2019 Infiniti Q60 I-Line Red SportJil McIntosh Ive always had a soft spot for coupes. Theyre not all that practical, but theres something about that styling that does it for me. And if they can back up those looks with performance, thats even better.Infiniti makes a looker out of its Q60 coupe, and it packs decent power into my top-end I-Line Red Sport tester. But there are some lacklustre spots, and while they dont entirely ruin the car, fixing them could turn this cars fortunes around.Overhauled into a next-generation model a couple of years ago, the Q60 enters 2019 with just a few tweaks. The base four-cylinder engine offered last year is gone, and the three trim levels the Luxe, Sport, and I-Line Red Sport all use a 3.0-litre twin-turbo V6, along with a seven-speed automatic and all-wheel drive.In the Luxe and Sport models, the V6 makes 300 horsepower and 295 lb.-ft. of torque, but in the Red Sport, its beefed up to 400 horses and 350 lb.-ft. The Red Sport also adds an electronically-controlled dynamic suspension, 20-inch wheels instead of 19s on the base cars, and performance exhaust, along with a blacked-out grille and a carbon fibre deck lid spoiler.Pricing starts at $53,795 for the Luxe and $55,795 for the Sport, while the Red Sport begins at $65,295. Funny, that: The Red Sport comes in seven colours, most of which add $750 to the bottom line. But if you actually want it in red, its an extra $1,000.My tester also added a ProActive package of such items as lane departure mitigation, adaptive cruise control, adaptive headlamps, blind-spot intervention, and automatic high-beam headlights many of which I wouldve expected to be standard, not added in for the $3,200 cost of the package. The package also adds Direct Adaptive Steering, a quicker-ratio version that lets you select settings for Sport and Sport-Plus, Standard, Snow, and Eco. Whats never in question here is the Q60s powerplant. The engine knows exactly what its supposed to do, and it propels this coupe with authority. Its quick, acceleration is linear with virtually no turbo lag, and it keeps pulling strong and hard from first press of throttle, through to ber-effective passing power at highway speeds. The transmission is a proper mate to it, with swift-smooth upshifts and satisfyingly-blippy rev-matching on downshifts and I like that its a standard PRND shifter, not one of those ghastly electronic push-pull things. Clad in bright red calipers, the brakes have good bite and are easy to modulate.Alas, the weak link in all of this is that optional steering system. Its a steer-by-wire system, all electronic without a physical connection between steering wheel and steered wheels (a mechanical clutch bolts it all together if something malfunctions). Infinitis made considerable improvement over the first iteration of the system several years ago, but its not there yet. Even with the optional adaptive version set into the sport modes and despite direct as part of its name it lacks the crisp, direct response and feedback thats part of being a sports coupe. Exceptional performance cars feel like theyre following your eyes and anticipating where youre going to toss them next. By comparison, the Q60 looks at your steering input and says, Yeah, whatever, Ill get on it. The suspension also feels tuned more for comfort than sporty performance, too.Its a shame, because everything else points to this being a canyon-carver: The muscular good looks, the supportive seats roomy up front, headroom-deficient in the rear and the Red Sports sparkly-silver carbon fibre interior trim, which sounds over-the-top but actually looks great in person. Nobody can top Infiniti for incorporating shimmery stuff into its interiors and making it look good. The Q60 uses a dual-screen centre display that falls on both sides of the fence. To the good, I like that the navigation screen stays on up top and other functions are handled through the bottom screen, so if youre following the map, it doesnt disappear when you adjust something below. And there are hard buttons for the climate control, as well as to quickly access the screens home or audio pages.But within those pages, things tend to get too fiddly. A dial-and-button setup on the centre console for some map and camera functions seems a detached from the rest of the system. The screens and their icons look dated, at a time when buyers at this level want to show off the latest-and-greatest to their passengers. And Apple CarPlay and Android Auto, rapidly becoming the gold standard for the features lists even on economy grocery-getters, are noticeably absent.Thats the Q60s biggest problem: There are many competitors in the $60,000 segment and drivers are comparing the Infiniti to some pretty heavy hitters in the sport-coupe market, and they generally want the latest and greatest. The Q60 is gorgeous and that 400-horsepower engine is a winner, but it should handle better and you have to pop
Origin: Car Review: 2019 Infiniti Q60 I-Line Red Sport
2019
Car Review: 2019 Nissan Micra S
2019 Nissan Micra SPeter Bleakney / Driving OVERVIEW Base Micra a charming throwback to basic transportation PROSgood ride quality, zippy engine and handling, roomy, great visibility, price CONScan you live without A/C? VALUE FOR MONEYvery good WHAT TO CHANGE?It’s perfectly austere HOW TO SPEC IT?I’d pass on the metallic paint and save $135 Ive had the good fortune of driving some pretty hot and rare-ish cars lately the Dodge Challenger Hellcat Redeye, Mercedes-AMG’s GT 63 S 4-Door, and the Range Rover Sport SVR but none have been as hot or rare as this base, five-speed manual, $10,488 Nissan Micra S. Hot because it has no air conditioning, and rare because, well, who in their right mind is going to buy a new car with no A/C these days? And since Millenials look at manual transmissions as anti-theft devices, there goes that demographic, too.Nonetheless, this little tinder box exists if for nothing else for its low-low price, and this is the spec youll be buying if you want to partake in the Nissan Micra Cup race series. After a week of sweating behind the wheel of this Micra, I totally get why Nissan started the Micra Cup this little four door hatch with a stick-shift is a hoot to drive.Power comes from a DOHC 1.6L four making a modest 109 horsepower at 6,000 rpm and 107 lb.-ft. of torque at 4,400, and while this doesnt sound like much, its all about the power-to-weight ratio. Its a smooth, linear, and eager unit that has little mass working against it, so the Micra never feels flat-footed. Put you foot into it, and this diminutive hatchback turns into a snarling little puppy, all frisky and eager to please. The steering is sharp and direct, too, and while the chassis exhibits a fair bit of body roll, the Micra is an agile little thing that loves to be thrown into the corners, hanging on with, err, dogged persistence while carving an accurate path. Good ride quality, too. In this age of overweight, overpowered, and overly complicated vehicles, the base Micra S is a breath of fresh air literally as youll probably have the windows rolled down most of the time. Yes, I said rolled: For you youngsters, the strange cranking devices sprouting from the door cards will be as unrecognizable as milk in a bottle. But for us more seasoned types, crank windows is a throwback to simpler times. And with the Micra, the cabin is so small you can reach over and drop the passenger window from the drivers seat.Additionally, this stripper model has no central power door locks another convenience we are totally used to. As a result, one has to ensure each of the five doors is manually locked before turning in something I totally missed out on for the first few nights. New for 2019 is a standard back up camera, and Nissan has also recently added a USB port.Two questions loomed large as I prepared to drive to a gig at a country music festival in Shelburne, Ontario, about a two hour drive from my house: Would the Micra accommodate my upright bass, and could I endure the trip with no A/C on a hot summer day? The answers are yes, and barely. Surprisingly, with the 60/40 split rear seat folded and the front passenger chair pushed fully forward, the bass slid in no problem. I also fitted in a small amp, bass guitar, music stand, and a few other items. Nice.The drive started out swimmingly, with the windows open and the swirling breeze keeping me cool and feeling pretty smug. Look at all those poor wretches sealed away from this beautiful summer, in their air-conditioned cocoons. The world would be a better place if we all had to crank our own windows, lock our own doors, and listen to FM radio on a crappy two-speaker radio! Look at me, this little four banger is sipping regular fuel as daintily as Miss Scarlett sipped a mint julep, while your fancy fuel sucking rigs have to power, and carry around, such unnecessary posh trappings as air conditioning systems, automatic transmissions, power door locks, and motors to work the windows, mirrors, and seats. When I was your age yada, yada, yada. Then things got considerably more swimmingly. Dark clouds loomed up ahead, and before long my wee ovoid car-lette and I were caught in a deluge of biblical proportions. I soon found my smug self presented with two options, neither of which were particularly excellent: Roll up the windows and perish in this $10,000 mobile sauna, or keep em down and get soaked. Turned out, I didnt have much choice as the de-frost didnt actually work in these conditions. So, I got soaked.Now, if youre worried about the Micra, it did get a bit damp, but the whole interior is basically one big piece of hose-out plastic, so no harm done. Given this is the base Micra, there is a deficiency of electronic gubbins in here to get damaged, and since seat heaters are off the Micras menu, I wasnt afraid of getting electrocuted either.Damn, I love this little
Origin: Car Review: 2019 Nissan Micra S
Car Review: 2019 Porsche Panamera GTS Sport Turismo
2019 Porsche Panamera GTS Sport TurismoJil McIntosh OVERVIEW Porsche adds another model for four-door fun PROSGood looks, excellent driver, comfortable interior CONSNo sporty steering feel, too-fiddly controls, everything’s an option VALUE FOR MONEYIf you’ve got it, it’s a great place to spend it WHAT TO CHANGE?Bring back the function buttons HOW TO SPEC IT?Get the chassis control; beyond that, the sky’s the limit In late June, I went to the racetrack to watch the Queens Plate, and arrived in a 2019 Porsche Panamera GTS Sport Turismo. Clad in fancy clothes and a wide-brimmed, fancy hat because I am nothing but traditional for the big horse races I chose valet, rather than trudge across an acre of dirt-and-gravel parking lot.Most of the crowd left all at once, and it was a madhouse to get ones car back. When my bright Mamba Green car slowly made its way in, several young men crowded around it. When I announced ownership because after all that, I sure as hell wasnt going to admit it was merely borrowed I got three requests for a ride, and one marriage proposal. And why not? This things a head-turner indeed, even if the eye-searing exterior shade didnt always reach a consensus with onlookers. Its four-door configuration was also contentious with some, who felt that any Porsche beyond a Cayenne or Macan should not have more than two points of entry, but I disagree. The Panamera is a great way to get you and three of your friends to your destination, but it also has the chops to satisfy as a sports machine when its just you and the curves in the road.The GTS is the latest addition to the Panamera lineup, which morphed into its second generation for 2017. Its available as the Panamera as weve come to know it, or the more wagon-like Panamera Sport Turismo, as I drove it. At a starting price of $153,300, my tester slots between the 4S Sport Turismo ($125,600) and Turbo Sport Turismo ($177,300). But this being Porsche, where it seems everything except the windshield is an option, my car was outfitted to $182,840 before freight and taxes. That included such items as $5,710 for dynamic chassis control, $2,300 for eight-way power rear seats, $6,120 for an Assistance Package that added such features as blind-spot monitoring and adaptive cruise control, $1,970 for a customizable head-up display a first-time option for Panamera and $400 to paint the door handles black.All that is icing on a car that masterfully blends sports performance with the smooth, coddling personality of a luxury machine. Power comes from a 4.0-litre twin-turbo V8 that spins out 453 horsepower and 457 lb.-ft. of torque. Its mated to an eight-speed PDK Porsche Doppelkupplungsgetriebe, the companys name for its dual-clutch automatic thats beautifully quick and smooth, but unfortunately operated with an awful push-pull-and-a-button-for-Park electronic shifter that too many automakers seem to prefer for how techy it looks, rather than using a more intuitive setup.The all-wheel system automatically shifts as much as 70 per cent of torque to the front wheels as needed, and drive modes can be selected via a handy steering wheel-mounted dial. An air suspension is standard equipment, while my car was optioned with rear steering and that dynamic chassis control gadget, counteracting body roll and keeping the car level on uneven surfaces.The handling is whip-sharp, and the Panamera tucks around corners like its glued to the pavement, but what really impresses is how it blends that ability with rock-solid comfort. Even in Sport-Plus, the suspension is firm but never a kidney-knocker. Its a relatively heavy vehicle, but it simply goes out and carves the corners without breaking a sweat, every hair in place and with nary a wrinkle in its tuxedo. For some enthusiasts it may be too smooth, since the steering feel is rather muted, but I find its in keeping with its more practical, luxury-four-seater demeanour. The Panamera is a lovely vehicle inside as well, with the quality of materials and fit-and-finish youd expect for the price. Its also a big car, with lots of room for front- and rear-seat occupants. That said, Im less than impressed with Porsches decision to drop the last-generation Panameras rows of buttons in favour of a glass touchscreen surrounding the shifter.You must look down to be sure youre hitting the right spot, for everything from your heated-and-cooled seats to the rear window defroster, and if the suns shining on the glass, its not easy to see the icons. Simple is good in any car, but I think its especially important in something thats primarily about going fast and snarly.Infotainment functions are accessed through a large central touchscreen; most are simple, but there are times when you have to go too deep to find items. Adjusting the direction of the centre vent, for example, requires you to pull up a computer screen. The instrument cluster is also configurable, and one
Origin: Car Review: 2019 Porsche Panamera GTS Sport Turismo
SUV Review: 2019 Jeep Renegade Limited 4’4
2019 Jeep Renegade Limited 4x4Jil McIntosh OVERVIEW Jeep’s smallest ute gets a makeover PROSOff-road ability, comfortable seats, better-looking than before CONSLaggy passing power, not a lot of storage space, still kinda odd-looking VALUE FOR MONEYLimited has lots of features but doesnt quite look the price WHAT TO CHANGE?Fewer transmission gears might not be a bad idea HOW TO SPEC IT?I’d go all the off-road way with the Trailhawk Wow, is that the new one? That looks really sharp! Thats usually something I hear about an eye-catching sports car, but this interested onlooker was, instead, taking in my Jeep Renegade tester.Jeeps smallest sport-ute gets a makeover for 2019, including a tiny new turbocharged engine and a bit of a facelift. It still isnt a handsome beast, but it doesnt look as goofy-nerdy as it did before especially since its lost the white X marks in its taillights, which always reminded me of pedestrian crosswalk signs. (Or a Phillips-head screwdriver. –Ed.) The Renegade comes in five trim levels, starting with the Sport at $28,645, and rising to my top-line Limited tester at $35,045 (which ended up at $39,765 after several options were piled on). The mid-level North and Altitude can be ordered in front- or all-wheel drive, while the Sport, Limited, and the ultra-off-roader Trailhawk drive all four tires.The new engine is a 1.3-litre turbocharged four-cylinder that makes 177 horsepower and 200 lb.-ft. of torque, mated to a nine-speed automatic. Its standard equipment in the Trailhawk and Limited. In the other trim levels, its an option over a 2.4-litre four-cylinder that produces 180 horsepower and 175 lb.-ft. of torque. Despite its higher torque rating, the 1.3L can get wheezy when its asked for power. Its not helped by the transmission, which seems to be a combination of too many gears for its own good, along with its habit of reaching for the top gears as often as possible in the name of fuel efficiency. Its fine when youre cruising along city streets, but theres annoying lag when you really want to pass at highway speeds, for instance.The Renegade is agile, responding quickly and accurately to steering input. The steering weight is confident at higher speeds, but its easy to spin it around tight parking lots. I wish the mirrors were wider, though theyre square when they should be rectangular; as such, they dont reveal as much to the sides as Id like, even when theyre adjusted all the way out. The short wheelbase and relatively narrow track give it a bouncy ride that isnt impossible to live with, but its there. Chalk it up to one of those Jeep things you either understand, or you dont.The all-wheel system features a rear axle that automatically disconnects when the rear wheels dont need to be powered, for extra fuel savings. When rear traction is needed, it seamlessly and immediately reconnects. A dial lets you select settings for snow, sand, or mud, as well as to lock the axles at low speeds for the extra sticky stuff. The Trailhawk is the true rough-stuff rebel of the bunch its surprising just how off-road capable it is, thanks to a Rock setting and 20:1 low-range crawl ratio exclusive to its system but the Limited will still get you through most tougher-than-average conditions.The Renegades interior styling is plain but functional, which is fine in the lower trims, but the expanses of hard plastic looked a bit out of whack with my testers nearly $40,000 price tag. Still, everythings put together very well, and there are some neat styling cues, including a passenger-side handle integrated with the air vent, a handsome steering wheel, and stereo speakers embossed with the signature Jeep grille. This is a small vehicle, and the interior reflects that. The front seats are roomy enough for all but the tallest folks, and I really like the seating position and seats that stayed comfortable on a five-hour drive, but those in the rear seats will notice a lack of knee room if the front seats arent slid considerably forward. The cargo compartment is equally narrow, with a maximum of 524 litres of space when the rear seats are up, although an adjustable cargo floor panel gives you some storage flexibility.All Renegade trim levels include air conditioning, push-button start, heated mirrors, and Bluetooth audio streaming, but you have to go one step from the Sport to the North to get dual-zone automatic climate control, Apple CarPlay and Android Auto, and automatic headlamps. At my Limited tester, the goodies include a customizable instrument cluster, 40/20/40 split-folding rear seat with a pass-through (the others are 60/40), a 115-volt power outlet, an auto-dimming rearview mirror, heated seats and steering wheel, rain-sensing wipers, and a 12-way power-adjustable drivers seat.Just about everything is simple and easy to use, including climate control functions operated with big buttons and a dial. The heated chairs and wheel are
Origin: SUV Review: 2019 Jeep Renegade Limited 4’4
Ford’s 2019 SEMA scheme is all about heavy-duty trucks
This new 2020 Ford F-250 Super Duty debuts in Tremor off-road trim with Black Appearance Package by Ford Accessories as the most capable four-wheel drive Super Duty ever.Ford Ford is bringing no fewer than five truck concepts to this years SEMA show in Las Vegas, and they range from mild to way wild.First up is the LGE-CTS Motorsports Baja Forged Ford F-250 Super Duty Crew Cab XLT; its list of upgrades is as long as the name itself.The standard cargo bed was replaced by a Pronghorn modular utility flatbed, and a special canopy installed on top. A custom roof rack also holds a Tepui tent, and an integrated light bar. A 4.5-inch lift an 18-inch wheels complete the package. According to Ford, its a mobile command center, campsite and workshop. This LGE-CTS Motorsports Baja Forged 2020 Ford F-250 Super Duty Crew Cab XLT is the Swiss army knife for the modern adventurer – functioning as a mobile command center, campsite and workshop. Ford Up next is the Ford Accessories F-250 Super Duty Tremor Crew Cab with Black Appearance Package, pictured up top. This concept features the new Tremor off-road trim and pairs it with the Black Appearance package to give it a subtle but purposeful look.A winch is built into the front bumper, 35-inch tires are present, and a front-axle LSD and rear locker make this a formidable truck on the trail. The ultimate in workplace trucks, DeBerti Design takes this seriously capable 2020 Ford F-450 Super Duty Platinum Crew Cab and ups the storage and styling to levels never before seen. Ford The third concept looks like pretty much every modified F-450 on the planet, but this time, its built by DeBerti Design. The dually truck features huge 22-inch wheels, a ridiculous light bar, and an air ride suspension. Dual pullout fender cabinets are included in the bedside.Built by BDS suspension, this F-350 Super Duty has pretty much every bell and whistle you could want. BDS Suspension’s project Go Beyond is outfitted as the ultimate off-road adventure 2020 Ford F-350 Super Duty Crew Cab XLT Ford Theres a tent above the utility bed, which is complete with drawers and gas cans; theres a Warn winch in the front bumper; and the whole thing is lifted to fit the huge tires wrapped around the 20-inch wheels.The final truck is another F-250 with the Tremor and Black Appearance packages, but this time built by CGS Performance Products. Its painted red instead of blue, and features 20-inch wheels and 37-inch tires. No winch here, just a light bar. Check a Seismic monitor, CGS Performance Products dials up this 2020 Ford F-250 Super Duty Crew Cab Tremor with Black Appearance Package into a full-on earthquake. Ford Look for all five of these trucks at next months SEMA show for the automotive aftermarket in Las Vegas. Well be covering some of the neatest vehicles from the floor of the industry exhibition, so keep your eyes on this
Origin: Ford’s 2019 SEMA scheme is all about heavy-duty trucks
Car Review: 2019 Mercedes-AMG GT 63 S 4-Door Coupe
2019 Mercedes-AMG GT 63 S 4-DoorPeter Bleakney / Driving OVERVIEW Beauty meets brutality in AMG’s first four-door car PROSballistic, engaging, sharp handling, exquisite interior, hatchback configuration CONSA tad to edgy for those seeking true GT characteristics VALUE FOR MONEYcompetitive WHAT TO CHANGE?Find a little more compliance in Comfort mode HOW TO SPEC IT?This colour, this interior get two thumbs up. The optional rear spoiler? Go for it. Might as well get this out of the way right off the bat: The 2019 Mercedes-AMG GT 63 S 4-Door Coupe, finished here in satin Designo Brilliant Blue Magno, is quite a looker. No car, this side of a Lamborghini or McLaren, has attracted so much attention during its brief stay at Chez Bleakney. Sitting in my driveway, the AMG drew gawkers like buzzards to a squashed possum. Most of my neighbours are pretty blas about what I bring home, but not with this car.Yet the Mercedes-AMG GT 4-Door is not in-your-face outrageous. It seduces with a masterful blend of grace and menace, art and aggression, beauty and brutality. Its lines are pure, flowing and unadorned, yet that toothy grill looks hungry for small children.The $177,500 Benz does not write any visual cheques it cant cash this car backs up its looks with bonkers performance or so Ive read. Driving on public roads is essentially an exercise in frustration; other than a few wide-eyed felonious blasts and some off-ramp strafing, I came nowhere near pushing this nutty hatchbacks envelope. But in reality, nor will most who buy it, unless they live in Germany or take it out for a day at the track.This is the second car designed and built in-house by AMG, and while it follows the svelte two-seat AMG GT Coupe, it does not share that cars all-aluminum/rear transaxle architecture, instead riding on the bones of the Mercedes-AMG E 63 Wagon. This is, after all, a long and luxurious executive express with generous rear legroom and a hatch able to swallow a full compliment of luggage. Nonetheless, it goes about its business with the classic AMG atomic-fist-in-a-velvet-glove sedan thing that, up until now, has not seen this level of ferocity. And that is saying something.It all stems from AMGs masterpiece of a 4.0L twin-turbo hot-vee V8 that, in this 63 S iteration, makes the most power of any application yet 630 horsepower and 669 lb.-ft. of torque. Yes, you can buy a turbocharged straight-six version of the AMG GT 4-Door Coupe, or even the slightly detuned V8-powered 63 variant with 577 horsepower, but why would you? In for a penny, in for pound, I say. With a body this sexy, you might as well take the engine that drop kicks the laws of physics into whimpering submission. Just because.I liken the four-door AMG GT to Danielle House, the Newfoundland beauty who lost her 1996 Miss Canada International crown for punching out her exs new girlfriend in a bar. Its not all about explosive straight-line acceleration, however, even though the 63 S will eclipse the speed limit in a tick over three seconds. The chassis shines, displaying a sharpness, agility and sense of communication that belies the cars 2,045-kilogram mass, no doubt helped by the standard rear wheel steering. Grip from the optional 21-inch forged wheels with Michelin Pilot Sport 4S tires ($1,500) seems unending, and the steering is precise and connected. The 4Matic all-wheel-drive system is decidedly rear-biased, and theres even a Drift Mode that disengages the front wheels entirely for those times when exiting the Sobeys parking lot requires just a tad more drama.The AMGs attitude is easily altered by the nifty rotary controller placed at four oclock position on the steering wheel. Switch from Comfort to Sport, Sport+, and Race, and the sedan gets progressively louder, stiffer and more alert. Yet even in Comfort mode, the 63 S never really relaxes every ripple on the road is felt and 21-inch tires thwap away on expansion joints. At lower speeds the nine-speed AMG Speedshift transmission can be jerky, too Porsches PDK twin-clutch, this is not. And if you have the exhaust in Sport mode all the time guilty as charged well, it just furthers the impression the car is dog that would rather hunt than sit on the porch.But thats what I love about this beautiful bruiser. Its unapologetic about its status as Mercedes fastest and most aggressive four-door. You want something almost as fast but a bit softer? Theyre happy to sell you the 603-horsepower E 63 S sedan, at $117,000. The interior of this tester is the most visually pleasing of any Mercedes Ive seen, stunning with its Saddle Brown/Black Nappa Leather (an $1,800 option) and Grey Ash Open Pore trim (another $500). The dash panel features the broad expanse of digital screenage found in most Mercedes sedans now, while the centre console with its array of buttons for modifying the cars behavior is snagged from the AMG GT Coupe. I found the ventilated sport seats supremely
Origin: Car Review: 2019 Mercedes-AMG GT 63 S 4-Door Coupe
SUV Comparison: 2019 Cadillac XT4 vs. 2020 Land Rover Range Rover Evoque P300 HSE
Nick Tragianis: Dont you just hate it whenever you step out of the shopping mall, look to the parking lot, and your car is lost in a seemingly endless sea of crossovers? Well, like it or not, this new breed of people-movers are here to stay, the segment absolutely exploding in popularity over the last few years, particularly among the luxury subset.Land Rover mustve seen this coming. The Land Rover Range Rover Evoque, now in its second generation, has been a consistently hot seller since its introduction in 2011. Oh, its still relatively small potatoes compared with the likes of the Audi Q3, BMW X1 and Mercedes-Benz GLA, but the Evoque has proven itself as an established contender in the small luxury crossover segment. Weve also seen countless newcomers over the years vying for a delicious slice of that market share, particularly the Cadillac XT4: This is entirely new ground for the storied Detroit automaker, and its about time it certainly took GM long enough to offer up a small, luxury crossover. But the question remains, does the XT4 have the goods to go toe to toe against the established players in the segment?Brian Harper: Well that, my young friend, would depend on your definition of goods. Sales? Absolutely. For a brand-new model, the XT4 is doing quite well, handily outselling the Evoque for the first six months of 2019, although that could be partially attributed to the Land Rover factory ramping up production and getting the junior Range Rover to market. Price? That would also be a yes. Cadillac is being very aggressive with the XT4s MSRP, not just against the Evoque, but versus much of the competition in the compact luxury segment. And the loaded XT4 Sport testers $59,365 price is significantly more affordable when compared with the equally loaded Evoque P300 HSE $71,200 sticker. How about size? Again, the Cadillac enjoys an advantage; the XT4 is a slightly larger, more passenger-friendly crossover when compared with the truly compact-sized Range Rover. Yet, when it comes to luxury not just the features and content but also the sensation, the feeling of being something special? Quantitatively and qualitatively, the Cadillac is not in the same league. Agree?NT: Youre on the mark. On paper, the XT4 has the goods. A 2.0-litre turbo-four is standard, putting out 237 horsepower and 258 lb.-ft. of torque. Thats hooked up to an eight-speed automatic and, in the case of this particular tester, all-wheel drive is standard. Take note, though: The XT4 defaults to FWD and stays that way unless youve toggled the appropriate drive mode. And if you want the base, $34,400 XT4, youre stuck with FWD. In practice, though, the XT4 isnt exceptionally impressive, but it isnt egregiously offensive, either. Its simply adequate it wont leave you wanting for more power when, say, youre merging onto the highway, but overall acceleration just feels tepid. It rides well enough, too, but the XT4 is a bit firm over the roughest of pavement, expansion joints and potholes.Its a bit of an apples-to-oranges comparison to the Evoque, though, isnt it? Our particular tester was the fully loaded P300 HSE flavour: Although it technically uses the same 2.0-litre turbo-four as the base Evoque P250, you get a big bump in output (and price). The nearly $10,000 price difference is almost worth it, though the Evoque makes excellent use out of its 296 horsepower and 295 lb.-ft. of torque. <img
Origin: SUV Comparison: 2019 Cadillac XT4 vs. 2020 Land Rover Range Rover Evoque P300 HSE
Car Comparison: 2019 Honda Accord vs. 2019 Nissan Altima
David Booth: Who hasnt cribbed a note? Glanced at someone elses test answers? Or copied a little of their math homework when the intricacies of Laplace transforms werent quite gelling in time for that 9:00 a.m. Monday assignment deadline? Maybe even a little plagiarism really, it was only one line from a 20-year-old Jeremy Clarkson review when words didnt appear magically on your screen. The point I am making is that pretty much all of us have cheated just a tad. Indeed, when it comes to a little, uhh, appropriation let he without sin cast the first stone.Nonetheless, youve got to give the designers at Honda and Nissan props for their chutzpah, the companies Accord and (the new) Altima seemingly separated at birth. Silhouettes are similar, the rear taillights almost identical and if you just ignore the various chrome garnishes seriously, you thought that wed be put off by one twin wearing a bowtie and the other a cravat? the front fascias are remarkably similar. Hell, their versions of burgundy Radiant Red metallic in Honda-speak, and Scarlet Ember for Nissan are all but cloned. If imitation be the sincerest form of flattery, then these two are positively fawning over each other. Clayton Seams: Indeed, it seems we have two identical sedans in front of us, the differences looming only once you peer under their (oddly similar) sheet metal. The Accord uses a downsized 1.5L turbo-four to send 192 horsepower and 192 pound-feet to the front wheels. The Altima, meanwhile, uses a larger naturally-aspirated 2.0L unit making 182 horsepower and 178 lb.-ft. of torque. But unlike the Accord, the Nissan has all-wheel-drive. But beyond the oily bits, both are very, very close. The Accord costs a hair more at $37,976 as-tested versus the Altimas $35,298 sticker.DB: Though there numbers be fairly similar, theres a world of difference OK, at least compared with their visual similarities in how these engines perform. Though it is the smaller unit, the Honda fairly leaps off the line, all that turbocharged torque rendering fairly instant throttle response. The Nissan, in contrast, is just a tad sluggish at the outset, but gathers steam as speeds increase, eventually proving more satisfying on the highway than the Honda. The numerical differences in performance measurement arent vast, but the motors do feel significantly different. Ditto for the transmissions; though theyre both CVTs, they prove markedly dissimilar on the road. CS: Ill be honest I had to double check the Altima was actually a CVT. It was that good, fooling me into thinking there was a conventional torque converter behind the engine. The revs shift up and down through imaginary gears and the operation is seamless. Nissan seems to have found a way to make CVT shift and feel like a regular automatic but with the fuel economy benefits of the continuously variable ratios.Honda has not been nearly so crafty. The Accord surges and drones as only a CVT can. Not only does it feel odd, it also feels sluggish. Every stab of the gas pedal is followed by a sizeable wait for the transmission to gear down and do its thing. The Nissan has a clear advantage in this area. Ditto the fact that said CVT is connected to an all-wheel-drive system, a rarity in the segment.DB: Thats the real differentiator in this compare. We can talk about similarities in body styles and differences in throttle response all we like, but the big news is that the Altimas 2.5L four drives all four wheels and the Honda only powers the fronts. Now, most consumers think AWD is only a benefit in the snow, but I can tell you I could feel the difference between the two cars even in summer. A quick thundershower drenched suburban Toronto, rendering roads wet and less than grippy during our time with the Altima; it barely noticed, but goose the Honda away from a stop and all that torque remember how we were bragging that the little 1.5T makes 192 lb.-ft.? spins the tires for a second or two before being reigned in by the traction control system. Thats not a big deal, but anyone thinking AWD is of winter only benefit isnt paying attention.On the other hand, when we start looking around the cabins, those similarities pop up again, dont they, my little wannabe rapper? CS: Youre right oh, fossilized one. Their cabins are about the same size and their ergonomics eerily similar. That said, there are a few more differentiators inside than outside. The Nissan, for instance, has seats so soft they remind me of a Oldsmobile Brougham. And thats a good thing! I blame BMW for convincing people that every single sedan needed to be firm and angry. The Accords seats are hard like a German sports sedan, and have serious side bolsters. This is a bit out of place on a car that doesnt even have paddle shifters. But Nissan takes a more honest approach. They know youre not taking their CVT sedan to a track day and the seats are closer to couches than race buckets. For back comfort alone, I would prefer the
Origin: Car Comparison: 2019 Honda Accord vs. 2019 Nissan Altima
Car Review: 2019 Subaru BRZ Raiu
2019 Subaru BRZNick Tragianis / Driving OVERVIEW Subarus BRZ still has a few tricks up its sleeve PROSFantastic handling, low weight, sharp looks, excellent platform for tuners CONSShifter isnt the most precise, back seats are virtually useless, engine doesnt sound particularly refined at lower RPMs VALUE FOR MONEYGood WHAT TO CHANGE?I dont think it needs more power, but I cant help but think what itd be like with another 50 horses HOW TO SPEC IT?Sport-tech RS Car enthusiasts are a stubborn bunch. They chide automakers for building boring appliances devoid of soul and feedback, and for cramming an alphabet soups worth of driving assists and technology down their throats. Then, they list their demands of their perfect car as if theyve conducted countless hours of market research before taking all of Nakatomi Plaza hostage.We want a simple and fun rear-wheel-drive sports car! And we dont want it to cost a penny over $30,000! Oh, and a fully gassed-up helicopter waiting on the roof in five minutes, or else well, uhh, post even meaner comments online!Trouble is, when an automaker actually comes trough and gives enthusiasts what they supposedly want, theyre met with crickets. See, if theres anything most enthusiasts are exceptionally capable of, its not putting their money where their mouths are. Case in point, the Subaru BRZ. On paper, its the perfect affordable sports car. Two doors, manual transmission, and rear-wheel drive is a solid formula, but after nearly seven years on the market, this plucky little number is largely unloved and ignored. Maybe its because it isnt a crossover, or because Subaru (and Toyota) refuse to give it more power. Whatever it is, the BRZ deserves more love, because hope youre ready for this hot take its still a damn good car. Period. At the heart of the BRZ is Subarus familiar 2.0-litre Boxer four-cylinder engine. Putting out 205 horsepower and 156 lb.-ft. of torque, its hooked up to a six-speed manual. For the most part, its a good combination although the engine sounds coarse, almost tractor-like puttering around town, it comes alive after 5,000 rpm. It loves to be wrung out, melting away most qualms you have about it needing more power. But if you do care about such metrics, the BRZ does the zero-to-100 km/h sprint in the mid six-second range. Yes, like the Mazda MX-5 Miata, a V6-powered Sienna will outrun you at a stoplight. And yes, like the Miata, thats not what the BRZ is about. Its not a point-and-shoot type of car; you need to pay attention to your RPMs, gears, and your hands and feet.By and large, the BRZ is a satisfying drivers car. You sit low to the ground, the seats are well-bolstered, and steering is communicative and incredibly responsive, though its a bit disappointing to see Subaru succumbing to buttons on the steering wheel when earlier BRZs were blessedly free of such distractions. Steering wheels are for steering, after all. It does ride stiff over bumps and its loud on the highway, but come on, the BRZ is a sports car it lets you carry a fair bit of speed through tight corners and stays remarkably flat and composed when you push it. Its one of the very few sports cars today that lets you appreciate its performance capabilities on the road, without getting in trouble with the law.The six-speed manual is a bit of a mixed bag, though. It’s considerably more engaging than the automatic, especially considering the BRZ weighs about 1,270 kilograms. The stick is also pleasantly notchy, but not exactly precise; the shifter itself is rather tall, and theres a bit of play when youre actually in gear. And while the BRZ is an absolute riot to bang through the gears, downshifting can be frustrating going from third to second, the shifter sometimes catches on the reverse lock-out, lending to some less-than-graceful handiwork. Youll definitely need to finesse your technique a little bit. Its easy to knock the BRZ for its age save for a minor rework two years ago, the cars largely unchanged since it first launched for the 2013 model year but thats arguably what makes it good. Unlike the Miata, the BRZ doesnt quite become an extension of your mind and body, but the footprint is rather small and the car itself feels pleasantly mechanical. Youre actually in control when you sit behind the wheel, and there isnt a collection of computers programmed to make you look like a better driver than you really are. Oh, sure, you can tailor when exactly the stability and traction control intervenes, but thats about it. Fans of active exhaust systems, line lock, and launch control need not apply. Hell, you dont even get blind-spot monitoring, automatic braking, or various proximity sensors.You do, however, get Subarus snazzy Starlink infotainment system. Controlled through a seven-inch touchscreen, its rather intuitive and includes all the usual refinements GPS navigation, Bluetooth, satellite radio, Apple CarPlay and Android Auto
Origin: Car Review: 2019 Subaru BRZ Raiu
2019 Los Angeles motor show: what to expect
This year’s motor show calendar is in full swing, with Frankfurt’s IAA event bringing us pivotal new models from countless mainstream manufacturers, and last week’s Tokyo motor show demonstrating that, for many firms, creativity is key in today’s challenging market environment. Now though, it’s time to look ahead to the Los Angeles Auto Show, at which we’re expecting a huge variety of important US and Europe-focussed models to appear in the metal for the first time. Last year’s edition saw the debut of Porsche’s acclaimed 992-generation 911, the striking Audi E-tron GT concept and Mazda’s reinvented 3 hatchback to mention but a few, and 2019 is already shaping up to be just as significant. Take a look at everything we’re expecting to see here: Audi E-tron sportback Shown in camouflaged prototype form at March’s Geneva motor show, the rakishly styled Sportback variant of Audi’s E-tron electric SUV has since lost its disguise in the run-up to its LA reveal. The standard E-tron’s 402bhp twin-motor powertrain is carried over unmodified, meaning the Sportback will be capable of 0-60mph in 5.5 seconds, a range of around 248 miles and 150kW rapid charging. Changes look to be limited to the reshaped roofline and a subtly restyled rear end, which includes an LED brake light bar similar to that of the A8 luxury saloon. BMW 2 Series Gran Coupé The largest model in BMW’s 2 Series line-up will make its public debut at LA, following a reveal in October. The firm’s first small four-door coupe sits atop the same front-wheel-drive platform as the smaller 1 Series, and shares that model’s range of petrol and diesel powerplants. The range-topping M235i xDrive, however, gains all-wheel drive and will take on the Mercedes-AMG CLA 35 with a 2.0-litre twin-turbo petrol unit pumping out 302bhp and 332lb ft. M8 Gran Coupe At the other end of BMW’s performance saloon range is this, the fearsome M8 Gran Coupe. Going up against the Porsche Panamera with up to 616bhp from its 4.4-litre twin-turbocharged V8, the five-door version of the firm’s new M8 is priced from £120,935, with deliveries due to take place at the start of next year. Bollinger B1 and B2 Newly established American firm Bollinger will showcase prototype versions of its B1 and B2 electric SUVs. The rugged-looking off-roaders sit atop a skateboard-style chassis, and have been engineered to meet road-legal requirements around the world. In spite of their aerodynamically unfriendly design and imposing size, the boxy models will hit 60mph from rest in just 4.5 seconds, thanks to a pair of electric motors producing a combined 614bhp. Ford ‘Mach E’ electric SUV Ford is set to kickstart its electrification strategy with a sleek SUV-shaped model inspired by the Mustang sports car, and it’s likely to be shown for the first time at LA. Due to go on sale in 2020 as a rival to Tesla’s new Model Y, the model has been confirmed to offer a range of 370 miles on the WLTP cycle, but the company is withholding additional details pertaining to the model’s performance, pricing and design until its unveiling. Mercedes Maybach GLS Conceived as a rival to the Range Rover SVAutobiography, Bentley Bentayga and Rolls-Royce Cullinan, the Maybach GLS is an ultra-luxurious reworking of Mercedes’ GLS flagship SUV. The standard model’s silhouette is retained, but spy shots show the Maybach version will feature bespoke design elements inspired by 2016’s Maybach 6 coupe concept. There are suggestions the top-of-the-line GLS could also offer improved rear legroom courtesy of an extended wheelbase. Porsche Taycan 4S Launched as the entry point into Porsche’s new Taycan electric super-saloon range, the 4S offers considerably less power than the top-run Turbo and Turbo S models, but is also much more affordable, with prices starting at £83,000. Range is a still-respectable 252 miles in standard guise, with an optional Performance Battery Plus pack bringing that up to 287 miles. Toyota RAV4 PHEV Toyota will follow up its future-looking Tokyo motor show display with the unveiling of a new hybrid version of one of its biggest-selling models. The RAV4 PHEV will offer more range, power and battery capacity than the existing self-charging hybrid, over which it is likely to command a small premium. Volkswagen New ID concept Autocar understands Volkswagen could unwrap a new addition to its ID range of electric vehicles, which is likely to take the form of a Europe-focused compact estate. The new model will follow a wave of big-selling crossover and hatchback-style EVs from VW and its Skoda, Audi and Seat partner brands, as part of the company’s drive to produce 15 million MEB-based electric cars before 2028.
Origin: 2019 Los Angeles motor show: what to expect
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