litres a week. Got corporate involved and finally after three months they scoped the motor and all the cylinder walls were scored. It was a candidate for a new motor but they were on back order,” reported another Compass owner online.

Beyond the oil issues, the engine is prone to stalling or not starting in the first place. The culprit may be the Compass’s fuel-saving stop/start system that shuts down the engine at every red traffic light (a roundly despised feature). Batteries reportedly fail and have required early replacement, though there may be other electrical issues deep in the circuitry that’s soured the driving experience for some.

The ZF nine-speed automatic transmission has been the target of criticism for its clunky and slow gear changes at times; there have been a few outright transmission failures, too. Careful buyers may wish to find a front-drive model, which uses the more reliable Aisin six-speed automatic.

The frustrations continue inside the car, where electronic components related to the Uconnect interface can malfunction with increasing frequency. Drivers report issues with unresponsive touchscreens, dropped phone calls, inoperative key fobs locking the driver out and other electrical faults that have become the hallmarks of owning a Fiat Chrysler.

There’s no shortage of good, practical compact crossover SUVs on the market these days. Unfortunately, the Jeep Compass isn’t one of them, especially as a used buy. As a parting thought, we leave you with this owner’s remark as to why.

“First heavy rain the car shorted out and stalled on the thruway. Had it in the shop for a month. The mechanic said they have had several issues and would never buy this for his kids.”

2017-2021 Jeep Compass

BODY STYLE: Five-passenger compact crossover SUV

DRIVE METHOD: Front-engine, front- or all-wheel-drive; six-speed manual transmission; six- or nine-speed automatic transmission

ENGINE: 2.4-litre four cylinder (180 hp, 175 lb-ft)

FUEL ECONOMY: (Regular) 10.8/7.8/9.5 L/100 km city/highway/combined

CARGO VOLUME: 801 litres (27 cu-ft)

TOW RATING: 907 kg (2,000 lbs)

PRICE: $25,500 (2017); $38,000 (2021)

WEBSITE: <a href="http://www.jeep.ca">www.jeep.ca</a>
The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2017-2021 Jeep Compass

cbb residual awards hancock

Romina Eaton’s 2015 Volkswagen Jetta runs strong, but after she makes the final car payment this year, she won’t have any regrets about trading it in for a new model.

“I’m looking for a vehicle that’s more capable in winter since I had trouble getting to work this past season,” Eaton says, adding that she has to watch the bottom line. “Price is always a factor, but the total cost of ownership over the long term is paramount.”Vehicle depreciation has become part of her decision process, knowing that cars that lose their value quickly can impact the household budget. The pain comes into focus when shoppers visit a dealer to buy a new car and learn just how little their present vehicle is worth.

Many consumers don’t know that the single largest new-car expense is depreciation, the invisible menace that erodes the value of their vehicle. Determining which models maintain their value well is the specialty of Canadian Black Book (CBB), the country’s go-to automotive data and analytics provider for the past 60 years.

To help steer car shoppers towards the brands and models that hold their value well, CBB established its annual Best Retained Value Awards 15 years ago. The firm tracks the valuations of four-year-old used vehicles at wholesale auctions in Canada and compares those values to their original sticker price.

Last fall’s data revealed 2017-model-year vehicles were fetching an average 64 per cent of their original price at auction, up substantially from 52 per cent just two years ago – thanks to the COVID-19 pandemic that sparked supply-chain turmoil, which in turn led to unprecedented demand for used vehicles as new-vehicle inventories dried up.

Having perfected its data collection to find which automotive brands preserve their value best – last year it was Honda for cars, GMC for trucks and Porsche for luxury models – CBB is now trying its hand at forecasting residual values four years into the future.

“We’ve got our leading analytics tools and we know the Canadian auto market best, so it was time to take the next logical step by establishing our first-ever Canadian Black Book Residual Value Awards,” says James Hancock, CBB’s director of OEM strategy and analytics.

To produce solid forecasts, Hancock says the process is 80 per cent data-driven and 20 per cent “art.” Typical data collected by CBB includes wholesale auction prices, manufacturers’ info, auto loan data, as well as macroeconomic indicators such as consumer confidence, exchange rates, and forecasts for fuel prices, inflation and interest rates.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/hyundai-ioniq5-cbb-scaled.jpg"><img class="alignnone size-full wp-image-167536" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/hyundai-ioniq5-cbb-scaled.jpg" alt="2022 Hyundai Ioniq 5" width="2560" height="1707" /></a>

The art side of the equation involves more subjective qualities, such as vehicle design and innovations that CBB editors take the time to assess by “touch and feel,” according to Hancock. The approach is especially helpful for all-new models and nameplates that didn’t even exist a year ago.

“The historical data doesn’t rate alone. We examine consumer wants and whether the new models deliver. We try to capture the unknowables,” explains Hancock. A case in point is the all-new Ioniq 5 electric vehicle (EV) introduced by Hyundai.

“There’s enough intelligence gathered regarding EVs and what consumers want – useable range of 350 to 500 kilometres on a full charge, for example – that we can produce a forecast,” he says. As a result the Ioniq 5 clinched first place in the EV SUV Below $45K category, the first time Hyundai has ever earned a CBB award.

The overall brand winner for best residual values in cars is Toyota; in SUV/trucks it’s Cadillac; in the luxury segment it’s Lexus; in zero-emission vehicle it’s Kia; and for “most improved” it’s Cadillac. Hancock confirms there’s a close correlation between product quality and residual value.

“Historically, Hyundai and Kia have not scored well in our Retained Value Awards,” he says. However, Kia did win the most improved award last year, recognizing that the automaker and its corporate cousin, Hyundai, have made great strides in vehicle quality in recent years. What the Residual Value Awards reveal is that the two South Korean automakers are driving the EV transformation in the Canadian market.

“We have put so much more emphasis on EV categories – growth in EV options and consumer acceptance are hugely influencing today and tomorrow’s market,” Hancock says.

The Residual Value Awards offer no less than four categories in the zero-emissions vehicle segment. The electric Kia Soul wins for best EV Car Under $45K; Volvo’s Polestar 2 wins in the Above $45K category, while the Ioniq 5 wins best EV SUV Under $45K and the electric Volvo XC40 wins the higher price category.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Lexus-IS350-scaled.jpg"><img class="alignnone size-full wp-image-167540" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/22-Lexus-IS350-scaled.jpg" alt="lexus is350" width="2560" height="1707" /></a>

Not surprisingly, the two Canadian Black Book awards programs are inextricably related. For example, the Toyota Tacoma won for Retained Value last year and wins this year’s Residual Value Award in the small pickup category, and has the highest residual value forecast of all models. The Chevrolet Corvette, which took top spot in the luxury sport car category, rated second-highest in expected residual value.

While it’s never easy predicting anything – such as the upcoming weekend weather – for automobile shoppers like Romina Eaton who have an appreciation for depreciation, it may very well be advantageous to pay attention to Canadian Black Book’s newest crystal-ball analytics.

2022 Canadian Black Book Residual Value Award Winners

Overall Brand Awards

Car: Toyota

SUV/Truck: Cadillac

Luxury: Lexus

Zero-Emissions Vehicle: Kia

Most Improved: Cadillac

Car Awards

Main: Toyota Camry

Luxury: Lexus IS Series

Prestige: Lexus LS 500

Sport Car Awards

Main: Toyota GR Supra

Luxury: Chevrolet Corvette

SUV Awards

Sub-Compact/Compact: GMC Terrain

Mid/Full-Size: Ford Bronco

Luxury: Cadillac Escalade

Pickup Truck Awards

Small: Toyota Tacoma

Full-Size: RAM 2500

Commercial Van Awards

Compact: Ford Transit

Full-Size: Chevrolet Express

Zero-Emissions Vehicle Awards

EV Car Below $45K: Kia Soul

EV Car Above $45K: Polestar 2

EV SUV Below $45K: Hyundai Ioniq 5

EV SUV Above $45K: Volvo XC40

CBB’s first-ever residual value awards aim to predict the future value of your car

2021_Toyota_Camry_XSE front

Back when full-sized American cars roamed the continent, the Chevrolet Impala was the T-Rex of the leaded-gas era, dominating the market with more than one million units sold in 1965 alone.

It’s a record that still stands today. Surprisingly, an American-branded sedan hasn’t ruled the sales charts since the Ford Taurus relinquished its best-selling crown to the Toyota Camry in 1997.

The Camry has been America’s sweetheart ever since – except in 2001 when the Honda Accord topped the chart for one year. (By comparison, Honda’s Civic has been Canada’s favourite car for the past 24 years.)

Starting with its first boxy, front-wheel-drive Camry in 1982, Toyota proved it could build models for North American tastes, and even have fun with the language: Camry is an anagram of “my car.”

The eighth generation of Toyota’s midsize family sedan rolled out of its Georgetown, Kentucky, plant in June 2017. Unlike the unambitious styling that graced earlier Camrys, the 2018 four-door looked longer, lower and wider, giving it a sleeker profile unlike any Camry that preceded it.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-interior-scaled.jpg"><img class="alignnone size-full wp-image-165829" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-interior-scaled.jpg" alt="2018 Toyota Camry" width="2560" height="1592" /></a>

Thank company boss Akio Toyoda for his newfound interest in building unboring cars. In the Camry, that meant replacing the previous rear-strut suspension with a double-wishbone setup that, combined with the rigid TNGA platform, was key to making the Camry a better driver’s car. The five-centimetre-longer wheelbase also provided generous rear-seat legroom and knee clearance.

The cabin’s asymmetrical dashboard features a wavelike element and triangular centre stack that angles toward the driver, while the dash curves away from the passenger to create a sense of spaciousness. Higher trims get soft-touch plastics and attractive graining, and designers finally added some colour to the interior palette instead of sticking with industrial black.

Toyota’s Entune 3.0 infotainment system features a standard app-based navigation system, which works through a connected Apple or Android phone with the Scout app to provide turn-by-turn directions just like a factory nav system. The downside is Entune didn’t support Apple CarPlay or Android Auto at the outset. And customers found it buggy

“Their Entune system is almost pre-historic,” wrote one unhappy Camry owner in a post. “It disengages while driving and when it’s parked. I am constantly reloading the apps on my phone and then have to reload the apps to the system. It takes 20-25 minutes each time.”

Powering the Camry are two new, but familiar, engines. The 2.5-litre four-cylinder has a longer stroke and a higher compression ratio than before, and it boasts direct-and-port-injected fuel delivery to combat carbon deposits. There’s 203 horsepower and 184 lb-ft of torque on tap, or 206/186 with quad exhaust. A 176 hp version of the same engine pairs with a synchronous AC electric motor/generator, rated at 118 hp and 149 lb-ft of torque, in the Camry Hybrid for a combined output of 208 hp.

Optional is an all-new 3.5-litre V6, this time making 301 horsepower and 267 lb-ft of torque. Both engines work with a new eight-speed conventional automatic transmission, while the hybrid makes do with a sophisticated continuously variable (CVT) automatic.

Toyota upped its safety content with standard forward-collision warning with pedestrian detection and automated braking, adaptive cruise control, lane-departure warning with steering assist and no less than 10 airbags. Blind-spot monitoring and rear cross-traffic alert with automatic braking is available. The Camry passes the requisite crash testing with five stars across the board.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-rear-scaled.jpg"><img class="alignnone size-full wp-image-165828" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2018_Toyota_Camry_XSE-rear-scaled.jpg" alt="2018 Toyota Camry" width="2560" height="1707" /></a>

In terms of updates in subsequent model years, Apple CarPlay was added to Entune in 2019, while Android Auto came on board in 2020 models. Also added that year was optional all-wheel drive, but solely with the four-cylinder engine. Also new was a performance-oriented V6 outfitted by Toyota Racing Development (TRD), complete with retuned dampers supported by stiffer springs that lower the ride height, along with beefier anti-roll bars, chassis bracing, a TRD-specific exhaust system and lightweight wheels. An aerodynamic body kit and cabin dressed in racy red complete the look.

For 2021 the Camry received revised styling up front, along with new paint colours and alloy wheels. Inside, there’s new touchscreens that measure either seven or nine inches, as well as enhanced driver assists, including technology that better recognizes pedestrians and cyclists.

The latest generation Camry actually is a nice driving automobile. Its four-cylinder engine is the most powerful naturally aspirated four in the segment, and its additional output is evident. Zero to 97 km/h comes up in 7.3 seconds – decent performance for a mid-sizer saddled with a four banger. The hybrid model is no less energetic.

The Camry’s V6 – now a rarity in the thinning family sedan segment – beats many competitors’ turbocharged fours. Highway velocity comes up in 5.8 seconds and the acceleration is not marred by torque steer. The velvety eight-speed automatic transmission kicks down willingly most of the time. The drivetrain is so smooth and unruffled that it’s easy to see why the same hardware underpins the Lexus ES sedan.

The TNGA chassis is remarkably solid and resists body roll admirably, providing a newfound poise that was missing in action in previous Camrys. There’s not a hint of harshness in the ride; bumps in the road surface, whether large or small, are damped well overall. The electric steering provides weight that builds nicely as you turn the wheel. Unfortunately, the Camry isn’t a serenely quiet car – the engine is buzzy under acceleration and there’s noticeable wind and road noise on the highway.

Fuel efficiency is a hot topic these days and the Camry’s new engines make strides towards better numbers. In a major magazine road test on a mix of streets and highways, the V6 averaged 9.7 litres/100 km (29 m.p.g.), the four-cylinder returned 7.2 L/100 km (39 m.p.g.) and the gas-electric hybrid exceeded 5.7 L/100 km (50 m.p.g.) in real-world conditions.
<h3>OWNERS TALK RELIABILITY</h3>
One of the primary reasons the Camry sells so well is that this unassuming sedan helped establish Toyota’s reputation for reliability over the past four decades. It’s no wonder that so many of them rack up half a million kilometres or more working as taxicabs. The latest iteration promises more of the same bulletproof reliability, although there are a few reoccurring issues used-car buyers should be aware of.

“Transmission shifts absolutely terrible (and) hunts for gears constantly. The vehicle hesitates for more than a couple seconds sometimes when merging on the freeway, making it dangerous,” one owner posted online, sharing an observation about the eight-speed automatic others have noted, too.

That hesitation experienced in some 2018-2019 four-cylinder Camrys, typically while accelerating from a slow roll or rolling stop, may be traced to the Engine Control Module logic that can be modified to reduce the potential for hesitation as described in technical service bulletin <a href="https://static.nhtsa.gov/odi/tsbs/2020/MC-10173797-9999.pdf">T-SB-0152-19</a>.

In an important recall involving the brake vacuum pump, 2018-2019 Camrys could lose power braking if certain pump components prematurely wear out (although unassisted braking will still be functional). A cap inside the pump can become stuck between the vane and the pump housing, potentially preventing the vacuum pump from supplying vacuum to the brake booster.

In another recall involving 2018-2020 Camrys, fuel pumps are being replaced because their impellers may crack and absorb fuel. This can deform the impeller and cause the engine to stall. The automaker had received more than 2,500 fuel pump warranty claims.

In addition, a few owners have noted their power steering started working intermittently while driving. Repairs may require replacing the gear assembly and the electric motor and steering shaft assembly – an expensive fix post-warranty.

Owners of 2020-2021 models have experienced a rash of prematurely dead batteries. <a href="https://static.nhtsa.gov/odi/tsbs/2020/MC-10181782-9999.pdf">T-SB-0095-20</a> prescribes a DCM reset and firmware update to address a recent software update that may have drained the battery with numerous incomplete ignition starts.

If that’s a lot of problems for a much-hyped dependable Toyota, know that the Camry sells in the hundreds of thousands every year, so any issues are well documented online. The reality is this newest generation Camry took some risks that made for a thoroughly more engaging car. If you’re looking for a more reliable example, the Camry Hybrid comes highly recommended.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Buying Used: 2018-2021 Toyota Camry

2019 hyundai santa fe jd power

There’s a familiar automotive brand at the top of the latest J.D. Power Vehicle Dependability Study rankings – but it isn’t Lexus or Porsche.

Kia, together with South Korean car makers Genesis and Hyundai, captured three of the top four rankings in the annual product quality survey that’s closely watched by the industry.

The 2022 study, which surveyed more than 29,000 American owners of 2019 model-year vehicles three years after purchase, put the Korean brands at the top of heap, mirroring the outcome of J.D. Power’s 2019 Initial Quality Study that probed new-vehicle buyers after 90 days of ownership.

In fact, seven of the 10 highest-ranked brands in the initial quality study are among the 10 top-ranked brands in this year’s dependability survey, pretty much validating the 90-day survey as a good predictor of overall quality.

“Many owners are holding on to their vehicles longer, so long-term dependability is even more critical,” says David Amodeo, J.D. Power’s director of global automotive. “Some automakers are performing much better than others at preventing problems from occurring.”

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/2017-corolla-jd-power-scaled.jpg"><img class="alignnone size-full wp-image-165470" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/2017-corolla-jd-power-scaled.jpg" alt="2019 Toyota Corolla" width="2560" height="1707" /></a>

J.D. Power redesigned its seminal study this year to assess all of the features and technology that are available in current vehicles, covering 184 problem areas in several major categories including driver assist technology; features/controls/displays; infotainment; driving experience; powertrain; exterior; interior and seating.

The study also measures satisfaction with the vehicle’s condition after three years of ownership, whether owners find their vehicle as appealing now as when it was new, and any software updates that have been made to the vehicle. On that last point, Amodeo says automakers have learned from the tech industry.

“Cellphones update all the time with over-the-air software releases and, increasingly, automakers must take advantage of this approach to fix problems, improve features, and add capabilities to keep owners satisfied,” he notes.

A vehicle’s infotainment centre remains the most problematic aspect of owning a new vehicle, with an average of 51.9 problems per 100 vehicles (PP100), which is more than twice as many problems as the next-highest category. Typical headaches include: issues with built-in voice recognition; Android Auto/Apple CarPlay connectivity; built-in Bluetooth system; not enough power /USB ports; difficult-to-use navigation systems, and fussy display screens.

[caption id="attachment_165467" align="alignnone" width="2560"]<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/Mustang-GT-JD-Power-2-scaled.jpg"><img class="size-full wp-image-165467" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/Mustang-GT-JD-Power-2-scaled.jpg" alt="2019 Mustang" width="2560" height="1493" /></a> 2019 Ford Mustang ecoboost premium fastback race red[/caption]

In terms of the auto brands, Kia ranks highest overall in vehicle dependability this year with a score of 145 PP100, followed by Buick (147 PP100), Hyundai (148), Genesis (155), Toyota (158), Lexus (159), Porsche (162) and Dodge at 166 PP100. J.D. Power equates a lower PP100 score with better quality and a higher rank.

J.D. Power analysts suggest that the build quality of mass-market vehicles, such as those by Hyundai and Toyota, has improved and now matches that of the premium brands like Porsche and Lexus. Mass market brands average 190 problems per 100 vehicles, which is 14 PP100 lower than for premium brands. Premium brands typically incorporate more technology in their vehicles, which increases the likelihood of problems.

The lofty ranking of Kia and corporate cousin Hyundai may come as a surprise to owners of their vehicles, some of whom have had to deal with large-scale recalls involving 2.0-L and 2.4-L four-cylinder engines that can spontaneously seize and, more recently, for potential engine fires due to a short circuit. Despite the setbacks, owners of 2019 models appear to be very satisfied.

At the other end of the spectrum, Land Rover garnered the poorest dependability score of 284 problems per 100 vehicles – the industry average is 192 PP100 – followed by Ram Truck (266), Volvo (256), Alfa Romeo (245), Acura (244) and Chrysler (240). These results, seen in previous studies, suggest that paying for premium brands doesn’t necessarily buy superior quality.

In addition to scoring the automotive brands, J.D. Power ranked the most dependable 2019 models in various car and truck segments. The Porsche 911 is the highest-ranked model overall in the 2022 study, making it the third time in the past four years that the venerable 911 has been named Most Dependable Model.

Winning cars in their segments include the Toyota Corolla (compact), Hyundai Sonata (midsize), BMW 4 Series (compact premium), Lincoln MKZ (midsize premium), Mazda MX-5 Miata (compact sporty) and Ford Mustang (midsize sporty).

In the SUV and crossover categories, the Buick Encore is the highest ranked small SUV, while the Buick Envision captured compact SUV. Other notable 2019 models include the Lexus NX (compact premium), Hyundai Santa Fe (midsize), Lexus RX (midsize premium) and Chevrolet Suburban (large SUV).

[caption id="attachment_165468" align="alignnone" width="2560"]<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/2019-Buick-Envision-jd-power-scaled.jpg"><img class="size-full wp-image-165468" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2022/02/2019-Buick-Envision-jd-power-scaled.jpg" alt="2019 Buick Envision" width="2560" height="1707" /></a> 2019 Buick Envision[/caption]

The Toyota Tundra is the highest ranked light pickup truck, the Chevrolet Silverado HD is the best quality heavy-duty pickup, and the Dodge Grand Caravan is the most dependable minivan (no longer in production, unfortunately).

As the segment wins demonstrate, certain manufacturers consistently rise to the top of the standings. Toyota, together with its premium Lexus brand, won the most category awards at five – as did General Motors, which won for its Buick and Chevrolet cars and trucks. Hyundai Motor Group received three segment awards.

J.D. Power’s dependability surveys offer buyers of both new and used vehicles some helpful insights, not least of which is consumers don’t have to spend a fortune to get a quality ride. Some of the most affordable brands and models received high dependability scores, while some of the priciest luxury vehicles have shown to be considerably more troublesome for owners.

Best of all, higher quality often correlates with higher vehicle residual value – and that can mean more money in the driver’s pocket when it comes time to trade in ol’ reliable.

Mark Toljagic

Articles by Mark Toljagic