OVERVIEW All-wheel-drive, subcompact crossover PROSMoves easily through traffic, Honda LaneWatch a great feature CONSTight front-seat legroom, noisy when accelerating VALUE FOR MONEYReasonable WHAT TO CHANGE?Add more front-seat legroom HOW TO SPEC IT?HR-V Sport ($28,800) Introduced in 2015 for the 2016 model year, the subcompact HR-V proved a solid performer for Honda as the smaller sibling to the company’s ever-popular CR-V. A product born of its time, it joined a group of like-minded cute-utes — think Subaru Crosstrek, Mazda CX-3, Chevy Trax, Mitsubishi RVR, and others — as city- and wallet-friendly, soft-riding, all-wheel-drive runabouts. The only problem — and one that didn’t seem to have an overly detrimental effect on sales — was that it was vanilla, with mainstream styling and more focus on utility than fun. The 2019 model year sees a freshening for the HR-V, one that perks up its personality just a bit — revised bumpers, headlights, grille and taillights, but with no changes to the powertrain. More importantly, considering that since the junior Honda’s debut four years earlier, the small crossover segment has seen a further influx of competitive models — led by the bold, stylish and clearly youth-oriented Hyundai Kona — the HR-V gains two new trim levels, Sport and Touring. Blackout trim and 18-inch wheels visually distinguish the Sport, while the all-wheel-drive-only Touring, the version tested here, gets multi-element LED headlights, dark chrome trim, and LED fog lights. Clearly the HR-V Touring is the sophisticate of the model range, its $31,900 price tag — $8,600 more than the base LX-2WD — indicative, supposedly, of a fully loaded vehicle offering buyers a more refined driving experience. With just the paint alone — a new, bright and sunny shade called Orange Burst Metallic — the HR-V seems a friendly, happier crossover than previously. Oh, it’s still destined to appeal to a more mature audience than some of its rivals — the aforementioned Kona, plus the Kia Soul, Nissan Kicks, Toyota C-HR, Mini Countryman, for instance, but not all of these nameplates come with AWD. And it’s still powered by the same competent yet unexciting 1.8-litre SOHC four-cylinder hooked up to a continuously variable transmission. But it just doesn’t quite feel as utilitarian as before. Some credit has to go to the added content that comes with the Touring trim, notably double-stitched leather-trimmed seats, with eight-way power adjustment for the driver. Of a more pragmatic nature, all HR-Vs benefits from upgrades the CVT resulting in, at least according to Honda, “a more natural driving feel and quieter operation.” I really couldn’t discern much difference; the engine is still growly when accelerating. Other measures to reduce interior noise include additional sound deadening in the fenders and floor, plus the inclusion of Active Noise Cancelling on Sport and above grades. Furthermore, on HR-V EXs and above trims, the Honda Sensing suite of advanced safety and driver-assistive tech is standard. This includesmcollision mitigation braking, road departure mitigation, adaptive cruise control and lane keeping assist. Still, the best safety feature Honda offers, is its LaneWatch system. Simply, anytime a right turn is signaled before changing lanes, a small camera on the passenger-side mirror turns on and displays live video on the centre touchscreen. It’s standard on the Sport and Touring. So, it’s a fair assessment to say the HR-V has become a more complete vehicle in its middle years, the better to compete with the newer competition. On the whole, though, it still doesn’t provide the same driving experience as, say, either the Hyundai Kona or Mazda CX-3. Acceleration is leisurely, the HR-V taking about 10.5 seconds to get to from zero to 100 km/h — almost a second slower than the Mazda. It’s slower in passing power (80 to 120 km/h) as well. To be fair, the subcompact crossover category isn’t known for breeding sportsters, and the Honda’s lack of urge isn’t nearly as noticeable in city driving where its compacted dimensions make it ideal for moving through traffic as well as slipping into tight parking spots. As for fuel economy, I averaged 9.9 L/100 kilometres during my week with the Touring — reasonable enough, when considering almost all of my driving was done in the city. Overall, the HR-V’s interior accommodations make it surprisingly hospitable for family use — with one caveat; it would be far more comfortable for those occupying the front seats to not be tall. Seriously, I’m six-foot-two, and even with the driver’s seat as far back in its track as possible, it was as though I was sitting in an armchair — I have more legroom in my Miata. This is OK for shorter distances, but on longer drives, I would need more stretch-out room, which the HR-V lacks. Yet, it’s overly generous in the legroom department for those in the back seats, kind of bass-ackward to my way of thinking. But
Origin: SUV Review: 2019 Honda HR-V Touring
2019
Car Review: 2019 Mercedes-Benz A 250 Hatchback
OVERVIEW Wonderful infotainment system that happens to be attached to a nice hatchback PROSSharp looks, dazzling tech, low price for a Mercedes CONSTransmission isnt the smoothest in traffic, seats on the small side VALUE FOR MONEYFair WHAT TO CHANGE?Not much HOW TO SPEC IT?As equipped, complete with that red paint The most exciting part of the new Mercedes-Benz A250 is the dashboard. Yes it’s an an all-new model, yes it’s a car that we’ll have and the Americans won’t, and yes it is now the most affordable Mercedes in the lineup. Ten years ago, the idea that we would spend the majority of a car review talking about a dashboard would be laughable but more and more buyers prioritize infotainment features over mechanical hardware and who are we not to deliver what people want? To be fair, it’s one hell of a dashboard. The centrepiece of the operation is the Mercedes-Benz User eXperience, abbreviated as MBUX. It is a consummate cloud-based infotainment system that can do everything from adjust the interior temperature to tell you the weight of a Caribou. Information readouts occupy twin 10.25 displays, one in front of the steering wheel and one over the centre console. The left screen contains things like the speedometer and tachometer with space between the two to show anything from fuel economy to song information while the right screen is multi-purpose and can display pretty much anything. The displays are so close together that they appear as one long continuous screen stretching across the dashboard. A 7 screen is standard but doesn’t include all the features that make the MBUX system so magical. Upgrading to the 10.25 screen and the MBUX system costs a full $2,950 but it’s bundled in a Premium Package that also includes blind spot assist, rear cross traffic alert, wireless phone charging, and 64-colour interior lighting. The display itself is dazzling. The menus and designs look modern and the look of the screens is deeply customizable. You can turn them yellow and angry, full of engine readouts for when you want to feel like a racecar driver. You can also select a relaxing minimalist layout that emphasizes the music you’re playing. The interior mood lighting has 64 different colours that you can change at will and together, this makes the A250 a car that can suit many different moods. One are that I feel sets the A250 and its MBUX system far above the rest is that there are four different ways you can control it. Let’s start on the steering wheel. With your hands at nine and three on the wheel, your thumbs are close to two mirrored sets of controls. The left controls control the left screen and vice versa for the right. Two of the buttons are conventional; a home button and a back button. The third is an interesting touch-sensitive button. It works like the centre button of a Blackberry. You can scroll or swipe across it with your finger or press down and use it like a regular button. It makes wiping through menus a breeze and you don’t have to take your hands off the wheel to use it. The second is track pad on the centre console that’s similar to what you’d find on a Lexus. Placing your wrist on the handy perch, the touch pad allows you to scroll and click through the menus. One handy benefit is that it vibrates to give haptic feedback when you have selected something on the screen. This is the control method I used the least as I found it difficult to do while driving and less intuitive than the touch screen. Oh yes, after years of rebelling against finger smudges, Mercedes has finally given in and given the smartphone crowd what they wanted all along: a proper touch screen. The menus are well laid out, concise and easy to use. Reaction time of the system is best in the business. If you are handy with a tablet or smart phone, the MBUX touch screen won’t be a stretch. But the most impressive mode of all to interface with the MBUX system is voice command. Simply say Mercedes or Hey Mercedes and a Siri-like assistant will ask how it can help. The system is so eager and perceptive that sometimes (like when recording a video review inside the car) that it will pick up Mercedes from your speech mid-sentence. You can give it the simple voice commands that pretty much every voice system can utilize like navigate me to 123 Cool St or call mom. But it can also respond to less straightforward and more complicated commands. For example you can ask it what is the age of the prime minister of the country of birth of Justin Bieber and it will calmly tell you that Justin Bieber was born in Canada, Canada’s prime minister is Justin Trudeau, and Justin Trudeau is 47 years old. And while that’s novel, you can also ask it for more practical things. For example if you simply say I’m hungry for soup it will display a list of restaurants near you that sell soup. You can also ask it to find you Italian restaurants that are not pizza restaurants or restaurants that are rated four stars
Origin: Car Review: 2019 Mercedes-Benz A 250 Hatchback
Reader Review: 2019 Mazda3 GT
Jeff Griffiths test drove the 2019 Mazda 3 and found it to be a great small car.Gavin Young/Postmedia When searching for a reader to drive the 2019 Mazda3 GT a number of people turned down the opportunity. For the most part, they simply felt the car was beneath them. But Jeff Griffiths says they don’t know what they were missing. “To me, Mazda has always seemed to be more car than you pay for,” the Calgarian says, and adds, “I was really looking forward to a chance to drive the Mazda3. “I thought it would be a fun and interesting car that might be a bit quirky – because Mazda’s always been a bit of a quirky car company—and I’m going back to the RX3s and the rotary engines. I’ve always liked Mazdas from afar, but I’ve never owned one.” Currently one of Mazda’s best-selling models, the compact Mazda3 replaced the outgoing Protégé in 2004. Mazda fully revamped the 3-model in 2014 for its third generation using the automaker’s Kodo design language and the full suite of SkyActiv technologies. Four years later, in November 2018, Mazda launched the all-new fourth-generation 3-series as a 2019 model-year vehicle. “The Mazda3 sedan delivers true sedan nature by skillfully applying Mazda’s further-evolved Kodo design language to the hood, cabin and trunk presented as three distinct elements, and to the overall form, which adopts a horizontally oriented flow that produces a calm look,” the automaker writes in a model brief. “The design concept is ‘sleek and elegant’.” In Canada, the Mazda3 is the four-door sedan, while the Mazda3 Sport is the five-door hatch. Both models are available in GX, GS and GT trims, and all are well-equipped. Power in the front-wheel drive GX and GS is a 2.0-litre engine coupled with a six-speed manual transmission. A larger 2.5-litre engine is optional in the GS and standard in the GT. All-wheel drive can be had in the GS and GT, too, but only with Mazda’s six-speed automatic transmission. And, the only gearbox available in the top-of-the line GT is the automatic. Griffiths’ Mazda 3 GT was supplied with the optional Premium Package, which added leather seats with a 10-way power adjustable driver’s seat with power lumbar support, front wiper de-icer and rear parking sensors. His car was finished with an optional $300 Machine Grey metallic paint job. As tested, Griffiths’ Mazda3 GT, including destination charge but before taxes, rang in at $30,695. Griffiths learned to drive in Ontario and the first car he bought was a 1975 Honda Civic. The Civic cost him $35, and only needed a battery and the alternator belt adjusted before he drove it for several years while attending college. Currently, Griffiths drives a 2012 Volkswagen Golf wagon, a vehicle he uses to commute and haul the family’s two dogs, and jokingly calls it his ‘two lab cab.’ His wife, Lucie, maintains a 2011 Audi A3. If the pair take a road trip, they’ll travel in the Audi. Griffiths much prefers to tour long distances on his motorcycle, however, and has close to 200,000 kilometres on his 2006 Yamaha FJR1300. Here’s what Griffiths had to say about the Mazda3 after first laying eyes on the test vehicle. “It was a lot bigger car than I thought it would be – it was wider, chunkier,” he says, and adds, “The shapes and curves in the sheet metal look good and I liked the high trunk line.” While walking around the vehicle, Griffiths says he was surprised to see a decent and ‘not inexpensive’ set of Pirelli tires on the 18-inch alloy rims. After sliding behind the steering wheel, Griffiths continued to be impressed. “It felt higher-end than I expected it would,” he explains. “It feels like it was put together by people who cared about the product – down to details as intricate as the stitching.” Griffiths enjoyed sitting in the 10-way power adjustable driver’s seat, and his wife Lucie preferred the passenger seat in the Mazda3 to the one in the Audi A3. “Those seats were just nice places to be,” he says. Overall ergonomics were rated as great. All the controls were well laid out and everything was where Griffiths expected it to be. The only problem he had was working his way through the infotainment system, but even then, he still found the Mazda3 an easy car to like. “It’s got lots of snap from the 2.5-litre four-cylinder engine,” Griffiths says of the driving performance. “When you put the boot to it, it’s got plenty of get up and go and doesn’t ever seem to be working too hard.” Of the ride, Griffiths found the Mazda3 was firmly suspended but never offered up any harshness. There was no body lean when going through corners at a spirited clip. Although the trunk was a generous size, Griffiths found it wouldn’t swallow all objects, such as a new laser printer. The opening was too narrow to allow the carton to fit. Handing back the key, Griffiths thinks the Mazda3 would best suit a small family, or, someone like himself – someone who commutes every day, and is looking for a fuel-efficient, fun and roomy car. “Like I
Origin: Reader Review: 2019 Mazda3 GT
New 2019 Vauxhall Corsa: Official testing images revealed
New images released by Vauxhall show the upcoming fifth-gen Corsa supermini carrying out extreme weather and performance testing. Camouflaged prototypes are shown being subjected to temperatures of -30 deg celsius in Sweden, carrying out chassis tuning at a test circuit and being analysed by electrical engineers in a laboratory. The new images come as Luton wraps up development on its reborn Ford Fiesta rival, with sales set to begin in the coming months. Vauxhall recently confirmed that the fifth-generation Corsa weighs up to 108kg less than the outgoing model. According to the manufacturer, depending on specification, the new supermini can weigh as little as 980kg – roughly 130kg less than the lightest Ford Fiesta. The weight loss comes courtesy of new high-strength steel bodywork, lightweight interior insulation materials and a range of all-aluminium powertrains. Like the range-topping variant of the current Insignia, the new Corsa will feature an aluminium bonnet weighing 2.4kg less than the steel unit fitted to the current model, as shown in a breakdown of weight savings published by the manufacturer (below). Previous spy shots of the upcoming Volkswagen Polo rival show a design that shares cues with the recently revealed Peugeot 208, which uses the same underpinnings. It’s the first mainstream Vauxhall produced entirely under the brand’s new owner, the PSA Group, and is crucial to Vauxhall and Opel’s success given the car’s historic popularity. It will also be both brands’ first model to be sold with a battery-electric variant. A preview image, released earlier this year, showed the Corsa’s headlights will feature adaptive-beam full LED technology – claimed to be a segment first. Usually the preserve of premium models, the LEDs are able to continuously adapt the full beam pattern to stop it from causing glare to oncoming traffic. The Corsa will set the tone for a new wave of Vauxhall/Opel models, each of which will be overhauled thanks to access to new platforms, engines and hardware that are also used across the group’s other car brands: Peugeot, Citroën and DS. The new Corsa has been developed in an unusually fast time. When it is unveiled, less than two years will have elapsed since work began, just as the deal to buy Vauxhall/Opel was being agreed between PSA and General Motors. The quick turnaround is due to PSA reversing the original decision for the next Corsa to be based on GM’s architecture. Once PSA had taken over Vauxhall/Opel, it would have been required to pay a licensing fee to GM to use the platform, something boss Carlos Tavares is keen to avoid. Vauxhall/Opel boss Michael Lohscheller has previously told Autocar that the new Corsa will not be compromised in any way. “It’s true that we had a version ready to go, and you can’t just stretch a design to fit a new platform,” he said, “but the teams have done a fantastic job in record time to ensure that the car is on schedule.” The new Corsa will be based on PSA’s Common Modular Platform (CMP), a front-wheel-drive architecture. The Corsa will also dip into PSA’s engine line-up and is likely to adopt the turbocharged 1.2-litre three-cylinder petrol unit in a variety of power outputs. Despite the switch to a new platform, the Mk6 Corsa’s dimensions are understood to closely match the outgoing model’s. Vauxhall chose to launch the current Corsa in 2014 with near-identical dimensions to its predecessor, because the company felt it was the ideal size for customers. This strategy is expected to continue. The current Corsa is 4021mm long, 1736mm wide and 1479mm tall, dimensions that make it slightly longer and taller, but narrower, than the existing 208. The design of the Corsa was set to be evolutionary before the plan for a GM-derived model was axed. Now, to mark a new era for the model under PSA ownership, the styling promises to mark a departure from its traditional look. However, if the Grandland X SUV is anything to go by, its relationship with PSA will result in a design less radical than the new 208. The three-door Corsa will be axed, reflecting an industry trend to discontinue such bodystyles, which are less popular with buyers. Producing only a five-door Corsa will also help Vauxhall/Opel’s drive for greater efficiency and increased profitability. Inside, the Corsa will receive PSA’s familiar touchscreen infotainment system, but the overall feel of the interior is expected to be distinct from that of its French siblings. Vauxhall’s new grille and lights design and all-glass fascia panel are expected to be introduced. Not long after the debut of the standard Corsa this year, an electric version will be launched, named eCorsa. Although the Peugeot 208 will get an electric variant first, it and the Corsa will be among the select few in the supermini segment to adopt electrified powertrains. Key rivals such as the Ford Fiesta are not expected to go electric for many years yet. The electric
Origin: New 2019 Vauxhall Corsa: Official testing images revealed
SUV Review: 2019 BMW X2 xDrive M35i
2019 BMW X2 M35iJil McIntosh OVERVIEW A hot little hatchback with beautiful balance PROSGreat engine, sharp handling CONSFirm ride isnt as much fun for passengers VALUE FOR MONEYA fair starting price but options add up WHAT TO CHANGE?Improve the rear visibility HOW TO SPEC IT?Premium Package with M Sport Seats Power is always fun, but there’s more to a good car that just stuffing more horses under the hood. It has to be nimble and balanced if it’s going to be a satisfying ride. At its base level, the BMW X2 isn’t a showstopper in the premium-compact-crossover market. But then, it was handed over to the M Performance department, which gave it back as the X2 M35i — and now, all is well. Now, the 2.0L turbo four-cylinder smashes out 302 horsepower and 332 lb.-ft. of torque — a considerable step up from the 228 ponies in the base X2 28i. The all-wheel-drive system includes a BMW-first sport differential up front, doling out power when and where it’s needed for optimum front-end traction, and it also includes launch control if you want to really show off what this little car can do. The transmission is an eight-speed automatic, but don’t twist up your nose: the shifts are quick and it keeps the engine smack in its sweet spot when left to its own, and reacts immediately when you use the wheel-mounted paddles in manual mode. Yes, three pedals would be more fun, but automakers build what’s currently selling. Those who want to “save the manuals” have to buy brand-new cars that have them; it isn’t enough just to slap a sticker on the back of a 1985 GTI. Despite the M in the name, and on the liftgate, front fenders, and the blue brake calipers, BMW stresses — somewhat confusingly for the uninitiated — that this is an M Performance, vehicle not a full-on M. That letter all by itself indicates a track-intended car you can drive on the street, but M Performance’ sits halfway between that and a regular BMW, upping the fun factor without going flat-out all the way. So the X2 M35i has a performance suspension that’s stiffer, and 10 millimetres lower than its regular X2 sibling, giving it a tight ride that’s far more fun for the driver than for the passengers. The run-flat tires harshen it even more, and you’ll appreciate that rapid-response steering when you’re trying to avoid potholes that are just longing to bend up a lower-profile-tire wheel. That said, since the designers didn’t account for a spare, there’s a useful multi-level cargo floor that you can open up for extra space, or close to hide valuables. The genius of this car is that everything is just right for it, and it’s integrated so well. Hit the throttle and it pushes you back in the seat, but it’s not overpowered for its size; that front differential slots the torque just right for the curves you’re taking, the steering communicates everything the tires are doing, and it’s flat into the corners and quick back out of them. This thing is simply fun on a stick. Of course, there is a price for driving pleasure. The base X2 begins at $44,345, while the M35i starts at $49,200. There are option choices, of course, and my car had an Enhanced Premium Package at $5,650, adding in a whack of items such as a panoramic sunroof, head-up display, a heated steering wheel and auto-dimming mirrors, plus extra-charge wheels, seats, and a wireless charger — there’s a clever sliding holder to accommodate various phone sizes, though — that brought my ride to $56,650 before freight and taxes. That’s a lot of money, but on the other hand, it’s $53,100 to start building a Mercedes-Benz AMG GLA 45, and while that model is impressive and far more powerful, I still like the more-well-rounded feel of the BMW. I would check off the $950 box for the M Sport Seats, although I’d probably go with all-black leather, rather than my tester’s eyeball-burning Magma Red Dakota scheme. They’re very comfortable and supportive, and the bolsters keep you on keel but aren’t so high that it’s tough to get in and out. This car is, after all, primarily meant for daily use. Front-seat room is decent, while the rear seats quickly remind anyone back there this is a compact. Those seatbacks fold flat for extra storage space, in a 40/20/40-split configuration for poking skis or other long items through, while plopping a passenger on either side. I think the X2 is a handsome, well-proportioned beast, but that small back window combines with the rear head restraints to steal any semblance of rearward visibility. As with most BMWs, the stark interior design, with its rows of plastic buttons, looks a touch downscale for the price. I’ve also never bought into the electronic shifter — which, sadly, infests too many cars these days — where you have to push forward for Reverse, instead of PRNDL as the driving gods intended. And the iDrive system that operates the infotainment system gets incrementally better every few years, but it’s still not the most
Origin: SUV Review: 2019 BMW X2 xDrive M35i
SUV Comparison: 2019 Subaru Forester vs. 2019 Toyota RAV4
Welcome to Dude Said, Punk Said — a special series devoted to skewering the automotive ramblings of young punk Nick Tragianis with the infinite wisdom of old dude Brian Harper. This week, the duo see just how far the Subaru Forester and Toyota RAV4, two vehicles that arguably kickstarted the crossover segment, evolved over the course of two decades. Brian Harper: Gearheads might think Camaro versus Mustang or Porsche 911 versus Corvette are epic throwdowns, And, from a historical standpoint, they’d be right. But, these days, with the proliferation of crossovers on the automotive landscape, Toyota’s RAV4 versus the Subaru Forester is an ideal comparison. Think about it, more than 20 years ago the first-generation versions of both of these models, along with the Honda CR-V, were the originators of what is now a very full and very competitive compact crossover segment. And our two combatants are very evenly matched in size, powertrain, pricing and intent. In one corner, the topline Limited version of new, fifth-generation RAV4 ($40,945 as-tested). In the other corner, the equally new, loaded, Forester Premier ($39,495 as-tested), also the fifth generation. I’m sensing a very close battle here. Nick Tragianis: This isn’t going to be a runaway victory for either the RAV4 or Forester, I can tell you that much. Let’s start with the Subaru — on paper, the Forester is familiar. It’s still powered by a 2.5-litre four-cylinder boxer engine, sending power to all four wheels (of course) through a CVT. But the engine is new for 2019; now direct-injected and equipped with an automatic start/stop system, it pumps out 182 horsepower and 176 lb.-ft. of torque. The good news is, it’s an efficient unit, officially rated at 9.0 L/100 kilometres in the city and 7.2 on the highway. For the record, the trip computer settled at 8.8 over our week with the Forester. But the bad news is, the 2.5 is now the only engine offered. Pour one out for the Forester XT because you can’t get a turbo anymore. Disappointing for sure, but the 2.5 is peppy enough — OK, it doesn’t accelerate with the same vigor as the previous-gen XT, but it doesn’t break a sweat on the highway. The CVT also does a fine job of mitigating that “motorboating” sensation under hard acceleration. Subaru has even seen fit to do away with its hypersensitive throttle pedal, so it’s now quite well behaved and smooth in the city. Speaking of smooth, the Forester rides incredibly well. I was blown away by the Crosstrek’s ride quality when we pitched it against the Kona, and the Forester is more of the same. It soaks up bumps and rough pavement — and manages road and wind noise — in ways that belie its price tag. Not that the RAV4 is any rougher. BH: No, it’s not. One of the things I really like about the Canadian-built RAV4 is its ride quality. It’s firm without being harsh over rougher pavement. It helps that the new RAV4’s unibody structure is 57 per cent more rigid than the previous model, providing a stronger foundation for the front strut and rear multi-link suspension. And that’s on top of a very quiet cabin. Unfortunately, said quiet exposes the one disappointing feature of the high-compression, 203-hp Dynamic Force 2.5L four-cylinder. And that would be a rather discordant growl when the Toyota is under heavier load, such as passing acceleration or when climbing steep inclines. That said, under light acceleration or at cruising speeds it’s as smooth an engine as most crossovers in the RAV4’s class and, let’s face it, Subaru’s boxer engines have never been known for whisper-like operation. Another plus is the RAV4’s eight-speed automatic transmission, which makes excellent use of the 2.5L’s power. Not that anybody is taking these two to the dragstrip, but the RAV4 (its 203-hp engine significantly up on power from the previous generation’s 179) is almost a full second quicker to 100 kilometres an hour than the Forester. I will grant the Forester one solid “attaboy,” though: Considering there’s just a 12-kilogram difference in weight between the two, the Subaru felt much lighter and livelier in the curves and turns. Now, when it comes to styling, I think you’ll have to agree that normally conservative Toyota’s decision to blend design elements of its pickups into the RAV4’s new sheet metal is a bold one. Yes? <img src="/uploads/img/road-test/33-suv-comparison-2019-subaru-forester-vs-2019-toyota-rav4.jpg" alt="SUV Comparison: 2019 Subaru Forester vs. 2019
Origin: SUV Comparison: 2019 Subaru Forester vs. 2019 Toyota RAV4
Autocar names Great British Women in the Car Industry sponsors for 2019
This year’s Autocar’s Great British Women in the Car Industry – Rising Stars initiative, in partnership with the Society of Motor Manufacturers and Traders (SMMT), will be sponsored by Nissan, Toyota and CDK Global. The event, to be held in London on 19 June, recognises the achievements of women working in a range of automotive fields including sales, marketing, manufacturing and vehicle development. Toyota, which returns as a sponsor this year, is working to increase the representation of women in their business. Over the past 12 months, women have made up 54% of all external appointments to Toyota plc, the sales and marketing company for Toyota and Lexus products in the UK. Since 2016, Toyota has been part of the Automotive 30% Club, pledging for women to make up 30% of key leadership positions in the business by 2023, and 25% of senior executive roles within the next five years. Toyota (GB) plc president and managing director Paul Van der Burgh said: “We’re hugely proud to be supporters of Autocar’s Great British Women Awards. Highlighting some of the best female talent in the UK’s automotive industry is a vital part of this initiative, of course, but in doing so we are also sending a message to the brightest and best young women out there that this exciting and evolving industry is the place to be. “Diversity matters not only because it is right, but also because it is business-critical to our future. I’m proud that more than half of all external appointments to Toyota (GB) plc in the past 12 months have been women, and that through our strong support of the Automotive 30% Club, Toyota has been at the forefront of opening doors for women taking leadership opportunities in this industry.” Nissan also returns as a sponsor this year. The car maker has taken part in a range of initiatives to open doors for women in the automotive industry. Through award-winning school projects such as the Girls in Monozukuri, Manufacturing and Engineering programme, to participation in the Women in Science and Engineering programme, Nissan is encouraging female progression across a range of key industry sectors. Nissan Europe’s talent management director, Adrienn Toussaint, said: “We’re delighted to be supporting Autocar in these fantastic, celebratory awards for a second year running. With over 8000 Nissan employees across the UK, we’re immensely proud to play a part in helping to nurture and grow talent in all areas of the automotive industry. “Through our Nissan Skills Foundation at NMUK, we’re encouraging more and more young females to think about their future with us and, across all of our UK entities, we continue to harness and promote talented women across the business.” Technology firm CDK Global features as a sponsor for the first time this year. As a leading provider of IT and digital marketing solutions to the automotive retail industry, CDK Global provides integrated technology to automotive dealers around the globe. Neil Packham, CEO of CDK Global, said: “The automotive industry is in a period of massive disruption. Car manufacturers and dealers are thinking differently about what products and services they provide to meet changing consumer expectations and requirements. Technology platforms will enable these changes in our industry. “It is a very exciting time with huge opportunities, but to ensure we are well-positioned to continue to innovate and grow, we need to continue to attract the best talent. We are proud to be a part of celebrating the best women in the industry and the rising stars who are going to build a bright future.” Peugeot is supporting the initiative with a session led by brand ambassador Judy Murray, while the Volkswagen Group is sponsoring the New Mobility Digital Solutions category. The shortlisted winners will be revealed at a ceremony in central London on Wednesday 19 June. The afternoon event will run from 1.30pm to 5.30pm and feature presentations from key industry figures including Laura Schwab, Aston Martin’s president of the Americas. Space for the event is strictly limited, with priority given to winners and past winners. However, a limited number of tickets will be available. Anyone interested in attending the event should contact Autocar at
Origin: Autocar names Great British Women in the Car Industry sponsors for 2019
SUV Review: 2019 Mitsubishi Outlander PHEV
2019 Mitsubishi Outlander PHEVChris Balcerak / Driving OVERVIEW A truly frugal SUV PROSFuel economy, fuel economy, and fuel economy CONSDated infotainment system, poor Bluetooth call quality VALUE FOR MONEYExcellent WHAT TO CHANGE?I could always use more battery range, and an updated infotainment system wouldnt go remiss HOW TO SPEC IT?As is Mitsubishi would seem to be an unlikely choice for plug-in poster child of the year, what with Tesla grabbing headlines, Nissan having long deemed the Leaf its corporate future, and even Volvo — newcomer to environmentally-conscious set — fitting the word “electrified” into seemingly every public relations missive it releases. All have long-standing reputations for technological innovation, and RD budgets that Mitsubishi engineers can only dream about. And yet Mitsubishi’s Outlander PHEV is not only the most popular plug-in hybrid SUV in Canada, but also the most popular plug-in hybrid of any kind in the land. Nor is this some sort of localized anomaly, we Canadians adopting an otherwise shunned ugly duckling that the rest of the world ignores. The Outlander PHEV is also the most popular plug-in hybrid in Europe, selling more than 100,000 units since its introduction in 2013, and in Britain — which we’ll have to start delineating as a result of Brexit — it’s been the best selling plug-in, hybrid, or electric of any kind for the last three years running. Mitsubishi has moved over 200,000 Outlander PHEVs in the last five years, making it the most popular plug-in hybrid in the world. Why has the Outlander PHEV become the third best-selling — 432 units last month — Mitsubishi in the land? It resides, after all, in a segment — plug-in hybrids — that hasn’t, unlike EVs and conventional hybrids, captured the imagination of North American consumers. Chevrolet, for instance, has abandoned the Volt. Toyota, king of the hybrid segment, struggles to move the plug-in version of its otherwise popular Prius. Plug-in hybrids from other manufacturers are more easily counted on fingers than computers. Why is Mitsubishi — whose only other foray into the electrified world, the i-MiEV, was (at the very kindest) a bit player in the EV segment — sitting atop the plug-in world? Well, the most obvious answer is it’s a plug-in SUV, the trendiest body style du jour. It’s also, at least by plug-in standards, the cheapest SUV in the land; its $43,498 slots less than the Chevrolet Bolt and Hyundai Kona Electric, both of which are econoboxes with, depending on your intended use, range issues. More importantly, the Outlander is a trendy, (relatively) inexpensive plug-in SUV that delivers. To wit: I’ve now driven the Outlander twice, for a total of two months, in winter and summer. For all the kilometres I’ve driven — probably 5,000 so far — Mitsubishi’s PHEV has exceeded expectations. For instance, in my first foray during the dog days of last summer, I spent most of my time prowling downtown Toronto, the Outlander’s 35 kilometres of electric-only range enough that the PHEV’s little 2.0-litre inline-four had only consumed one bar — about four litres — of gasoline in the first week of commuting. That required a little dedication — regularly seeking out charging stations being the most troublesome — but the reward was a dashboard blinking 1.5 L/100 kilometres as my overall fuel economy. If that doesn’t grab your attention, then consider this: I had barely used one-tenth of the 43 litres of fossil fuel the Outlander carries on board. If I had restricted my commute to the gym with occasional forays to the office — where we at Driving have charging stations! — I could’ve gone almost 2,500 kilometres between gas station visits. Eventually, I did have to venture beyond the Mitsu’s 35-kilometre EV range, and here again, the electrified Outlander surprised me. Cruising down the highway, cruise control set at a steady 130 km/h — i.e. very little regenerative braking to replenish the battery — the PHEV still managed an entirely creditable 7.2 L/100 kilometres, largely the result one presumes of the efficiency of its Atkinson-cycle engine. Relying almost exclusively on electricity in town, and then delivering better-than-average fuel economy when venturing beyond EV mode, is very much the PHEV promise delivered. The fact that it’s all accomplished with the utility of an SUV is just what popularizes the message. More recently, I put a 2019 Outlander PHEV through its paces during this past spring (that turned back to winter, on some days). A tad chilly it was, and as everyone who’s ever driven anything battery-powered knows, lithium-ion and sub-zero temperatures are not the best of friends. Battery range is reduced, heating cabin and occupants depleting free electrons faster than Elon Musk can delete an (unverified) tweet. In fact, so much energy does heating the cabin require that Mitsubishi, like many hybrid manufacturers, has determined that firing up the gasoline
Origin: SUV Review: 2019 Mitsubishi Outlander PHEV
Car Review: 2019 Kia Optima SXL
OVERVIEW A family sedan and sports sedan in a tidy, richly equipped package. PROSAthletic performance, generous amenities, standard safety system/crash test scores CONSAnnoying lane departure warning system, inane “Smart” trunk release VALUE FOR MONEYGood WHAT TO CHANGE?Turn up the turbo’s wick and produce a GT version along the lines of the Stinger GT. And, yes, that is coming with the next redo. HOW TO SPEC IT?Like a Stinger GT… Of the mid-sized sedans on the market, not one has been reworked more than the Kia Optima. For 2019, it gets yet another facelift to keep it contemporary and in touch with a shifting segment — mostly a shift away from sedans and into crossovers! The SXL’s refresh sharpens things with a revised front fascia with LED fog lights, LED interior ambient lighting, a sport steering wheel and smart cruise control with stop-and-go functionality along with a simplified infotainment system. The revised infotainment system is easier to use and it supports Apple CarPlay and Android Auto while allowing the driver to use the standard built-in navigation system. The cabin’s layout further simplifies things. Everything above the steering wheel’s crossbar is about displaying important information; everything below is about controlling things. The format makes it a no-nonsense proposition. The rest of it sees high-quality soft-touch materials and, in the SXL, swanky diamond-pattern Nappa leather seating to go along with everything from a power panoramic moonroof to a 12-way heated/cooled power driver’s seat with memory, and it touches everything between the extremes. The rear seat has plenty of stretch-out space and heated outboard pews. Behind that sits a spacious 450-litre trunk — that is large by mid-size standards. The trunk has what Kia calls a “Smart” release. Stand at the back end of the car for a few seconds and the car senses the key and pops the trunk lid open automatically, which is pretty smart, I’ll admit. The hitch is that the lid only opens partially so you still have to put down your packages and manually lift it fully open. That’s not so smart. Given the level of standard equipment a proper power trunk is one of the few missing links. The Optima SXL’s feature-rich packaging extends to the list of safety aids — advanced forward collision warning with auto braking, blind spot monitoring with rear cross-traffic alert, a surround-view camera, auto high beams, drowsy-driver detection and lane departure warning with keep assist is all standard on this high trim. That’s more than many much more expensive rides. As is common, I find the lane departure/keep assist system very annoying. Worthy of note is the Kia Optima is one of the few mid-sized sedans to retain the Insurance Institute for Highway Safety’s Top Safety Pick+ designation even as the standards have been toughened of late. The tighter standards has seen many lose the “+” designation — the Honda Accord being a big one. What impresses with the 2.0-litre turbocharged four found in the SXL is not so much the 245 horsepower, but the 260 pound-feet of torque and the fact it turns up 1,350 rpm. As peak torque is developed 700 rpm off idle there is no turbo lag off the line. The engine then remains smooth and refined across the operating range. It drives the front wheels through a six-speed automatic with paddle shifters. While it works as is, a couple of extra gears in the box would improve the already solid performance — one of Optima’s most cross-shopped competitors is the top-selling Toyota Camry and its eight-speed tranny. The drive characteristics are adjustable with Eco, Comfort, Sport and Smart modes. Most are redundant as Smart automatically picks the appropriate driving mode based on driver input — typically it switches between Eco and Comfort. However, a twisty road demands Sport, as it not only amps up the performance it also puts some needed weight in the steering. When in Sport the Optima loves to spin its wheels on a fast takeoff, so roll into the throttle easily and then hammer it! The combination brings a rapid run to 100 kilometres an hour of 6.7 seconds and it turns the more important 80-120 km/h passing move in 4.6 seconds. Both times are quick for a family-oriented sedan. The SXL arrives with a sportier suspension than the base models. As such it is noticeably firmer, but nonetheless comfortable. On the highway it wafts over road ripples. Throw it into a corner and it rides it out with minimal body roll and understeer is a long way out thanks to the P235/45R18 tires. The key to the comfort/sporty blend boils down to the high performance dampers. They adjust the damping level according to the speed of the body’s movement. On the highway, where body motion is typically slow, the shocks deliver softer damping. Dial in some steering and the rapid change in body motion sees the mechanical dampers switch to a firmer setting. While not as effective as true active
Origin: Car Review: 2019 Kia Optima SXL
Car Review: 2019 Honda Insight
OVERVIEW Great hybrid fuel economy, regular sedan styling. PROSHighly refined drivetrain, comfy ride. CONSLacking cold-weather fortitude VALUE FOR MONEYGood WHAT TO CHANGE?A more robust EV mode would be welcome HOW TO SPEC IT?As equipped for this test Hybrids in 2019 are roughly divided into two camps. Some are geeky, egg-like science projects on wheels for eco-martyrs who profess their sustainable lifestyle to the world. And others, like the Honda Insight, are regular cars shaped like regular cars that just so happen to have hybrid drivetrains for superb fuel economy. There is no more Civic Hybrid, so instead, you get the Civic-based-but-notably-different Insight. Although it comes across as part-Civic, part-Accord, the 2019 Insight nonetheless looks sophisticated and stylish. For Being Civic-based, the Insight sure is big — it measures a full 4.66-metres long and is nearly 1.9 metres wide. Speaking on the Insight’s (and Civic’s) ever-increasing dimensions, the Insight is longer, wider, and taller than a BMW 3 Series from a decade ago, but there are a few positives to all this girth. Firstly, rear-seat room is very generous. It’s a real back seat that can accommodate people for of most sizes for more than just short trips. The long wheelbase also pays dividends to the ride quality, making the Insight properly cushy. The Insight is a full 15-ft long and as such rear seat space is excellent Clayton Seams / Driving But the real people will or won’t buy this vehicle is fuel economy, rated at 4.6 L/100 kilometres in the city and 5.3 on the highway. Over multiple days of very cautious and slow mixed highway and city driving, I netted 5.6 L/100 kilometres. This is fantastic mileage for a car of this size, but not as good as the official ratings claimed. Part of the reason for the disappointing number is the cars poor ability to handle cold and remain fuel efficient. Temperatures during the week-long test in the middle of winter hovered around -12 degrees Celsius — not cold, but not unheard of for a Canadian January. The Insight, like most hybrids, has an aggressive engine start/stop system designed to keep the engine running only when needed, and to use the electric motor every chance it can. It even has an EV mode that, hypothetically, can be used to drive (slowly) on electric power only. But every time I tried to use the EV mode, I got a rude message saying EV mode was disabled due to cabin being heated. Well, no duh it’s being heated. It’s January; when is it not being heated? This meant the engine idled all the time to warm the cabin and not doing much to save fuel. If you plan on buying this car in a cold climate, this is a pretty big drawback. Another drawback is the notable lack of mojo when you want to merge or pass someone. The 1.5-litre engine works with an electric motor to provide a total of 151 horsepower and 197 lb.-ft. of torque when working together; alone, the gas engine makes 107 horsepower. This doesn’t sound too tragic, but it has a full 1,400-kilograms to move and it does so very slowly. It’s hardly a car you want to hustle around and the word fun doesn’t come anywhere near this car, so it boggles my mind that Honda saw fit to install paddle shifters for the CVT. I tried them a few times and they, too, seemed confused of their purpose. Front seats are very comfortable Clayton Seams / Driving Honda does deserve props for its crisp and coherent infotainment system and for finally listening to our whining and including a physical volume knob. That knob is connected to a pretty good sound system considering the calibre of vehicle. The front seats are heated and very comfortable, though the lack of a heated steering wheel — even in top-spec Touring trim — is a noticeable absence. Other interior features include Honda’s unique take on an automatic gear selector, which is more like a 1990s Bop-It, in that every gear requires a different action from your hand. The interior itself is nicely finished for the segment. The console is comfy for elbow resting and capacious for smart phone stowing. The light tan headliner does a good job of breaking up the black interior and making things feel a bit more airy. Sure, the cabin has plenty of hard-touch plastic, but none are obtrusive and there is a good amount of soft-touch where you actually come into contact with the interior. 1.5L I4 engine is hardly powerful Clayton Seams / Driving On the highway, you can hear the engine working hard to motivate the Insight at a heady 110 km/h up hills and there’s the usual Honda road noise at play, but the ride at speed is cushy and the seats are excellent. Highway consumption can dip as low as 4.6 if you pedal it nicely. The engine/electric drivetrain isn’t as refined as the Prius, though, and you can feel the various motors spooling up and whirring as they go about their business. At a hair under $32,000, the Insight is fairly good value for money, but this car
Origin: Car Review: 2019 Honda Insight
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