OVERVIEW VW’s all-wheel-drive uber-Golf flies under the radar PROSan uncanny blend of comfort, utility, quality and thrilling performance CONSlacks some features expected in this snack bracket, defending its price to non-believers VALUE FOR MONEYgood WHAT TO CHANGE?Heated steering wheel please HOW TO SPEC IT?like this, but without the black wheels Canadians love the Volkswagen Golf R. In fact, according to Volkswagen, in the global picture our take rate for this uber-Golf is off the charts. So, what makes the R so Canadian? Is it because we are so hatchback-obsessed, we’ll spend upwards of $45,000 for a fancy Golf with all-wheel-drive? Or do we, as the strong and silent nation, relate to this car’s understated presence, giant-killer performance, supreme build quality and surprising usability and comfort? I’m going with the latter. The Golf R differentiates itself from the front-drive Golf GTI with its lower stance, standard 19-inch wheels, more aggressive front fascia and quad exhaust tips. Still, unless you go for one the available in-your-face colours like this fabulous blue hue — $2,995 thank you — you’ll likely be motoring about in relative anonymity. Which is kind of cool, because the Golf R truly is a formidable performance weapon and privy only to those-in-the-know. The 2019 Golf R starts at $42,495 with a six-speed manual, and VW’s seven-speed DSG dual-clutch automatic adds $1,400. It runs with the essentially the same 2.0L turbocharged four-cylinder found in the regular GTI, but thanks to a new head, pistons and a larger turbo, it makes 288 horsepower and 280 pound-feet of torque, up from the GTI’s 220 horses and 258 lb.-ft. of torque. The 4Motion all-wheel-drive can send up to 50 percent of torque to the rear wheels, giving the ability to scoot the R from rest to 100 km/h in a tick under five seconds. So yeah, this pricey Golf is quick, but it’s more than just about the numbers. The Golf R’s bandwidth of talent is mighty broad. Sit in the supremely comfortable and supportive leather sport seats, and you’ll view a high-quality interior dominated by an eight-inch touchscreen infotainment system and digital gauge cluster behind the lovely three-spoke flat-bottom steering wheel. Standard kit includes GPS navigation, Apple CarPlay and Android Auto connectivity, a decent Fender-badged audio system, and illuminated blue streaks on the kick plates and front door panels. The touchscreen interface is logically laid out and easy to negotiate. Unfortunately, ventilated front seats, a sunroof, or a heated steering wheel aren’t on the menu. This tester’s $1,565 Driver Assistant package adds adaptive cruise control, blind-spot warning, lane-keep assist, rear cross-traffic alert, and front collision mitigation. New for 2019 is this tester’s $595 Black Styling Package that ramps up the ‘tude with black 19-inch wheels and carbon-fibre mirror caps. Setting out in Comfort mode has the transmission upshifting early and the adaptive Dynamic Chassis Control in its most butt-friendly setting. Despite the Golf R’s lowered ride height and big 19-inch wheels, the ride is surprisingly good — sporty firm, but quiet and compliant. In this mode, the Golf R does a fine impersonation of a small luxury car. Toggle between Comfort, Normal, and Race modes, and the suspension firms up, the transmission drops down a gear, and throttle response sharpens. Yes, there’s a bit of turbo lag, but once up on its toes, this Golf R dances, lunging ahead on a tide of revs and torque. The dual-clutch transmission bangs off up-shifts, each with a charming whumf from the exhaust. Downshifting, however, doesn’t have the immediacy of some of the better dual-clutch gearboxes out there — Porsche’s benchmark PDK comes to mind. The R’s steering is quick and accurate, grip is tenacious, and it corners with a point-and-shoot neutrality, helped in no small part by electronic brake-induced torque-vectoring. The brakes are strong with excellent pedal feel as well. For all it’s a ability, however, the Golf R is not a track rat like the Honda Civic Type R or raucous like the Ford Focus RS. Conversely, the Golf R doesn’t feel like hot-rodded economy hatchback, either, as its interior appointments, build quality, and overall refinement eclipses that of those admittedly more scrappy and exciting offerings. Volkswagen also gives drivers the experience more urgency by piping a low, growly engine note into the cabin. Personally, I’d prefer my Golf to not sound like a Subaru, but that’s just me. Is there a way to turn it off? With all the options — and this Golf R has everything that’s offered — its sticker is just shy of $50,000 as-tested. Yes, that’s a lot of money for a Golf, and considering you can get into a nicely equipped, front-drive GTI for about $10,000 less, that presents a bit of a conundrum. But here’s the deal: The R is a different animal — it’s an understated sophisticate that is equally happy on the
Origin: Car Review: 2019 Volkswagen Golf R
2019
Nissan Navara 2019 update brings new gearbox and added kit
Nissan has updated its Navara NP300 pick-up for 2020, with increased connectivity and a new six-speed gearbox among the chief changes. On sale from 1 July in the UK, the refreshed Navara range is available from £21,850 exc. VAT for the entry-level King Chassis Cab Visia rising to £31,125 for the Double Cab N-Guard with an optional seven-speed automatic gearbox. Multi-link rear suspension, previously equipped on top-spec models, is now fitted as standard to all variants, raising the pick-up’s rear by 25mm and increasing payload capacity by up to 46kg. The company also says the suspension revisions promote a more “comfortable and dynamic ‘car-like’ driving feel”. The Navara’s entry-level 2.3-litre diesel engine has been given a second turbocharger, taking total power output from 158bhp to 161bhp, and good for a torque figure of 313lb ft. The engine now conforms to impending Euro6d-temp emissions regulations, which will apply to all new cars registered in Europe from 1 September 2019. The Navara’s six-speed manual gearbox now features longer gear ratios and a shorter shift pattern, allowing for quicker changes and enhanced efficiency. Nissan has also upgraded the Navara’s brakes, claiming that 4mm+ larger front brake discs and larger brake boosters have increased braking force by 40% and reduced the model’s overall stopping distance. Styling has been largely unchanged, but the addition of new 17” and 18” alloy wheel designs to the range, alongside new black headlamp trim, sets the model apart from pre-facelift examples. Changes inside are subtle, but fitted as standard from mid-range N-Connecta trim upwards is Nissan’s latest connectivity system, an 8” touch screen, Apple CarPlay, and the ability to lock/unlock the Navara, configure the satnav and check fluid levels via an associated smartphone app. The Navara was Nissan’s best selling pick up in 2018, with 231,435 units sold worldwide, a 6% increase on 2017’s sales
Origin: Nissan Navara 2019 update brings new gearbox and added kit
SUV Review: 2019 Lexus UX 200 F Sport
OVERVIEW Stylish small-sized premium-priced crossover PROSSmooth, mostly quiet, less expensive than competition CONSUnderpowered, front-wheel drive only, some annoying controls VALUE FOR MONEYFair WHAT TO CHANGE?More powerful engine and AWD needed HOW TO SPEC IT?Lexus UX 250h ($39,700) Although not as heavily populated or as popular as the compact and midsize luxury crossover segments, the small luxury slice has nonetheless grown over the past five years to include some city friendly, fuel-efficient, boldly styled products, primarily from European automakers, but, for 2019, now including Japanese powerhouse Toyota’s upscale Lexus brand. If you’re prone to drinking the marketing Kool-Aid, the brand-new UX is, according to Lexus, “the urban explorer that Canadians have been waiting for with a style “designed to enable active lifestyles.” That’s a lot of hyperbole to swallow. The brand’s traditional strengths are sumptuous luxury, cosseting ride and silky-smooth engines in just about all of its product lineup, which now come under scrutiny in what has become the gateway vehicle to the Lexus family, and a supposedly sporting one at that. The biggest issue the UX is going to face — at least the $37,100 (to start) UX 200 — is whether consumers will buy into Lexus’s assertion that it is an actual SUV. You see, unlike the UX 250h (the hybrid version), the 200 is front-wheel drive only. This may not be as big a deal to the downtown snake people with which Lexus hopes to curry favour; this group supposedly more concerned with style, technology and connectivity than they are drivetrains. Being a noted contrarian, not to mention being significantly older than the targeted demographic, I view the UX 200 as essentially a spiffy sort of hatchback, considering its underpinnings are the same as those found underneath the outré Toyota C-HR. And, for many of us baby boomers, performance still matters. Which brings me to the second-biggest issue for the UX 200 — a big dose of “meh” under the hood. Currently, the small luxury crossover segment consists of the BMW X1 and X2, Mercedes GLA, Audi Q3 and Volvo XC40. The common thread to all of these crossovers, in addition to all-wheel drivetrains, is that they are powered by 2.0-litre turbocharged four-cylinders. Horsepower ranges from 208 in the GLA 250 to 248 in the XC40. The UX 200, meanwhile, is powered by a naturally aspirated 2.0L four-cylinder — the same as in the new Corolla Hatchback — putting out a meager 169 hp. (Anteing up for the UX 250h results in a net system output of just 181 hp from its 2.0L engine and electric motor.) And in both cases, power is routed through a continuously variable transmission, whereas the competition is fitted with regular automatics (or an available six-speed manual in the case of the Countryman). Even tipping the scales at a very trim 1,500 kilograms — partly attributable to the use of aluminum for the doors, front fenders and hood and tailgate frame — one of the UX 200’s strengths will not be scintillating acceleration. Switching from either Eco or Normal to Sport mode does give the impression of a little more urge. At least the engine is decently quiet under normal operation, though, like most small four-cylinders, turbocharged or not, it takes on a coarser edge at higher revs when passing power is called for. OK, the UX is left wanting in the powertrain and drivetrain areas; thankfully its handling dynamics are up to snuff. It hangs tough in the turns, thanks to a low centre of gravity, not to mention active cornering assist, a function integrated with the vehicle stability control system that helps the Lexus set a tight line through a turn by applying some brake control on the inside wheels, mitigating understeer. There’s a solid weight from the electric power steering as well. And its ride is quite comfortable as well, maybe not RX 350 comfy but more than acceptable considering its shorter wheelbase. 2019 Lexus UX Brian Harper / Driving The cabin, though not as luxurious as other Lexus products, is nonetheless cleanly styled with a modern yet simple vibe, a counterpoint to the UX’s boldly aggressive exterior. Some controls fall easily to hand, yet Lexus insists on retaining the “remote touch interface” (RTI) track pad — with haptic feedback — to work the functions featured on the centre console touchscreen. Designed, says Lexus, to feel as familiar to use as a smartphone, the RTI utilizes operations such as double tapping, squeezing to zoom and flicking to mimic common phone gestures. This works much better when the UX is stationary, not nearly as user friendly when it’s in motion, any bump in the road making the very sensitive pad frustrating to use. Further complicating things, the volume and tuning knobs for the audio system are now sliders located at the base of the armrest instead of on the centre stack where they can be easily seen. There’s plenty of room up front for taller
Origin: SUV Review: 2019 Lexus UX 200 F Sport
Car Review: 2019 Nissan Leaf Plus
With a full-charge range in the 350 kilometre neighourhood, the Leaf Plus eliminates range anxiety for the daily commuter. OVERVIEW A real-world EV with plenty of onboard tech, including cutting edge semi-autonomous driving features PROSMore powerful battery pack; Spacious cabin CONSRecessed rear cargo deck VALUE FOR MONEYExcellent (particularly as it qualifies for provincial and federal EV rebates) WHAT TO CHANGE?Added bolstering to front seats and the addition of manual regen paddles HOW TO SPEC IT?As is I had to chuckle when I first jumped into the 2019 Nissan Leaf Plus and looked at the full-charge range: 390 kilometres. Almost seven years to the day, back in May of 2012, I recorded the full-charge range of the 2012 Leaf on the first day of a six-month long-term test for my nascent EV blog, Driving Unplugged: 155 kilometres. Had you of asked me back then to guess what the 2019 Leaf range would be, I honestly would have thought that double that 155 would be quite something. Needless to say, the Plus’s near-400 km range is impressive. And just as that first-gen, early adopter Leaf was a technological marvel in so many ways, so too is this second-gen version. What has also changed is that Nissan’s best-selling EV is no longer one of just a handful of all-electrics vying for cash-conscious consumer’s dollars as it was seven years ago. Back then, the competition was the costlier expensive Tesla Model S—introduced a month after I took possession of that 2012 Leaf—and the quirky Mitsubishi i-MiEV—which I had for a long-term test following my time with the Leaf and came away underwhelmed. Today, there’s EV competition from many manufacturers, including BMW (i3), Chevrolet (Bolt), Ford (Focus), Hyundai (Ionic and Kona), Kia (Niro and Soul), Smart (EQ fortwo), Tesla (Model 3) and Volkswagen (e-Golf). And those are just the EV models in the same price ballpark as the new Leaf Plus. Needless to say, the competition is fierce in the EV sector in 2019, and will just become tougher in the coming years. Great for consumers; a challenge for automakers. As much as Tesla is credited with spurring the burgeoning EV revolution, the humble Leaf, which debuted in 2010, can make a strong case as the vehicle that truly plugged the world into the benefits of going electric. As of March of this year, more than 400,000 Leafs have been sold, making it the planet’s best-selling highway-capable electric car. However, as with Tesla, much of those sales took place when there was little to no real competition. So, this first-ever Leaf Plus might have the name of the heavyweight champ, but does it have the ability to retain and hold that title? My week driving it certainly brought back memories of my half-year of seat-time in the original. It’s quick off the line and is a sharp handler like its predecessor; many of the controls are very similar (i.e. round gear selector); and its spacious and airy cabin belies its hatchback configuration. But of course there are marked differences. First off, there’s that aforementioned range, and subsequent increased power output. The ‘Plus’ in the Leaf Plus refers to its upgraded 62 kWh battery pack and 160 kW electric motor, combining for a horsepower output of 214 and 250 lbs.-ft of torque. For comparison’s sake, the regular 2019 Leaf is equipped with a 40 kWh battery pack and 110 kW motor, which translates to a full-charge range of 243 km, horsepower of 147 and a torque number of 236. Then there are the two ‘blue’ buttons, one found on the centre console and one on the steering wheel. The first is the e-Pedal setting, which when engaged is the epitome of one-pedal driving, allowing you to accelerate, decelerate and stop by using the accelerator pedal alone. ‘Game-changer’ is a term thrown around too frequently in the automotive world, but use the e-Pedal in stop-and-go traffic and you’ll come to appreciate how revolutionary this technology truly is. Other EVs might have similar systems, but none work as well at this one. On the steering wheel is the Pro-Pilot button, which activates a semi-autonomous system for single-lane highway driving. Unlike the e-Pedal, this kind of tech is onboard many vehicle these days, and while pretty cool, apart from trying it out to see how it works, I’m still more comfortable with being totally engaged in the act of driving. Call me old school. So, the Leaf Plus is by far the best performing Leaf to date, from range to power, and also boasts some cutting-edge driving aids that, while not put the joy back into driving, at least take some of the tedium out. But I do have a couple of quibbles. First, the regen braking controls are, in my opinion, outdated. In 2010 the ‘B’ selection on the gear shifter was great, allowing you to manually crank up the amount of friction applied to put energy back into the battery pack. But in 2019, there are much better manual regen options, most notably the Chevy Bolt’s
Origin: Car Review: 2019 Nissan Leaf Plus
Car Review: 2019 Mazda3 Sport GT
OVERVIEW Mazda puts the sexy back into the compact hatch segment PROSBest-looking hatchback in a long time, typical Mazda sportiness, well-contented CONSTight back seat for taller passengers, poor rearward visibility VALUE FOR MONEYVery good WHAT TO CHANGE?Manual shifter could be better HOW TO SPEC IT?Sport GS with Luxury package and i-Activ AWD ($28,900) “An aspiration for all drivers.” That is the very ambitious theme behind the development of Mazda’s latest and greatest Mazda3 compact sedan and hatchback. Yet, over the car’s 15-year history, the 3 has consistently punched above its weight, offering something inherently sportier and more enjoyable to drive than the average, budget-based compact car — certainly enough to shame the likes of the Toyota Corolla, Nissan’s Sentra, Honda Civic (more often than not), departing Chevy Cruze and a number of others. So, maybe the new 2019 model’s aspirations are not such a stretch after all. Without question the Mazda3, available in sedan and hatchback (Sport) body styles, has truly upped its game. The company has quantitatively and qualitatively improved the car’s performance and handling dynamics while reducing cabin noise and increasing feature content. Still, for the first day or two, something felt a little off. More specifically, the configuration of the tester — a front-wheel-drive Mazda3 Sport GT with a six-speed manual transmission — seemed to befuddle my perceptions. Allow me to explain the initial confusion: The Sport hatch comes in three specific trim levels — GX, GS and topline GT. The GT tester, already generously equipped, was further upgraded with a $2,500 Premium package, adding a bunch of convenience features, including a head-up display, navigation and a lovely leather-lined cabin in a deep red hue. So it seemed strange that a manual transmission would be standard at this $28,600 price point — even though the figure is still below any sort of luxury price threshold. Furthermore, if you were blindfolded and placed inside, not knowing you were in a Mazda, the manual would be the only immediate indication you weren’t in something costing appreciably more. (By the way, kudos to the interior engineers whose efforts to quell noise, vibration and harshness were clearly successful.) So, among compact hatchbacks, the tester was clearly no budget-based economy car. But, could it be considered a hot hatch? Well, on one hand, look no further than the Sport’s delightful 2.5-litre four-cylinder, standard in the GS and GT trims. Its 186 horsepower and equivalent torque had to move a mere 1,390 kilograms of car, so acceleration was brisk enough, zero to 100 km/h in the low 7s. Equally, the engine was far quieter and much smoother than I remember in other Mazda models. And looking at the 3 Sport’s primary competition — Corolla Hatchback (168 hp), Civic Hatchback (180 hp), Subaru Impreza 5-door (152 hp) and Hyundai Elantra GT (161 hp) — the Mazda had just a bit extra in its back pocket when cutting through traffic. On the other hand, just throw out the VW GTI, Civic Si or the upcoming Elantra GT N Line for comparison — the 3 Sport has no answer to these, never mind the heavy hitters (Golf R, Civic Type R, Impreza WRX, et al). Unless Mazda relents and surprises the long-suffering faithful with a new Speed3 (unlikely), the best that can be said about the 3 Sport is that it’s sport-ish. And though I’m a dedicated three-pedal guy, I think I’d choose the six-speed automatic if a new Mazda3 was to take up permanent residence in my driveway. Admittedly I’m spoiled — my own NC Miata has one of the best manuals in the biz, with foolproof shifts and short, precise throws. The Mazda3’s manual box is good, but, naturally, it just didn’t have the same crispness. And maybe it was just the tester, but the shifter would sometimes get hung up in the gate when moving from neutral into first. Not all the time, but enough that I found it easier to move the lever into second and then straight up into first to assure it was in gear. A couple more days driving allowed me to prioritize my expectations and truly enjoy the car. In my mind, the 3 Sport GT is an all-’rounder, balancing good performance, typical Mazda sporty handling, some really nice comfort and convenience features, and an inspired shape that breathes new life into the somewhat staid compact hatch segment. It’s easily the best-looking hatch since the Giugiaro-designed VW Scirocco more than 40 years ago. Still, there is one fairly significant negative about the Sport’s sleek, rounded styling — thick C-pillars and a tapered roofline that severely compromise rear-view visibility. If it weren’t for the fact the GT comes with a standard backup camera as well as blind spot monitoring and cross-traffic alert, this could be a big problem in urban use. Also, depending on who’s occupying the front seats, rear-seat legroom for taller passengers can be on the skimpy side.
Origin: Car Review: 2019 Mazda3 Sport GT
5 things we learned driving the 2019 Jaguar I-Pace
2019 Jaguar I-Pace First EditionHandout / Jaguar Tesla and Jaguar have different concepts of “performance” Let’s get this out of the way right away. Any Tesla is faster — or, more accurately, quicker — than Jaguar’s new EV. The I-Pace is no slouch, what with 394 horsepower — there’s two 197-horsepower electric motors on board, one on each axle — and 512 lb.-ft. of torque. Still, the Jag’s 4.8 second zero-to-100-km/h time pales compared with sub three-second times claimed for the most “Ludicrous” of Teslas. When it comes to outright speed, a Tesla jumps off the line like a supercar; the Jaguar more like a sport sedan. An impressive sport sedan, to be sure, but a sport sedan nonetheless. On the other hand, even the kindest reviewers — and Lord knows they are legion — wouldn’t call the Model S or X as light on its feet. Ponderous is a more like descriptor, even if you were being generous; unwieldly is you weren’t. A fleet M3, a Model X is not. The I-Pace, on the other hand, offers that unlikely blend of handling and comportment that is uniquely Jaguar. Like all the best Jags, it manages a compliant ride while still managing to unravel a twisty road like it was born to the apex. Turn-in is quick, the steering linear and, partly as a result of the low centre of gravity that’s supposed to be the benefit of those heavy batteries built into the floorplan, roll is amazingly minimal. The overall effect is that, once moving, the I-Pace seems to shed 500 of its 2,670 kilograms. Credit the basic design or the lessons Jaguar learned in turning the basic crossover into the racing e-Trophy that we actually drove, but the I-Pace handles better than the company’s own F-Pace, an ostensibly sportier, and certainly lighter, ute. The world still needs to get used to electric cars I had a minor — and quickly resolved — problem with the Jag. The company’s roadside assistance program sent a CAA representative. Arriving in a big flat bed, the first thing our erstwhile savior did was grab his jump-starter kit, since as most CAA responders will tell you, if it ain’t a flat tire, it’s a flat battery. More than a little amused, I let him go about his business. It wasn’t, as it turns out, his first electric car, but it was his first electric Jag. After I gave him all the details on the electrified I-Pace we had a good laugh at the image of jump-starting an electric car. Something about needing a tiny little gasoline-powered power pack. All-wheel-drive, especially in the I-Pace is an EV forte Racing around during a slippery and slidey winter, the I-Pace’s tractive abilities were nothing short of amazing. Piston-engined AWD systems, sophisticated as they are, do a little slip-catch-slip-catch as laser-quick electronics try modulate the pulsing torque of fluctuating power pulses. An electric vehicle, already completely electronically controlled, benefits from the linear, smooth torque produced by electric motors. The I-Pace, therefore, is a paragon of no fuss mobility, there being virtually none of that aforementioned slip-catch even when throttled up on icy roads. It simply rockets ahead, there being little indication of the slipperiness of the roads other than the fact that matting the throttle doesn’t have quite the same effect on forward velocity it might on dry pavement. Current electric cars still aren’t quite winter ready Canadian winters, at least. The I-Pace has an EPA-rated range of 377 kilometres. That’s, of course, on a nice, sunny day driven in a nice, urban environment where it would benefit from lots of regenerative braking. On snowy, frigid March mornings, however, there’s closer to 250 or 275 kilometres on offer. Up the speed to a 401-friendly 130 km/h and the range drops even more. In other words, if you’re thinking of a Christmas run to Montreal from Toronto, you’re looking at a minimum of two stops, which even in the best of circumstances, will be at least a half-hour each. Tesla owners bragging about their 500 kilometres range wouldn’t fare much better. Unless they conserved charge by cruising at OPP-legal speeds, anything close to minus 20 degrees Celsius will see them stopping twice, too. Unless, of course, they’re like Model 3-driving Tesla cross-country “racer” who set a record for driving an EV across the U.S. two years ago, wearing two pair of pants and covering himself in a wool blanket so they wouldn’t have to use the range-sucking heaters. Driving an electric car is to be more aware of the cost of an automobile’s creature comfort The reason Alex Roy had to suffer in his mobile deep freeze, is that, unlike a gas-powered car which generates heat as a byproduct of internal combustion, an EV’s electric motor and cabin heat compete for the same kilowatt-hours. If it’s cold enough or the cabin’s occupant precious enough, much of the battery’s electric energy goes to heating. You can see the effect just by playing around with the I-Pace’s air conditioning and seat heaters. Turn the A/C
Origin: 5 things we learned driving the 2019 Jaguar I-Pace
Pickup Comparison: 2019 Ford Ranger vs. GMC Canyon vs. Toyota Tacoma
Big trucks are exactly that, and many drivers don’t need something with as much bulk as a full-size pickup. So, we corralled the Big Three of the midsize trucks — the 2019 Ford Ranger, GMC Canyon, and Toyota Tacoma — to sort out which might best suit those who don’t need or want a full-sizer. We would have loved to include the new Jeep Gladiator, which is going to be a serious contender when it arrives, but we were just a little too early for its release. We’ll throw it into the mix another time. To be sure, all three of these midsize trucks are seriously capable, close enough to their bigger siblings that they’ll be enough truck for many, many buyers. Plus they’re easier to park, drive, and manoeuvre around town and off road. Each is able to tow in excess of 6,000 pounds, carry more than 1,100 pounds, and traverse the kind of rough ground few SUVs will dare to tread. That said, each truck has its own unique strengths and one stands taller than the rest. After a day of driving each truck over the same route through a muddy and rutted forest, and after many more kilometres on asphalt, this is what we found. Engines We had ourselves a pair of sixes, and one four. The Canyon’s 3.6-litre V6 made the most horsepower at 308, while the Tacoma’s 3.5L V6 churned out 278 horses. The Ranger uses a 2.3-litre turbocharged four-cylinder engine — Ford calls it EcoBoost — that had the lowest horsepower at 270, but the highest torque at 310 lb.-ft. We like power, but we’re fond of naturally aspirated engines versus turbochargers. Regular engines have fewer moving parts, and we like a simpler design if we’re keeping the truck for a while. The turbo, however, gave the Ranger the best published fuel economy at a combined 10.9 L/100 kilometres in city/highway driving (12.2 for the Canyon, and 12.9 for the Tacoma with off-road package). That’s always a bonus, but be aware that turbo engines can get thirsty if they’re worked hard, such as when towing. Torque, of course, is what provides the feeling of power, and the Ranger leads the way here. Touch the throttle and response is immediate, whereas the Tacoma felt like it needed a hard leather whip to get it to giddy up, with peak torque absent until the 3,500-4,000 rpm mark. The Canyon fell somewhere in the middle of these two. The Ranger also felt smoother and less busy because it didn’t have to work so hard to reach its maximum 310 lb.-ft. Transmission-wise, all were automatics: the Tacoma had six speeds, the Canyon eight, and the Ranger had ten. All of them got the job done, but with those extra gears, the Ford added an additional level of smooth shifting. All three trucks were 44, of course, but the Canyon offered an “automatic” four-wheel setting so it can be driven in all conditions, including on alternating dry/wet/snowy roads. The other two, with manually-activated transfer cases, could only be driven in 44 mode on loose surfaces to avoid binding up the drivetrain. It was no surprise the Tacoma, with its TRD Pro package, proved to be the most off-road-capable and included a drive mode dial to optimize performance in mud, sand, gravel, and other conditions. Both it and the Ranger’s FX4 Off-Road Package for $1,400, included a crawl control feature, which is basically very-low-speed cruise control when you’re off the beaten path. Ride and handling Without question, the Ranger returns the most comfortable ride. The adjustable heated seats are truly comfortable and supportive, and the suspension happily absorbs asphalt fractures, though it tended to be a little less controlled over the big bumps on our off-road route. Noise, vibration and harshness (NVH) in the Ranger have clearly benefited from the F-150, which has seen years of effort to quiet things down. The Canyon isn’t far behind, though, and delivers a smooth ride, if somewhat devoid of feedback. The Tacoma is easily the loudest (more so with TRD Pro exhaust). But the Tacoma also delivers the highest level of feel throughout the truck, which helps to elevate the overall drive experience and makes it feel more truckish than the others — something we like. What we don’t like is the Tacoma’s seating position, which is too low to the floor with no way to raise the seat, and which can result in cramped legs. That said, 2020 models get a power-adjustable seat. Practicality At 7,500 pounds of towing capacity, the Ranger topped the Canyon’s 7,000 pounds. The Tacoma only pulls 6,400 pounds, but Toyota has always marketed this as more of a “lifestyle” truck — ideal for dirt bikes, ATVs, snowmobiles, mountain bikes, and small boats. Inside, all three trucks have easy-to-use controls, with the Tacoma’s taking a slight edge for accessing functions with minimal distraction. The Tacoma and the Canyon bettered the Ranger for small-item storage in its front console. But on the exterior, nothing beats GM’s simple-and-brilliant in-bumper steps for getting into the bed. Quality, features, infotainment All three of
Origin: Pickup Comparison: 2019 Ford Ranger vs. GMC Canyon vs. Toyota Tacoma
New BMW X1 receives makeover and hybrid option for 2019
BMW’s most popular global SUV, the X1, has been given a mid-life makeover, bringing tweaked looks and – for the first time outside of China – a plug-in hybrid version. Given that BMW shifted nearly 287,000 examples of the X1 last year, leading the segment, it’s no surprise that visual updates aren’t the most extensive. The kidney grille is now larger, in line with its newer siblings, while reshaped lights and bumpers front and rear aim to freshen the X1’s look. Larger diameter exhaust tailpipes, growing from 70mm to 90mm, complete the redesign. The M Sport variants also has more styling changes to differentiate it more than before, including a 10mm drop in ride height, larger air intakes and body-coloured styling additions. Features such as larger brake discs for the M-Sport variants are also added, alongside new colour and wheel choices for the rest of the range. Interior revisions are limited to new materials and upholstery targeted at boosting perceived quality. New contrast stitching is available for the higher-end trim variants, while three new upholstery options feature. An optional lighting package brings gives the cabin an ambient glow with six colour choices. The 6.5in, 8.8in and 10.25in (depending on spec) infotainment screens are unchanged. The big story under the bonnet is the introduction of the xDrive25e plug-in variant. On sale in March 2020 (a few months after standard models), it uses a 123bhp, 162lb ft three-cylinder petrol engine mated to a 94bhp, 112lb ft electric motor powering the rear wheels for four-wheel drive. A 9.7kWh battery pack gives a claimed 31-mile electric-only range. Fuel economy and emissions data is yet to be confirmed. Alongside that, BMW has added a top-flight 228bhp xDrive25i X1 variant, which is capable of 0-62mph in 6.5sec. However, it won’t be offered in the UK, leaving the current 189bhp xDrive 20i as the most powerful model in the range. Prices for the updated X1 start at £28,795. The new X1’s unveiling follows the reveal, three days ago, of the radically reinvented 1 Series hatchback. Sporting more overt styling changes than its SUV sibling, the Volkswagen Golf rival has made the switch to a front-wheel drive platform in the name of interior space and
Origin: New BMW X1 receives makeover and hybrid option for 2019
Car Review: 2019 Audi RS 5 Sportback
2019 Audi RS 5 SportbackPeter Bleakney / Driving OVERVIEW Absolutely lovely sports sedan PROSHandling, powertrain, interior CONSWhy do I have to pay extra for RS suspension when I bought an RS model? Ditto the 20-inch wheels and sport exhaust? VALUE FOR MONEYIt aint cheap WHAT TO CHANGE?Audi’s option strategy HOW TO SPEC IT?Well, if I want a real RS, it seems I have to actually buy RS options David Booth: Not so very long ago at all, the only truly sophisticated six-cylinder engine in the luxury segment belonged to BMW. Thanks to having all six of its pistons in a row, BMW’s inline-six is perfectly balanced — both primary and secondary vibrations cancelled out, as the engineers say — revving in harmony, and though a few fans of big-inch V8s may beg to differ, producing exhaust music more alluring than anything this side of a V12. It was, for quite some time — like, about 25 years — my favourite powertrain. V6s, by comparison, were ill-mannered and coarse-sounding affairs, the kind of engine you deliberately put in a lesser trim, hoping the customers got the message and optioned up to the smoother-running (read: more expensive)V8 automakers really wanted to sell them. Always an afterthought, some were merely 90-degree V8s with two cylinders lopped off — I’m looking at you, Mercedes — the resultant bastardization a cacophony of ill-timed internal combustion and clattery vibration. Throw in today’s propensity for turbocharging, which may help power but does nothing to add character to the exhaust, and it’s little wonder that, until recently, V6s were simply second rate. Jaguar started the rebirth of the V6 with its F-Type, all supercharged power and biting exhaust. More followed, even Cadillac managing to make the V6 sound soulful in the ATS-V. But no one has been more successful than Audi, the 2.9-litre V6 in the RS 5 Sportback we tested the perfect witness. Never mind its 444 horsepower or its 443 pound-feet of torque. What I truly appreciated — the reason I’d buy an RS 5 — was the absolutely delightful noise emanating from its quad pipes. “Ripping silk” is a too-oft used metaphor for a sweet-sounding engine, but few internal combustion engine — certainly no V6 — deserves that descriptor more than the RS 5’s 2.9L. Peter Bleakney: I concur. It’s a sweet-sounding mill (as long as you have Dynamic mode selected), generating a deep-chested purr plus all the requisite anti-social woofs, pops and farts on upshifts and overrun. It also does a fine job of hauling this fetching five-door Sportback around with eye-widening gusto. Sure, 444 horsepower doesn’t sound like a whole lot these days, but really, who needs any more than this? And turbo lag? Nary a whiff, as far as I can tell. But you know what really slays me about this special hi-po Audi, besides it sexy swollen fenders, big black grill and red paint? It’s a freakin’ hatchback. And that means my upright bass and I can blast from zero to 100 km/h in under four seconds, slice up a winding road with all the precision Audi Sport has baked into this rakish missile, and arrive at a gig in high style. Okay, that would be the case if I had the $84,350 to buy this RS 5 Sportback, but I’m assuming this one has a pile of options as well. How much are we talking? DB: You’re right, Peter. By the time you’re out the door with the RS 5 we drove, you’d be looking at close to $120,000. You’d have to go back to having a “real” job, which, fortunately for you, would be playing that bass, upright or not, for Anne Murray. Aside for me working overly hard on the name-dropping, though, the one thing that kills me about high-end Audis — and I suspect this is a lesson learned from Porsche — is that everything worthwhile is always a high-cost option, no matter how stratospheric the base MSRP. Twenty-inch wheels, for instance cost $2,500. What’s the point of buying the sportiest of Audis — that would be anything wearing an RS badge — if you’re not getting the biggest tires right off the bat? I get the carbon-ceramic brakes; they’re mondo expensive and not everyone needs ‘em. But $4,800 for a “sport package” that “adds” RS sports suspension, RS sport exhaust and RS Dynamic steering? What’s an RS car if it doesn’t come with big wheels, sports suspension, and dynamic steering? OK, that’s my rant for today. I will say, Peter, the thing handles a dream, edging ever closer to BMW’s full-on M products in terms of outright road-holding. PB: Yep, this RS 5 certainly exhibits all the classic handling characteristics of any just about any overachieving Audi — with the exception of the more organic V10-powered R8. And by that I mean a somewhat cold and clinical, but devastatingly effective demeanour that, if you were to look up “point and shoot” in the Webster’s dictionary, you’d see a picture of the RS 5 Sportback. Lean into this thing and it just grips and goes, and the back end almost gets a bit playful in Dynamic mode — hey, it was raining — but
Origin: Car Review: 2019 Audi RS 5 Sportback
Reader Review: 2019 Jeep Cherokee North 4’4
Christina McLachlan with the 2019 Jeep Cherokee she tested for a week.Al Charest/Postmedia CALGARY — Jeep has a long tradition with its Cherokee model dating back to 1974 when it first introduced what was then a sporty, two-door vehicle made to be taken off the beaten path. Fast-forward 45 years to the freshly facelifted 2019 Cherokee. The vehicle is now a unibody midsize utility vehicle competing in a rather crowded segment that includes models such as the Hyundai Santa Fe, Honda CR-V and Toyota RAV4. In North America, the Cherokee became the more compact Liberty for the 2002 model year, and that moniker lasted until 2013 – when the Cherokee label was re-applied to its redesigned four-door, midsize configuration. For 2019, Jeep has given the Cherokee an all-new front fascia and an aluminum hood. Also new are the bi-LED headlights. Inside, the Jeep features slightly increased carrying capability with a larger cargo bay, complete with the option of a power liftgate. In Canada, the Cherokee is available in eight trims. The base model is the Sport and moves all the way up to the well-equipped Overland. The Jeep can be had in front-wheel drive or four-wheel drive, and there are now three different engines to choose from; a 2.0-litre turbocharged 4-cylinder, a 2.4L normally aspirated 4-cylinder or a 3.2L V-6; all are backed up by a nine-speed automatic transmission. In Calgary, driver Christina McLachlan got to spend a week in the North 44 edition of the newest Cherokee, and with destination charge and options it rang in at $44,185. McLachlan learned to drive in St. Thomas, Ontario. Her dad was a ‘car guy’ who was always buying and selling interesting vehicles, and McLachlan got to drive an array of cars from DKWs to Jaguar MkVIIs. Her first car was a Simca, followed by a pair of Austins. After moving to Calgary in 1979 and over the years, she and her husband have owned a number of different vehicles, from Oldsmobiles to Subarus. The couple recently downsized, however, and McLachlan sold her all-wheel drive Hemi-powered 2010 Dodge Charger. They now rely on a 2008 Jeep Liberty for all their driving needs. “We’ve always had front wheel drive or all-wheel drive vehicles,” McLachlan says of one of the most important features they look for when buying a car. “Comfort is always up there, too, as we’ve done a lot of driving across Canada and into the U.S. And, style plays a role, too.” The revised Cherokee ticked off all of those boxes. “I liked the looks of it right away,” McLachlan says of her first impression. “It had a sporty stance and appeared ready to take on whatever you threw at it. Always a favoured colour, the red (Velvet Red Pearl paint, $100) with the black trim appealed to me, and I did like the black wheels (part of an $895 package).” McLachlan has always appointed her vehicles with leather seating surfaces, but the Jeep Cherokee North was outfitted with cloth – regardless, she found it was easy to slide herself into position behind the steering wheel. And, once there, she found the driver’s seat effortless to position and was overall a comfortable place to be. McLachlan’s husband, Art, is 6 foot 1 and wears cowboy boots and a cowboy hat – that means he often tries on vehicles like others might test fit a shirt. For him, their Jeep Liberty accommodates his height and his clothing preferences – so too does the Cherokee North. McLachlan found many of the controls and gauges easy to identify and manipulate. However, when wanting to take a peek at the optional $2,590 turbocharged four-cylinder engine, it did take her a minute to locate the hood release latch. Performance of that turbocharged powerplant was appreciated. “I do tend to have a bit of a lead foot,” McLachlan admits, and adds, “I felt the Cherokee moved along quite nicely, and the turbo really gave it some extra gumption out on the highway. But it did feature stop-start technology, and I’m not a fan of that. When you stop, and the engine shuts off, I don’t like that momentary hiccup when you take your foot off the brake and press on the throttle again.” Depending on how far off-road a buyer wants to go, Jeep offers three versions of its four-wheel drive system for the Cherokee models – Jeep Active Drive I, Jeep Active Drive II and the aggressive Jeep Active Drive Lock. Drive I is a more basic system with a revised and lighter weight ‘rear drive module’ that disconnects the rear axle when the extra traction isn’t required – this is the system McLachlan had in her tester. “The Cherokee felt very well connected to the road,” she says, “and we thought the ride was pretty smooth. You still know it’s a four by four, but for us, it was a very smooth ride. “Unfortunately, I didn’t get to take the Cherokee off-road to test its limits, I would have liked to experiment with the different modes in the Selec-Terrain system.” McLachlan remained impressed by the Cherokee, however, and that included her appreciation for the increased
Origin: Reader Review: 2019 Jeep Cherokee North 4’4
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