If you want a Golf SportWagen, now’s the time to get yours. Volkswagen Canada has confirmed the 2019 model will be the last sold in Canada, as the company shifts its production focus to building a new compact SUV. A Volkswagen Canada spokesperson confirmed the Golf family is “transitioning from the seventh to the eighth generation,” but while timing and availability of the new models has yet to be determined, there will be a full 2020 model year of the Golf, GTI and e-Golf. The factory is also allotting extra production of the 2019 Golf R, SportWagen and Alltrack, with the goal of having these models available at dealerships through most of the 2020 calendar year. In the U.S., it’s possible the base Golf will be dropped, according to publication Motor1, with only the next-generation GTI and Golf R available there. The Alltrack and SportWagen are also in jeopardy south of the border. In 2018, the GTI outsold the base Golf hatchback by almost three to one in the U.S., with only 6,642 base hatchbacks finding new homes. The Golf does much better here, selling more than 17,000 copies last year. Our Volkswagen Canada rep also said the company “will introduce successor models as they become available,” which could possibly mean that while the SportWagen and Alltrack are going away, there’s a chance they could also eventually be coming
Origin: VW Golf SportWagen and Alltrack bow out after 2019
2019
Kona Electric upgrade available from late 2019
Kona Electric upgrade available from late 2019 The new Kona will enable AC charging at up to 11 kW Hyundai has announced an upgrade of the Kona Electric SUV, which will be available in Europe by the end of this year. The new model features higher power charging capabilities and an improved navigation system. The most important innovation is a three-phase on-board charger which will enable AC charging at up to 11 kW. This is in addition to the rapid DC charging option which comes as standard. The faster AC charging capacity will reduce charging times on public 3-phase AC chargers and some home-based units. The Kona Electric also has a new optional navigation system with a 10.25-inch centre display which incorporates the eCall safety feature. The charging control system, which can be accessed via the Blue Link app, also provides information on charging times and expected range and can be pre-programmed to charge the Kona at specified times. The Korean company offers the vehicle with two different battery sizes, 39 kWh and 64 kWh, and a number of assistant systems. Only launched in 2018, the Kona Electric has already received a number of plaudits including the NGC Car of the Year 2018. As commented by NGC on making the award: “With its 279 mile range, the Hyundai Kona Electric represents outstanding value for money when compared with rival offerings. As the first to bring a long-distance EV to mass-market customers – and with such a capable package – Hyundai’s Kona Electric is NGC’s Car of the Year 2018.” In addition to the Kona Electric, Hyundai offers a number of low emission power-trains including the IONIQ trio of models (Hybrid, Plug-in, Electric), 48-Volt hybrid versions of Tucson and the fuel cell-powered NEXO. This portfolio makes Hyundai an important player in electrified vehicles, offering consumers an wide choice of low-emission to zero-emission vehicles. “With emission-free, connected vehicles such as the Kona Electric, Hyundai is not only one of the pioneers for clean mobility, but is also striving constantly to meet the demands of the growing number of consumers for more eco-friendly cars,” says Thomas A. Schmid, Chief Operating Officer at Hyundai Motor Europe.
Origin: Kona Electric upgrade available from late 2019
SUV Review: 2019 Buick Enclave Avenir
2019 Buick Enclave AvenirDerek McNaughton / Driving OVERVIEW Large SUV with seating for seven PROSQuiet and comfortable ride, cargo space CONSExpensive, not very powerful, depreciation VALUE FOR MONEYPoor WHAT TO CHANGE?Drop the Avenir sub-brand altogether HOW TO SPEC IT?Premium trim The exodus of minivan buyers is all but complete. GM and Ford stopped building minivans so long ago, it’s hard to remember what the Venture or Windstar looked like. Toyota hasn’t significantly updated the Sienna since Wii became a thing, and the ink is almost dry on the eulogy for the Dodge Grand Caravan. Where did all those minivan buyers go? To the large SUV, of course — a segment that, much like the minivan era 15 years ago, is itself beginning to look as old as Clint Eastwood. As families grow smaller and fewer in number, and as the population in general ages, it’s hard not to wonder how much longer the sun will shine on the large SUV segment when so many small and compact utilities are filling the void of their bigger siblings. Never mind the rising price of fuel: people are just not moving that many people anymore. It’s into this sea that GM has set sail the seven-passenger 2019 Buick Enclave Avenir, a sub brand meant to demarcate this as Buick’s “highest expression of luxury.” Problem is, the Enclave Avenir is much more modest than a Mercedes, Infiniti, BMW or Audi with which it competes in the three-row, people-mover market. The Enclave Avenir feels and looks more like a finely-tailored GM — which is not to say the Enclave itself isn’t worthy of consideration, because this SUV has some genuine strengths. But at $62,100 to start for the Avenir, the value equation doesn’t square with a category filled with so many luxurious marque players. So, what do you get for all that money? For sure, there’s a long list of unique styling bits and plenty of standard features, including Evonik Acrylite exterior lighting technology, with bi-functional LED projector headlights and LED taillights and turn signals. A rear camera mirror (which can be disorientating) reveals a broad, clear view of anything behind the Buick. In-vehicle ionization is supposed to make cabin air cleaner and fresher, which could be especially useful on road trips after a dinner stop at Taco Bell. An exclusive chestnut and ebony interior comes with embossed leather seats, unique leather-and-polished steering wheel, and plenty of soft touch materials. Outside, a mesh grille, 20-inch polished wheels and Avenir badges further set the Buick apart. Buick’s “QuietTuning” incorporates so much sound-deadening, thicker glass and door sealing throughout the body that, with active noise cancelling on board, the quietness of the ride is not much louder than a sleeping baby. Buick suspensions use coil spring isolators, which also iron out ride imperfections, and the brand’s shock absorbers work to stabilize the ride over potholes craters in the road. Indeed, ride quality might be this Buick’s biggest draw next to handling that feels surprisingly good for something slightly larger than a Beluga. Body lean is minimal and steering is light but accurate, with a tight turning circle. Even though the Avenir is not terribly powerful, it feels fun to drive. Indeed, highway cruising is so silent the SUV almost feels electric. Some tire noise was evident because of the winter treads, but wind and engine noise is greatly contained. It’s easy to talk to a passenger in one of the two, middle row seats. (There is no middle bench seat in the Avenir). The engine, a 302-horsepower 3.6L V6 paired to a nine-speed automatic transmission, is largely free of vibration and coarseness, though it lacks the inherent smoothness of a V8 or straight six. The transmission is impressive, though, shifting cleanly and smartly and not hunting too long for downshifts, and there is a tow mode, although the optional tow package is required to raise max towing from 1,500 lbs to 5,000 lbs. Not everyone will like the electronic shift lever with a push button for Park, but it didn’t bother me. Considering its size, average fuel economy was respectable at 11.9 L/100 kilometres — most of that achieved in very cold weather. Heated and cooled front seats, heated second-row seats, and a heated steering wheel are standard on Avenir. The seats are wide and comfy. Middle row seats, which can slide fore and aft, also get auto-climate control. Third-row access is good with a passenger side seat that can, like Nissan’s Pathfinder, fold forward even with a child seat in place. As it was winter during the test, the Enclave was kept in AWD, but it might have sipped a little less fuel by uniquely becoming a front-wheel-drive vehicle via the push of a button on the dash. The button disconnects all but the rear half shafts from the transmission, effectively transforming it from AWD to FWD. In AWD, an active twin-clutch rear differential can also help in the snow. Equipped with winter
Origin: SUV Review: 2019 Buick Enclave Avenir
New Land Rover Defender 2019: Release date, pictures, specs & price
Bräutigam added that he felt the time taken between the Defender going off sale in 2016 and relaunching could be a positive for the new car, including the likelihood that it will be offered with electrified powertrains as well as petrol and diesel units. “If we had wanted to recreate the existing car then we could have moved quicker, but it is our view that for an icon to remain an icon it cannot only look backwards, but must move forwards too. The new Defender will move the game on again, and having the benefit for some perspective in order to achieve that should be to our advantage. “The one thing I can promise you is that the new Defender will do all that our customers expect of it, without being a copycat of what has gone before. It is a car for the modern world, and that means that it must move the game on if it is to be relevant.” According to the DVLA database, the vehicle registered with the numberplate seen in our spy shots is powered by a 2.0-litre diesel engine. In one of the spy shots captured by our photographer, the window is wound down and a driver can be seen. It appears to be Nick Rogers, Jaguar Land Rover’s executive director of product engineering, although the firm refused to comment. The reborn Defender is being developed in at least two forms: a short wheelbase 90-badged model, and a larger 110 version. Autocar has previously revealed that the two wheelbase sizes will allow the firm to develop a whole family of vehicles, ranging from basic utilitarian machines up to luxurious high-end models. With prototypes now having been seen on public roads, at the track and in extreme weather environments, test mules of the new Defender are likely to be a regular sight on public roads as Land Rover hones the vehicle. The aim for the new machine is to offer the “biggest breadth of capability of any model to wear the badge”, with prices tipped to range from over £45,000 to £70,000. The previous Defender went out of production in January 2016, and the firm has been working since then to develop a successor. The original Land Rover Series I, from which the Defender is derived, launched over 70 years ago in
Origin: New Land Rover Defender 2019: Release date, pictures, specs & price
First Ride: 2019 Triumph Speed Twin
2019 Triumph Speed TwinBill Metro / Triumph DAYTONA BEACH, Calif. — Who doesn’t like having the best of both worlds? Low calories and good taste, if you’re a boxer making weight. Three bedrooms and affordable, if you’re shopping condos in Vancouver or Toronto. Attractive and intelligent, if you’re looking to swipe right on Tinder. In motorcycling, the best of both worlds is fast and comfortable. It’s actually fairly easy to build a fast motorcycle; there’s certainly enough of ‘em. Put a big engine in a small frame, throw in powerful brakes and a riding position Valentino Rossi would approve of, and you’re looking at pretty much every race-spec superbike. Ditto a comfortable naked bike. Cramped riding position gives way to relaxed ergonomics, buckboard ride to plush dampers, and back-breaking clip-ons are replaced with a lumbar-friendly high handlebar. Usually, what you end up with is a friendly little scoot, beginner-friendly but hardly inspiring. The trick is to combine the two without losing the superbike’s drama or the naked’s practicality. And, if you’re really good at your job, you’ll throw in some au courante retro styling along with an iconic nameplate. In Triumph’s lineup, what you would end up with would be the new-for-2019 Speed Twin, Triumph’s best of both worlds a mix of sporty Thruxton and user-friendly Street Twin. Triumph’s “best of both worlds” is a mix of sporty Thruxton and user-friendly Street Twin The Thruxton is Triumph’s sportiest Bonneville twin, dressed up in yesteryear’s café racer garb. The Street Twin is the British marque’s most user-friendly street bike, quite literally one of the friendliest motorcycles extent for novices, returning riders and those shorter of stature. Our own Costa Mouzouris’ significant other just bought a Street Twin, its low seat height, relaxed riding position and light weight making it one of the easiest big-displacement — its eight-valve twin displaces 900-cc — motorcycles aimed at the retro crowd. The Speed Twin is, quite literally, the melding of sporty Thruxton and easy-peasy Street Twin. The High Power engine is an exquisite blend of Thruxton and Scrambler 1200 Take one Thruxton high-compression 1200-cc twin, upgrade it with the Scrambler’s lighter crankshaft, mass-optimized counter-balancers and revised clutch and you have the best Bonneville in Triumph’s lineup — smooth as the Scrambler, but with the Thruxton’s 96 horsepower and 82.6 pound-feet of torque. Oh, and Triumph also threw in some magnesium side covers top reduce the centre of gravity a little. It’s a sweet engine. The Speed Twin is sneaky fast Harley riders are always going on how their V-twins are the epitome of low-end torque. Triumph begs to differ. OK, 96 horsepower isn’t exactly going to set the MotoGP world on fire, but the way the Speed Twin responds to the gas at low revs is truly impressive. Twist the throttle at 3,000 rpm it powers ahead smartly. Do the same at 5,000, it literally lunges. Oh, it runs out of puff fairly early — peak power arrives at just 6,750 rpm — but for the cut-and-thrust of dodging cars in traffic or scooting from hairpin to hairpin on a twisty mountain road, it’s nigh on perfect. It’s amazingly smooth for a big parallel twin Big-displacement parallel-twins have traditionally been earthquakes on wheels, the tremors their unbalanced pistons send through a motorcycle’s frame enough to rattle — actually loosen — fillings. In the old days, the solution was rubber mounting the engine — Norton’s Isolastic system being the most successful — but that caused assembly and maintenance headaches, not to mention robbing the frame of stiffness (most modern motorcycles use the engine as a chassis strengthening member). Triumph’s solution was to rotate the crankpins 90 degrees — the pistons now fire 270-degrees apart rather than 360 — and add counter-balancing shafts. It works. So well, in fact, that it’s easy to forget to upshift to sixth gear on the highway, so smoothly does the big twin churn beneath you cruising along in fourth or fifth. All big displacement twins should be so vibration free. The ergonomics are pure Street Twin Other than footpegs a little rear set and a slightly taller seat, the Speed Twin’s ergonomics are pure Street Twin. That means your buttocks are barely 807 millimetres off the ground (low enough for those short of stature to place their soles firmly on the ground), a nice upswept handlebar for an upright seating position and a centre of gravity low enough to make a BMW Boxer Twin jealous. Oh, Daddy Long Legs will find the riding position a little cramped — the tight peg-to-seat distance will take its toll on creaky knees eventually — but for sheer ease of use, the Speed Twin is the big sportster to beat. The Speed Twin really is a lightweight Ten kilograms lighter than the supposedly sportier Thruxton, the Speed Twin is a whopping 28 kilos airier than a garden-variety Bonneville T120, which I’ll remind you, sports a
Origin: First Ride: 2019 Triumph Speed Twin
SUV Comparison: 2019 Jaguar I-Pace vs. 2019 Hyundai Nexo
Two similar but different new electric vehicles that represent two probable, and competing, futures of zero-emission motoring, the Hyundai Nexo, left, and the Jaguar I-Pace.Andrew McCredie Welcome to the main event of the evening. Introducing first, in the BEV corner, weighing in at 2,170 kilograms, it hails from Graz, Austria and is the current reigning AJAC Vehicle of the Year — the 2019 Jaguar I-Pace. In the fuel-cell corner, weighing in at 1,873 kilograms, all the way from South Korea and incorporating a distinctively orthodox means of propulsion — the 2019 Hyundai Nexo. Vehicles, let’s get ready to charge! Thanks to a steady stream of all-new electrified vehicles coming to Canada, we’re beginning to be able to put together comparisons like this. Previously, any new EV contender was put in the ring with a vehicle from the Tesla gym, an unfair fight from the opening bell, in most cases due to that company’s near decade-long track record, its cutting-edge battery technology, and in founder Elon Musk, the ultimate promoter (with apologies to Don King). But now, legitimate prospective ‘Tesla-killers’ are climbing into the ring with regularity and in a number of key segments, most notably utility vehicles. Which brings us to this electrifying matchup, pitting one of the best battery-electric vehicles against one of the most intriguing hydrogen fuel-cells to ever to come to the Canadian market. Noting the obvious, this comparison is both apples-to-apples and apples-to-oranges. Both the $89,800 Jaguar I-Pace and $73,000 Hyundai Nexo are zero-emission SUVs that derive all their power from onboard electricity. However, the former’s battery pack stores electricity derived from plugging in to an external power source, while the latter mixes hydrogen gas from its storage tank with oxygen from the atmosphere to produce an electric current, resulting in an electricity-on-demand system. That said, this head-to-head match-up makes for an intriguing battle in the bigger war of which zero-emission tech will ultimately wear the carbon-reducing championship belt. For the moment, though, we’ll put aside that big apples-to-oranges question and focus on just the apples. We’ll start with looks. Each vehicle’s exterior has a number of ‘forward-thinking’ design features one has come to expect in EVs, including flush door handles (hat tip to Tesla), state-of-the-art headlights and taillights, funky aerodynamic wheels and slippery surfaces. The Nexo has a unique, jewel-like bar running along the top of its grille, while the I-Pace features a front air dam that pushes oncoming air under the front of the hood then out through a large gap to run over the windshield. The Nexo has a far more traditional SUV look; the I-Pace captures more of the futuristic ‘performance pod’ aesthetic we’re seeing more and more of in the luxury space. Judge’s scorecard on exterior: I-Pace. Those differing exterior designs translate into much different interiors, without even taking into consideration dashboard and control designs. The I-Pace’s cabin feels not unlike a sports coupe, with a distinctive driver-centric cockpit, while the Nexo’s is airy and full of light and space. The Jag’s controls and gauges don’t veer far from it’s gas-powered stablemates in terms of standing out, which isn’t a bad thing as the current generation of Jaguar interiors is top-notch (of course, even in its darkest days, Jag always had stellar cabins in terms of style and luxury). The Nexo’s dashboard and centre console, on the other hand, resemble nothing in the current Hyundai lineup. That’s also not a bad thing, as the design is fantastic and reflects the Nexo’s futuristic ethos — super clean and super intuitive. Both vehicles have large and easy-to-read horizontal display screens that can be formatted to display more than just one feature (i.e., a map, along with radio options). The Nexo’s traditional SUV look pays dividends in rear seat space and in rear cargo capacity, though. Judge’s scorecard on interior: Nexo. A hallmark of new EVs is at least one cool techy feature, and these two are no exception to that unwritten rule. In the case of the Nexo, it’s an industry first blind-spot monitor that uses the wide-angle surround-view cameras to show the blind spot in the instrument cluster screen while changing lanes in either direction. Expect to see that in many vehicles in the coming years — for instance, it’s already in the Kia Telluride. The I-Pace’s neat tech is a Range Impact screen that shows in real time the impact using things like the heated seats, headlights and A/C has on the current vehicle range. Judge’s cool tech decision: Nexo. But enough of this static stuff; let’s put these babies in
Origin: SUV Comparison: 2019 Jaguar I-Pace vs. 2019 Hyundai Nexo
Car Review: 2019 Toyota Corolla Hatchback
2020 Toyota CorollaDerek McNaughton / Driving OVERVIEW Four-door hatchback with a desire to break from its staid personality PROSGood looks, reliability, value CONSEngine is a bit noisy, CVT still feels like a CVT VALUE FOR MONEYExcellent WHAT TO CHANGE?Add a turbo to the XSE and push output to over 220 horsepower HOW TO SPEC IT?Manual transmission XSE My 1977 Toyota Corolla liftback — a two-door, small wagon of sorts — got me through college. When the silver paint faded from so much Alberta sun, I repainted it navy blue. The little hatch with the manual transmission and desirable SR5 package carried my girlfriend and I across Canada in an epic, cross-country drive. The same Corolla became my daily commuter for work until it was finally supplanted by a company car. And during all those years, it never broke down or resulted in any major repairs. I don’t recall ever changing the oil. Today, the Corolla has come a long way since the first generation in 1966, and for 2019, a new hatchback replaces the former iM. The new hatch rides on an revised sport-tuned suspension built on the Toyota New Global Architecture (TNGA) platform that will underpin the coming 2020 Corolla sedan and hybrid. A sport-tuned suspension does not, however, automatically equate to a sporty car, but the XSE hatch in Blue Flame (Far better than the dark beige Corolla hatch in our comparison test. —Ed.) brings Toyota as close as it as ever come to building a hot hatch. That does not mean it will subjugate buyers of GTIs, Veloster Ns or Mini Coopers — but it will broaden the Corolla’s appeal to those looking for a car with a sense of style mixed with historically excellent reliability, bundled with an agreeable price. At $21,000 to start and $28,000 all loaded up with an automatic transmission, the XSE hatch has a lot going for it, aside from that sassy exterior. The transmission, a continuously variable automatic, has what Toyota calls a launch gear for quicker jumps off the line. Indeed, mash the throttle, and the front tires will rotate a little as the 2.0L inline-four dumps its 168 horsepower and 151 lb.-ft. of torque through the gearbox. Acceleration feels plenty brisk, and the CVT tries hard to simulate a 10-speed, aided by paddle shifters that almost make it feel like driving an automated manual. Well, almost. There’s quite a bit of buzz and commotion as the engine and transmission team up to deliver full performance, but the CVT does a good job of not embarrassing itself, and paddle shifting does alleviate the otherwise mundane nature of the CVT. For those who want more intimacy in their ride, the six-speed manual will undoubtedly feel more engaging, and the manual is available on the XSE. Actually, the Corolla does offer intimacy — in the back seat, where legroom disappears unless the front seats are pulled forward. Cargo space, hampered somewhat by the angled slope of the hatch, improves from a meager 17.8 cubic feet behind the 60/40 split-folding rear seats to an acceptable 23.3 with the rear seats down. The normal utility of a hatch, however is mostly lost on the Toyota due to its design. Some of that can be forgiven, however, by a ride that is more sharp and more defined than any Corolla before, much of it thanks to a rear suspension that abandons the old torsion-beam setup for a more sophisticated multi-link configuration. Crappy roads do not send shudders into the driver’s seat; the car feels tighter, and handling is surprisingly stable up to the point where the tires begin to lose grip. Steering is sharp with moderate feedback, and braking comes with a firm pedal with minimal dive. It’s the point and shoot of compacts, even if it lacks turbo power. Available in S, SE or XSE trim levels, the Corolla hatch comes plenty well equipped in the XSE form, gaining a heated steering wheel, LED headlamps and fog lamps, LED turn signals (finally!), 18-inch wheels, dual-zone automatic climate control, an eight-inch colour touchscreen display, and push-button start with SmartKey access, along with an eight-way power-adjustable driver’s seat. The seats, made of fabric and leatherette, are on the firm side but comfortable. The backup camera is clear, and wireless charging is a bonus. Entune 3.0 offers a large suite of apps, from weather to NPR radio. Instrumentation could be more interesting — it turns from blue to red in Sport mode — but behind the multi-function leather wrapped wheel nests a seven-inch TFT multi-information display in the instrument cluster that shows turn-by-turn navigation and various vehicle settings. Apple CarPlay is standard, but not Android Auto, meaning those with Samsung smartphones won’t be thrilled. An electronic parking brake is standard, as is contrasting stitching in the seats, dash and doors. A host of safety equipment as part of Toyota’s Safety Sense 2.0 package, including automatic high beams, is included. Sadly, there won’t be any two-door manual
Origin: Car Review: 2019 Toyota Corolla Hatchback
SUV Review: 2019 Nissan Rogue
OVERVIEW A comfortable long-distance cruiser PROSRide comfort, overall quietness, stylish Reserve interior package CONSSo-so power, dated infotainment system VALUE FOR MONEYFair WHAT TO CHANGE?The SL Platinum with ProPilot Assist needs Nissan’s VC-Turbo 2.0L engine and its 268 horsepower! HOW TO SPEC IT?Rogue SV with the Moonroof and Technology Package With crossovers being such a hot commodity these days, standing out from a rapidly growing crowd is becoming increasingly more important. Aside from its imposing style the Nissan Rogue stakes its claim as one of the better highway cruisers. The insulation, isolation and aerodynamics produce one of the quietest rides around. Factor in the Reserve interior package ($500) with its eye-catching two-tone finish and two of the most comfortable seats in the segment — the zero gravity design delivers excellent support, which reduces rider fatigue — and the Rogue is a very good long-distance companion. The range-topping SL Platinum with ProPilot Assist (a clumsy name if there ever was one!) features all of the gear demanded of a modern crossover. Along with the leather-wrapped power seats with memory, power moonroof, heated everything and an upgraded nine-speaker Bose sound system comes an Around View Monitor (360-degree camera) and a full suite of connected apps. The infotainment system, with its seven-inch screen, supports the standard navigation system, camera and works with Apple CarPlay and Android Auto. While the system is functional, the layout and appearance make it feel dated — the current trend is to have a larger freestanding screen rather than one that looks kind of cramped stuffed into the centre stack. The Rogue’s list of safety equipment is impressive. All models come with blind spot monitoring with cross traffic alert. The top-of-the-line SL Platinum with ProPilot Assist includes intelligent cruise control, lane departure warning with lane-keep assist, forward emergency braking with pedestrian detection and rear intelligent emergency braking. The thrust of this lot is to keep the Rogue centred in the lane and to bring it to a halt if the driver takes no action to avoid a potential crunch. It is an advanced package that does bring peace of mind. The back half of the Rogue has a ton of space. The rear seat accommodates two adults comfortably and there’s 1,112 litres of cargo space in the trunk alone. Folding the 60/40 seats down bumps the capacity to 1,982 L. A plus is Nissan’s Divide-N-Hide cargo management system. It can be configured to suit just about any eventuality (18 ways according to Nissan), so it eases the chore of packing a family’s worth of luggage or dividing space between groceries and gear. Rogue is offered with a single engine — a 2.5-litre four-cylinder that pushes 170 horsepower and 175 pound-feet of torque through Nissan’s Xtronic continuously variable transmission (CVT) and all four wheels. In this case the CVT works better than most, as it has predetermined shift points under normal-to-moderately hard acceleration. This does away with most of the prolonged drone so many hate. It also has sport and manual modes, although given the Rogue is far from sporty neither saw much use. The downside to the CVT proved to be the momentary lag between a deep stab at the gas and the delivery of power — this is commonly referred to as the “rubber-band” effect. It shows up in the acceleration times. It takes the Rogue 10.4 seconds to get to 100 kilometres an hour, which is marginal for the segment. In fairness, the performance does pick up through the mid-range with the 80-120 km/h passing move coming in at 7.1 seconds. However, what these times highlight is the need for a more powerful engine option. Dropping the Infiniti QX50’s 268-hp variable compression turbocharged (VC-Turbo) 2.0L four-cylinder under the hood of the Rogue’s top-line model would add to its appeal enormously. The SL Platinum with ProPilot Assist arrives with a solid all-wheel-drive system that’s proficient at getting the power to the wheels that can put it to the best use. It splits the power evenly when pulling away and uses the brakes to direct the power to the wheel with the greatest grip, which dispenses with unwanted wheelspin. Once up to speed it drives the front wheels to improve fuel efficiency. The system does have some limited off-road ability thanks to the lock mode that maintains a 50/50-front/rear power split and hill descent control. The system comes together to improve traction without driving the fuel consumption out of sight — when compared to the front-driver the all-wheel-drive model consumes just 0.5 L/100 km more gas. This is a small penalty given the ability it adds to the Rogue. The suspension is tuned to favour ride comfort over handling. As such it wafts along the highway as quietly and comfortably as many luxury cars, and this is in spite of the large P225/55R19 tires. On the flip side, the
Origin: SUV Review: 2019 Nissan Rogue
Supercar Review: 2019 Ferrari 488 Pista
MIAMI, FLA — Why does Ferrari even bother? Why would the automaker allow a handful of auto writers to drive its 488 Pista on a racetrack in Florida when every single one of these magnificent vehicles will easily be sold, even if the starting price is just shy of $400,000 CDN? Perhaps it’s vanity in being published — or perhaps there’s a deeper vein of purpose to expose the Pista for what it truly excels at: attacking corners with poise, storming straightaways like it was outrunning a hurricane, stopping like it was an F-35 landing on a USS Nimitz. Ferrari does not need publicity to sell this car. You can stop reading now. That much was revealed, over and over, after multiple laps in the 488 Pista (“track” in Italian) at the Homestead-Miami Speedway. The 488 Pista takes the already formidable Ferrari 488 GTB and adds components, design elements, and a whole lot of hot sauce from the 488 Challenge race car. The result is a Ferrari with the highest transfer of technology from a racing car to a production car in the company’s history. From the outside, the Pista is hands down the best looking 488 ever, achingly gorgeous from every angle. From the driver’s seat, the Pista will enrich the soul of anyone fortunate enough to drive something so quick. How quick? 200 km/h arrives in 7.6 seconds after decimating 100 km/h in 2.85. While the sound from the twin-turbo V8 — the most powerful V8 in the brand’s long history — comes off a touch more muted than the naturally aspirated Ferrari 458, the Pista’s 710 horsepower and 568 lb.-ft. of torque more than make up for any aural deficit. Not that this car is a church mouse. The exhaust manifolds – crafted from inconel, a nickel-chromium-based superalloy’ used on racing engines and aircraft – are thinner to allow for more sound and superior flow. An exhaust bypass increases the V8’s notes in all gears, resulting in a 8-db sound increase over the 488 GTB. There is no mistaking it for anything but a Ferrari, soothing as George Clooney’s voice at low speed, alluring as Adele’s at wide open throttle. Neighbours will always know when you’re home. At any stage of WOT, however, the thrust from the 3.9-litre engine delivering power through an F1, seven-speed dual clutch transmission is as immense as it is inspiring, arriving early at 3,000 rpm and arcing like an arrow to an 8,000-rpm redline. Never is there any moment of hesitation or turbo lag from the pair of twin scroll turbochargers that come with integrated rev sensors. Hammer the throttle, and the response is a lightning strike of instantaneous power, pulling the driver tight into the firmly bolstered sport seat as the rear, 305/30 ZR 20 Michelin Cup 2 tires translate all that force into searing velocity. The tires and carbon ceramic brakes, boosted by a brake servo off the Challenge car, can also halt the car in a jarring 29.5 metres from 100 km/h. Gaining this kind of performance puts the Pista on something of a pedestal, giving the car the lowest power-to-weight ratio of any production Ferrari ever. About 90 kilograms lighter than the GTB, the Pista gets a carbon-fibre hood, bumpers and rear spoiler, and clear lexan for the rear window to expose the artwork of the engine bay. The engine, some 18 kg lighter than GTB’s, gets a lighter crankshaft and flywheel, titanium connecting rods, hollow valve stems and thinner cylinder sleeves, as well as carbon-fibre intake plenums. Optional carbon-fibre wheels cut weight even more drastically — all of which can be felt in the corners as the Pista constantly lets the driver feel what’s going on. Yes, it will understeer if pushed too early into an apex, but the lightness makes any transgression totally detectable, allowing the driver to back off and try to be more patient with a car that is somewhat impatient itself, constantly tempting and taunting its pilot to go faster. Steering is outrageously good — clear, concise and deadly accurate — just a touch shy with feedback. The steering wheel, adorned with red lights to alert the driver to the approaching redline, is brilliant. (But I wish the turn signals were activated by a stalk instead of being integrated into the wheel.) Massive improvements in aerodynamics, a revised cooling system with technology borrowed from Formula 1 and the 488 GTE, combined with that weight reduction, allow the Pista to stay securely planted at high speed. At Turn 11 at Homestead, the car will, if the driver is not careful, pull right and cut some manicured lawns before ending up backwards into the track’s banked wall. Ferrari says the Pista has 20 per cent more downforce over the GTB, something we’re thankful for at this dangerous corner. Here, the pull of inertia is strong as the car veers left into the turn at close to 160 km/h; but the new and very shapely S-Duct nose on the Pista, the new rear diffuser and tidy rear spoiler keep the car from spinning into danger. It’s also cool that there’s no large rear
Origin: Supercar Review: 2019 Ferrari 488 Pista
First Drive: 2019 Volkswagen Arteon
2019 Volkswagen ArteonBrian Harper / Driving Santa Barbara, Calif. — There is no question Volkswagen’s new all-wheel-drive Arteon fastback is the replacement for the now-departed CC (nee Passat CC). Equally, there is no question the fully contented, mid-size four-door is a far more complete car than the CC ever was, its $47,995 price tag indicative of flagship status. What can be questioned is timing, a valid criticism in that a concept version of the Arteon was shown three years ago at the 2016 Geneva motor show. Yes, the production version’s introduction to North America was deferred about a year, supposedly due to delays in getting emissions certification. But, with consumers buying more and more crossovers at the expense of mid-size and full-size sedan sales — this resultant shift causing the Detroit automakers to cull their lineups — what expectations does VW have for this car, one it is taking up-market into territory occupied by nameplates with a stronger upscale presence? The pragmatic answer from VW Canada is that it will sell as many as can be shipped from Germany, which, considering the Arteon is a low-volume vehicle, will likely be well under 1,000 units. While it is impossible to predict its success in the marketplace, one can at least make a reasonable determination as to the Arteon’s suitability as an alternative to a $40,000 to $50,000 mid-size crossover, or as competition to other similar priced, mid-sized all-wheel-drive cars. This is a diverse lot that includes the Kia Stinger, Acura TLX and Infiniti Q50 — the main rivals, according to Kai Oltmanns, Arteon project manager for VW — but could also include more traditional fare such as the Dodge Charger, Ford Taurus (while inventory lasts), Cadillac CTS (ditto), Buick Regal GS, Nissan Altima and Subaru Legacy. Certainly the Arteon takes a break from Volkswagen’s traditionally conservative styling convention; its low and wide stance, bold crossbar grille and aerodynamic coupe-like profile make it significantly more distinctive than its CC predecessor. One could even say handsome, to the point that, were the VW logo removed from the grille, it would be easy to confuse the fastback with some more expensive European nameplate. Size-wise, the Arteon’s wheelbase is 127 mm longer than the CC’s, and is blessed with shorter overhangs for a more sporting look. Other dimensions include a 4,862 mm length, 1,872 mm width and 1,435 mm height. So the car has legit credentials as roomy, comfortable-for-four-adults family transportation, with massive luggage space (564 litres with the 60/40-split rear seats up, 1,557 L when they’re folded) and easy access thanks to its hatchback design. Yet the Arteon’s sporting vibe isn’t quite matched under the hood. Unlike the CC, which had a V6 option as well as a 2.0-litre turbo, there is only the latter offered in its replacement. This four-cylinder engine, which makes a decent although by no means class-leading 268 horsepower and 258 pound-feet of torque, is hooked up to an eight-speed Tiptronic automatic, with power then shuffled to all four wheels via the 4Motion all-wheel-drive system. However, when the car is operating under a relatively low load or coasting, only the front wheels are driven with the rear wheels decoupled to help improve fuel economy. During the course of a day’s drive that had us work our way down from kitschy-but-cute Solvang, through the Santa Ynez Valley to Santa Barbara, on to Ojai and finally a long run up and down the twisting, undulating Maricopa Highway (Hwy. 33), it was the 4Motion drivetrain that proved to be the Arteon’s best feature. With weather ranging from light rain to fog to bright sunshine, the barely traveled Maricopa tested suspension, comfort, throttle response and grip. This last, grip, was phenomenal, the Arteon tracking through copious blind and decreasing radius turns and holding its line as if it was on rails. It was aided by the car’s XDS front and rear cross-differential lock, which operated like a limited-slip differential and helped to compensate for understeer during hard cornering. Not as impressive was the VW dynamic chassis control (DCC) system, which comes with the usual Comfort, Normal and Sport driving programs. Playing with the modes during the drive saw little appreciable difference in feel between the three. Even in Sport, there was a certain remoteness to the steering as well as more body roll in the corners than ideal. To be fair though, DCC now comes with individual control settings for the dampers that allow more comfort or sport to be dialled in. But these adjustments can only be accessed though the individual settings submenu. Considering the depth and breadth of the mid-size four-door segment — still sizeable even with Detroit’s defections — the decision to forego multiple trim levels for one loaded model (with just a few option packages available) is daring. Nevertheless, the $48K Arteon doesn’t skimp on the details.
Origin: First Drive: 2019 Volkswagen Arteon
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