Honda teases image of next generation 2020 Fit (Jazz)Honda The 2019 iteration of the Tokyo Motor Show held once every two years around the end of October or beginning of November is fast approaching, with the event opening October 23.Well have a sneak peek of all the big reveals just ahead of then, of course, but what exactly should we be looking forward to?Despite the fact the theme this year is Open Future, you can expect a pretty narrow focus on battery-driven concept cars, with a few sports coupes thrown in for good measure.This far out, its tough to say which of the cars that may be uncovered there will make it across the Pacific to our shores, but let us know in the comments if youve got your fingers crossed for something you see here.ToyotaToyota let one of the cats out of the bag early, pulling the covers off of its redesigned 2021 Mirai Concept earlier this month. The hydrogen fuel cell car looks a lot more conventional and a lot prettier, we have to admit than its predecessor, but thats really only relevant if you live in one of the select markets Toyota Canada is slowly rolling the alternative-fuel vehicle out to, like B.C.If it looks just about production-ready for a concept, thats because it is. We know a little about the new Mirai the range should be 30 per cent better than the 2020 model; its longer than a Camry but well learn a lot more in Tokyo. To be honest, though, were much excited about the rumours well see a second-generation version of the GT86 sports coupe. Word is though itll move to a new platform, basic body dimensions will remain the same, as will the six-speed manual and auto transmission options. The engine is rumoured to be the 2.4-litre from the Subaru Ascent it makes 260 horsepower, there with the turbo removed.The car to be revealed should look pretty close to the production version, and when it hits dealerships, itll look a lot more distinct from its Subaru BRZ sibling than the current Toyobaru twins to.(And, oh yeah, Toyota will also show off a new Yaris on an all-new platform but we wont get this version. North America is stuck instead with the rebadged Mazda2 one.)MazdaMazda has, perhaps surprisingly, not yet put into production a mass-market electrified vehicle not even a hybrid but we know now thats because it wanted to make sure its first effort was absolutely mind-blowing. Our own David Booth got a brief on the e-TPV and asked whether it might be the perfect electric vehicle. We know a few specs 35.5-kWh lithium-ion battery pack, rotary engine included as a range extender but have no idea what the thing will look like. Mazda should bare all in Tokyo, though.Again, with the green vehicle out of the way, we can reveal our real ambitions that Mazda will allegedly show off a production version of its Vision Coupe, slated for dealers in 2022. Odds are slim itll look like that old (but oh-so-sexy) concept, but good that itll be based on the rumoured new “Large Architecture” rear- and all-wheel-drive platform, or powered by a new maybe-Skyactiv-X inline-six engine.HondaWeve got a lock on a new fourth-generation Honda Fit debuting in Tokyo this year; what we dont know is whether well be seeing this thing in Canada, with the local arm of the company giving us a no comment. We may not be getting a new Fit at all.The car thatll be unveiled, known abroad as the Jazz, will come only as a two-motor hybrid in Europe. Weve got the above teaser image to go off of and know its supposed to retain its roomy-for-a-compact interior, but otherwise were really in the dark on this thing.SubaruSpeaking of cars were unlikely to see on our shores, dont bet on Subaru introducing the Levorg to the Canadian market any time soon. The Japanese-market wagon version of the WRX is apparently going to see a big update revealed this year, even if the styling isnt all that ground-breaking. Its been not inaccurately compared to the Viziv Tourer Concept from last years Geneva show.There is a slight chance the new BRZ will bow in Tokyo in tandem with its new GT86 sibling, but were not getting our hopes up just in case.MitsubishiWe never thought of Mitsubishi as being particularly wild, but one of the two concepts the Japanese automaker will reveal is going no-holds-barred. The Mi-Tech Concept, a small electrified two-seater convertible SUV, is driven by four motors backed up by a gas turbine engine generator(?) and features an augmented-reality windshield and carbon-fibre construction. Its also unlikely to make it anywhere close to production. But we cant fault Mitsu for trying to wow us.The other concept, the Super Height K-Wagon Concept, is a lot more likely to see pavement under its wheels, specifically in Japan where kei car micro-vans like this one are a lot more popular.NissanI know we were just saying you should discount the Mitsu K-Wagon for being a made-for-Japan kei car, but this Nissan IMk Concept a quintessential kei car if ever there was one, with its small
Origin: 2019 Tokyo Motor Show preview
2019
2019 Tokyo motor show: live blog and pictures
Welcome to Autocar’s extended coverage of the Tokyo motor show, one of Japan’s biggest automotive events and the first chance to see many of the cars Japanese manufacturers will be bringing to Europe in the next few years. The 46th edition of the biennial show opens its doors on the 24th of October and will, somewhat unsurprisingly, highlight electrification. Most of the production and concept cars scheduled to break cover during the event will incorporate some degree of electrification, whether it’s mild hybrid technology or a battery-powered drivetrain. While doors officially open tomorrow, Autocar is already on the ground in Tokyo to bring you full coverage of the opening press day. Tokyo motor show live blog 17:30 Tuesday 22 October The show may not officially be under way just yet, but several manufacturers have pre-announced their new arrivals. Mitsubishi has teased a roofless electric SUV, Toyota’s self-driving LQ concept promises to add artificial intelligence to your dashboard, and Mazda has confirmed its first electric car is on the way. Several high-profile leaks seem to have given the game away for some of the biggest names at the show, with Japanese media revealing the updated Subaru Levorg and hybrid-only Honda Jazz before an official announcement, which is expected tomorrow. Every edition of the biennial Tokyo motor show explores a different facet of Japan’s unique automotive industry. Some put an unabashed focus on performance while others place technology front and centre. What never changes is that the event is dominated by Japanese carmakers – you won’t hear much from European, American and other Asian brands, and the companies that display cars in Japan’s capital are on a bold quest to show their wild side. This is their chance to shine on their home turf. What’s on Display in Tokyo With much more than simply Japanese market cars on display at this year’s show, there will be lots to see inside the Big Sight convention centre. Our A-Z list contains every major new car reveal from the show: Honda 2020 Jazz The next-generation Honda Jazz (known as the Fit in some markets) will exclusively be available with petrol-electric hybrid powertrains. Honda previously explained it developed a more compact version of the twin-motor i-MMD hybrid technology that equips the CR-V to use in smaller cars. While additional details remain few and far between, spy shots show a front end that falls in line with Honda’s current design language and familiar proportions. Jazz sales will begin in early 2020. Although it has historically lagged behind its rivals, it’s a hugely important model because it’s Honda’s best-seller in the UK. Lexus Electric car concept The concept Lexus will introduce in Tokyo will take it into the electric car segment for the first time. It’s a small, city-friendly model with a tall roof that clears up a generous amount of cabin space. Screens positioned on either side of the steering wheel display the infotainment system and the model relies on innovative in-wheel electric motors for power. While it will be presented as a simple design study, Lexus strongly hinted at least some parts of it will reach production in the coming years. “We feel that our future could resemble this design,” Lexus vice-president Koji Sato told Autocar. Mazda 2020 production EV Mazda’s Wankel rotary engine will make a long-awaited comeback in Tokyo but don’t look for a follow-up to the RX-8 on the show floor. It will perform range-extending duties in the company’s first series-produced electric car. We haven’t seen it yet, the test mules are all disguised as CX-30s, but we know it will arrive as a standalone model rather than as a battery-powered variant of an existing nameplate. It will be an SUV with a 35.5kWh lithium-ion battery pack that zaps a 140bhp motor into motion. Mitsubishi MI-Tech Concept Mitsubishi’s Tokyo-bound concept will primarily serve as a preview of its next plug-in hybrid drivetrain, which swaps the traditional combustion engine for a gas turbine generator. The company pointed out it made the powertrain smaller and lighter than the one currently found in the Outlander in order to electrify more compact models like the Eclipse Cross. A selection of preview images show the technology will be showcased in a futuristic-looking SUV with externally-mounted speakers and carbonfibre inserts. Expect the powertrain, not the concept, to reach showrooms in the coming years. Nissan IMk concept As with most Japanese kei cars, Nissan’s new IMk concept is tall, boxy and geared towards urban mobility, but, in a break from convention, sits atop an all-new EV platform and showcases the firm’s plans for the future of small cars. The concept builds upon Nissan’s Intelligent Mobility programme with a lounge-style interior and lack of physical controls, and early suggestions are that it could be sold globally. Subaru 2020 Levorg The next
Origin: 2019 Tokyo motor show: live blog and pictures
Car Review: 2019 Volkswagen Arteon
2019 Volkswagen Arteon ExeclineJil McIntosh OVERVIEW A hatchback sedan with crossover capability PROSGood looks, tons of cargo and passenger space CONSSome downscale interior bits VALUE FOR MONEYFeels a bit pricey, but you do get a lot WHAT TO CHANGE?Give it more steering weight and feel HOW TO SPEC IT?I’d get it as-is, without options Sedans are getting lost in the shuffle to crossovers and sport-utilities, but even among sedans, theres a subset of comfortable and nice-to-drive four-doors that, for whatever reason, seldom end up on the radar. These include oft-overlooked models like Toyota’s Avalon and Chevrolets outgoing Impala. The Volkswagen Arteon will likely end up on that list, too, and thats a shame because it has a lot going for it.Its handsome, roomy, and comfortable, but thats no longer enough to make it in a world where sport-utes dominate the roads. But if youre still into sedans, its definitely worth a look.An all-new model for 2019, the Arteon debuts at the top of VWs sedan lineup, replacing the discontinued CC. It comes only in top-level Execline trim, at $47,995. My tester was further optioned with a $2,095 Driver Assistance Package that added park assist, lane-keeping assist, and a 360-degree camera, as well as the $2,995 R-Line appearance package, bringing it to $53,085 before freight and taxes. Under the hood is a turbocharged 2.0-litre four-cylinder engine churning out 268 horsepower and 258 lb.-ft. of torque, mated to an eight-speed automatic transmission which comes with a real shifter, not one of those awful push-pull-heres-a-button-for-Park electronic monstrosities. American buyers can get the Arteon in front-wheel drive, but Canadian models are all-wheel.The engine can be a bit rough at idle, but it accelerates smoothly and with no turbo lag. It tucks into corners very well, but Id like to have a much closer relationship with the car. The steering is too light, and I felt disconnected from it. I dont want to have to push the car around, but I like to feel like I have more input into what its doing. That said, though, the ride is luxury-smooth even in Sport mode, in keeping with the Arteons top-of-the-heap position in the lineup.It may look like a conventional sedan, but the Arteon is actually a hatchback, with a massive amount of cargo space that can be lengthened even more by folding the seats or by opening the central pass-through. But even with so much of the Arteons footprint dedicated to luggage and groceries, theres a very generous amount of legroom and headroom, despite the sloping roofline, for rear-seat passengers. My only issue is with the rear head restraints, which chew up far too much visibility out the back. Its time for Volkswagen to trade in the tombstone-style design it prefers, in favour of restraints that can be folded or pushed down when theyre not required for rear-passenger duty.Theres plenty of room in the front as well, and the chairs are typically German, meaning that they may seem a bit too firm when you first get in, but you soon discover theyre so supportive, they keep your spine happy even on long drives. Both the front and rear seats are heated, the front ones are ventilated as well, and the driver gets a massage function.The features list is quite long as it should be for the price and includes such items as adaptive cruise control with stop-and-go, a power liftgate, adaptive LED headlamps, a panoramic sunroof, an auto-dimming mirror, leather upholstery, and three-zone automatic climate control. The eight-inch touchscreen has a proximity sensor that brings up the control icons as your hand gets close; it includes navigation and satellite radio, and sends the music out through a 700-watt sound system with ten speakers and a subwoofer.But for all that, and interior styling that echoes the exteriors horizontal chrome lines and is just as handsome, some of the cabin feels more mainstream than upper-end. Theres a lot of hard, nubbly plastic where soft-touch surfaces would make much more of an impression. No, you didnt move up to an Audi where everything would have been more luxurious, but then again, you have shelled out almost 50-grand for this Volkswagen. Ive also never quite clicked in to why Volkswagen insists on putting spacers into the plastic panels surrounding the shifter. Some of the little panels are buttons, operating features like the heated steering wheel and disabling the automatic start/stop system. But the lower ones are always blank, and it always looks like they would have been real buttons if only youd ponied up for more options. Which you cant, because you already have everything there is to get, but thats how it looks.But that said, I really like the simplicity of the controls, where climate functions are handled by dials and buttons, as they should be. You also use hard buttons to pull up the centre screen menus, and once youre in them, theyre intuitive and easy to
Origin: Car Review: 2019 Volkswagen Arteon
SUV Review: 2019 Porsche Macan S
2020 Porsche Macan SBrian Harper / Driving OVERVIEW Compact-size, 5-passenger sport/luxury crossover PROSSports car-like handling dynamics, very quick, comfortable front seats CONSPrice of options borders on gouging, rear seat cramped for adult passengers VALUE FOR MONEYFair WHAT TO CHANGE?Reduce weight by 150-200 kg; standardize some options HOW TO SPEC IT?As is with about $15,000 fewer options By the time the compact-sized Macan debuted back in 2014, the Cayenne Porsches mid-sized (and first) crossover had been out for 12 years and was already into its second generation. So, the righteous indignation from purists, outraged that the German manufacturer would build anything other than a sports car, had pretty much run its course.That the Macan would succeed the Cayenne as Porsches best-selling model was just further proof of public acceptance. This continues today; the company recently released worldwide sales figures for the first half of 2019 with the Macan accounting for 35 per cent of those sales, and the Cayenne 32 per cent. If you love the 911, Boxster, Cayman, or Panamera, respect the fact the two crossovers provide the vast majority of the profits that allow Porsche to continue building great sports cars.As with literally every model Porsche makes, the Macan is offered with multiple trim/performance levels base, Sport Edition, S, GTS, and three variations of the Turbo. The 2019 model year sees a freshening of the base and S. In addition to a redesigned front fascia, with notable changes to the grille, lower air intakes and headlights, the latter features a new 3.0-litre turbocharged V6 mated to a seven-speed PDK transmission.The engine generates 348 horsepower and 354 pound-feet of torque, slight increases compared with the 3.0L twin-turbo V6 used in previous S versions. Official figures released by the company indicate the revised S will accelerate to 100 km/h in 5.1 seconds, five seconds even with the optional Sport Chrono package. Top speed also increases slightly to 254 km/h, for the armchair quarterbacks who hold such numbers dear. Im not going to try to convince you the Macan S is a 911 in crossover disguise. Thats an argument not worth the effort. But I will say the Macan S is a sports car among crossovers there is nothing soft or flouncy about it, no compromise for gentler aesthetes. Even left to its own devices, without switching from Normal drive mode to Sport or Sport Plus, or activating the Sport Chrono, theres an eagerness to it just waiting for the opportunity to prove itself. This Porsche is in the business of pushing boundaries, happily sacrificing a measure of civility in exchange for a rewarding drive.Not that the S is overtly harsh, but its nonetheless very firm, with a ride somewhat compromised by the testers optional 21-inch performance rubber ($5,060, including the Spyder Design rims). While nothing really filters up into the passenger cabin, you will still become aware of any tarmac irregularities encountered, the upside being able to take corners flat and at a higher speed should that be your jam than what is typical of the crossover segment.Never content to leave well enough alone, Porsche engineers made a few chassis revisions as part of the Macans 2019 facelift. On the front axle, strut forks made from aluminum replace the previous steel components, thereby reducing unsprung mass. Newly tuned anti-roll bars also ensure more neutral handling, and furthermore, the S gains larger and thicker front brake discs.Everything about the Macan has a muscular heft to it, and I dont just mean the crossovers curb weight, which exceeds 1,900 kilograms. The steering, naturally, but even things like the gear shifter actuation and the way the doors shut. Theres no sports car lightness to this machine, despite the fact, as I said earlier, its a sports car in crossover form. The seeming contradiction makes itself clearer the more the S is pushed; then it reveals Porsches DNA with a surge and a snarl, the latter amplified through an optional ($3,350) sport exhaust system. And speaking of options, the tester certainly had enough of them, inflating what might be considered a reasonable base price ($63,000) for a Porsche, to a borderline obscene $93,670. I know plenty of Porsche buyers are more than happy to pay the freight to get their vehicles just so, but the depth to which the company is willing to extract what it believes its due still bewilders. Lets talk cosmetics, for example: The testers bright and bold Carmine Red paint job sets one back $3,560. OK, you like red, who doesnt? But then Porsche wants another $770 to paint the sideblades the same colour. Plus another $840 for tinted LED taillights. Plus $270 to paint the window trim black, and another $460 for complementary-coloured roof rails. The worst: $330 for the Porsche crest to be embossed on the front headrests. Its nickel-and-diming to me, but hey, its your money.The Macans
Origin: SUV Review: 2019 Porsche Macan S
SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
Brian Harper: Theyre big, brutish, and politically incorrect, not to mention overpowered, overpriced, and thirsty as hell. And if theyre not quite at the top rung of the SUV ladder, theyre still in rarefied air. Naturally, Im referring to that segment of the sport-ute market occupied by premium European automakers that, responding to the shift away from high-priced sports cars, coupes, and sedans to SUVs, have stuffed mega-horsepower engines into these products to give these all-weather haulers performance dynamics that amaze and confound.Porsches Cayenne Turbo, the Mercedes AMG G 63, BMWs X6 M and the subjects of this comparison, the Land Rover Range Rover Sport SVR and relative newcomer Maserati Levante GTS, all greatly surpass $100,000 and have powerplants pumping out well in excess of 500 horsepower. I suspect anyone driving one of these ber-utes would automatically receive invitations to join the Friends of OPEC.Land Rover is an old hand at this, pushing its Range Rover Sport SVR to increasing levels of horsepower excess. Maserati, however, has only been in the SUV game for a few years with the GTS edition new for 2019. Im surprised at its competency.Nick Tragianis: I wouldnt quite call these two subtle, but the Levante definitely seems like the, er, smarter choice here. I know, I know its difficult to rationalize a $150,000 sport-ute, but hear me out: Despite the price tag, the Levante is actually somewhat subtle. You wouldnt really expect that from an Italian SUV with a 3.8-litre, Ferrari-built, twin-turbocharged V8 pumping out 550 horsepower and 538 lb.-ft. of torque, not to mention the ability to hit 100 km/h from a standstill in about four seconds before topping out at just over 290 km/h, yet the Levante doesnt make a big deal about it. Dont get me wrong, the Levante is bloody fast, but it builds that power smoothly and confidently. The exhaust note is certainly gnarly, but even in Sport mode it doesnt assault your ears. The eight-speed automatic delivers quick shifts when you drive the Levante with gusto, but settle down and it operates nearly invisibly. The steering is tight and provides stellar feedback, but you dont need to muscle the wheel. Its remarkably flat when you take a tight highway on-ramp quickly, but it soaks up bumps and rough pavement incredibly well. Dare I say, its almost like an Italian Cayenne certainly more powerful than the Cayenne S we recently pitted against the BMW X5, but there are similarities.The Range Rover Sport SVR, on the other hand, is the polar opposite. Perhaps its the matte orange paint job in which our tester was finished thats a $9,000 option, by the way but the Range is brash and outlandish. Its certainly entertaining; the 575 horsepower and 516 lb.-ft. of torque from its supercharged 5.0L V8, working in concert with an eight-speed automatic, tends to keep a big, dumb smile on your face, especially when the exhaust snaps, crackle, and pops. Like the F-Type SVR, the Range Rover Sport SVR has a flair for the dramatic. Subtlety is far from its forte. Something tells me its mannerisms will wear on you quickly, particularly if you live with the Range on a daily basis.BH: Gee, kid, the Range Rover is clearly superior in the fuel economy department, its 14.1 L/100-kilometre average in the city (and 10.7 on the highway) is almost miserly against the big Masers respective 17.9 and 12.9 results. Wouldnt that make it our winner? Kidding! Nobody motoring around in these rigs gives a wet rats rear end about being green. Look, these are high-powered, high-priced nameplates were driving. Theyre for extroverts who want to be noticed. And yes, Im in agreement; the Sport SVR is especially polarizing. Its as in your face as these vehicles come noisy, brash and obnoxious.Yet, considering that neither will see anything bumpier than a cottage road, the Range Rovers off-road bona fides are completely legit, though the testers choice of rubber is more suited to the track rather than mud, loose rock, and germane to our four-season climate snow. To be fair, though, I have taken a Levante out on a respectable off-road course and it acquitted itself quite well. But its normal driving mode is rear-wheel drive, shifting up to 50 per cent of its power to the front as necessary. <img src="/uploads/img/comparison/28-suv-comparison-2019-maserati-levante-gts-vs-2020-range-rover-sport-svr.jpg" alt="SUV Comparison: 2019 Maserati Levante GTS
Origin: SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
2019 Tokyo motor show preview – one week to go
Every edition of the biennial Tokyo motor show explores a different facet of Japan’s unique automotive industry. Some put an unabashed focus on performance while others place technology front and centre. What never changes is that the event is dominated by Japanese carmakers, you won’t hear much from European, American and other Asian brands, and the companies that display cars in Japan’s capital are on a bold quest to show their wild side. This is their chance to shine on their home turf. The 2019 Tokyo motor show opening its doors on October 24 will, somewhat unsurprisingly, highlight electrification. Most of the production and concept cars scheduled to break cover during the event will incorporate some degree of electrification, whether it’s mild hybrid technology or a battery-powered drivetrain. Here are the cars we expect to see in the Big Sight convention centre, though keep in mind carmakers often announce new models days, hours and minutes before the start of the show. Honda 2020 Jazz The next-generation Honda Jazz (known as the Fit in some markets) will exclusively be available with petrol-electric hybrid powertrains. Honda previously explained it developed a more compact version of the twin-motor i-MMD hybrid technology that equips the CR-V to use in smaller cars. While additional details remain few and far between, spy shots show a front end that falls in line with Honda’s current design language and familiar proportions. Jazz sales will begin in early 2020. Although it has historically lagged behind its rivals, it’s a hugely important model because it’s Honda’s best-seller in the UK. Lexus Electric car concept The concept Lexus will introduce in Tokyo will take it into the electric car segment for the first time. It’s a small, city-friendly model with a tall roof that clears up a generous amount of cabin space. Screens positioned on either side of the steering wheel display the infotainment system and the model relies on innovative in-wheel electric motors for power. While it will be presented as a simple design study, Lexus strongly hinted at least some parts of it will reach production in the coming years. “We feel that our future could resemble this design,” Lexus vice-president Koji Sato told Autocar. Mazda 2020 production EV Mazda’s Wankel rotary engine will make a long-awaited comeback in Tokyo but don’t look for a follow-up to the RX-8 on the show floor. It will perform range-extending duties in the company’s first series-produced electric car. We haven’t seen it yet, the test mules are all disguised as CX-30s, but we know it will arrive as a standalone model rather than as a battery-powered variant of an existing nameplate. It will be an SUV with a 35.5kWh lithium-ion battery pack that zaps a 140bhp motor into motion. Mitsubishi MI-Tech Concept Mitsubishi’s Tokyo-bound concept will primarily serve as a preview of its next plug-in hybrid drivetrain, which swaps the traditional combustion engine for a gas turbine generator. The company pointed out it made the powertrain smaller and lighter than the one currently found in the Outlander in order to electrify more compact models like the Eclipse Cross. A selection of preview images show the technology will be showcased in a futuristic-looking SUV with externally-mounted speakers and carbonfibre inserts. Expect the powertrain, not the concept, to reach showrooms in the coming years. Nissan IMk concept As with most Japanese kei cars, Nissan’s new IMk concept is tall, boxy and geared towards urban mobility, but, in a break from convention, sits atop an all-new EV platform and showcases the firm’s plans for the future of small cars. The concept builds upon Nissan’s Intelligent Mobility programme with a lounge-style interior and lack of physical controls, and early suggestions are that it could be sold globally. Subaru 2020 Levorg The next generation of Subaru’s Levorg estate will arrive with a more streamlined design and an array of electronic driving aids. The company’s teaser video noted we’re “in an era where autonomous driving technology is widely spreading” so it’s reasonable to assume the scope of its EyeSight suite of driver assistance features will be expanded. At the other end of the spectrum, Subaru will send off the 20-year old EJ20 flat-four engine with a commemorative WRX STI limited to 555 examples. Suzuki Waku Suzuki’s big themes for Tokyo are mobility and personality, as embodied by its retro-styled show star – the Waku. An ultra compact plug-in hybrid, the Waku features a number of design elements that can be swapped out according to personal preference, and is intended for families to “share fun and excitement”. Hanare The Hanare, taking its name from the Japanese for a small dwelling attached to a house, is Suzuki’s take on the autonomous shuttle. As with the Waku, it blends futuristic technology with 1960s-style design elements, and is said to be fully
Origin: 2019 Tokyo motor show preview – one week to go
SUV Review: 2019 Cadillac XT5
2019 Cadillac XT5 Platinum AWDJil McIntosh OVERVIEW Luxury squeezed into a midsize package PROSGood performance, comfortable interior CONSSome very wonky controls VALUE FOR MONEYI’m not feeling the price for this top-line trim WHAT TO CHANGE?The engineer who designed the shifter HOW TO SPEC IT?The $51,295 Luxury trim It feels like its been a while although in reality, its probably only been a couple of hours since Ive gone full-tilt Crazy Old Woman Yelling At Kids To Get Off Her Lawn.But now, Ive got a rant inspired by the 2019 Cadillac XT5. Im old enough to remember when a Cadillac had pretty much the same simple controls as its lesser-priced GM brethren, but they were just better quality and felt nicer in your hand. So I dont understand why a pricier car now needs more complicated controls. This XT5 requires me to awkwardly push an electronic gearshift up and sideways to put it into Reverse (several times, I thought I was about to back up but was still in Neutral), or slide my finger across a piece of glass to turn up the volume, when this smooth-driving vehicle could be even more pleasurable if GM had paid less attention to the gizmos and more to a simpler, distraction-free layout.The automaker has certainly started with a solid base, though. The XT5 rides on a platform that, with a few tweaks to its external dimensions, also underpins the new-for-2019 Chevrolet Blazer, which turned out to be among my favourite recent rides. There are enough distinctions that your friends likely wont make the connection, at least until you open the hatch, where the two share a brilliant cargo management system of a fence that slides fore or aft, or can be removed completely, to corral grocery bags or luggage so they stay where you put them.The Cadillacs powerplant is a 3.6-litre V6, making 310 horsepower and 271 lb.-ft. of torque, and mated to an eight-speed automatic transmission. The more budget-minded can opt for a base front-wheel-drive model, at $41,795. Most will go for all-wheel and there are four trim levels for that, starting at $44,795 and rising rapidly to my top-line tester, the $69,195 Platinum. Even then, there are items available to add, and mine was equipped to a rather jaw-dropping $73,891 before freight and taxes.The all-wheel-drive models can be run in front-wheel alone for fuel savings. When activated, the AWD uses a twin-clutch system that sends power to the rear wheels and then, as needed, distributes it to the right or left wheels to optimize traction. To further keep the XT5 sipping at its tank, the engine has Active Fuel Management, which shuts off two of the cylinders when full power isnt required. In addition, theres an auto-stop system that completely shuts the engine off at idle, such as when youre sitting at a light. All other functions continue to operate, of course. Im not always a fan of these automatic start-stop systems, and while most automakers provide some way to temporarily disable them, the XT5 doesnt allow for it. My cantankerous side yelled at GM to at least give me the option, but then my frugal side noted in my week with the XT5, I came in under the official combined fuel economy rating of 11.2 L/100 kilometres.German sport-utes in this segment are usually tuned for sportier driving and with a firmer ride. Instead, the XT5 is closer to the luxury-forward offerings from Lexus or Infiniti: The XT5 handles itself well around curves, but its primarily about cruising comfort. The cabin has the clich bank-vault silence, and the suspension glides smoothly over bumps. The seats stayed comfortable on a three-hour drive, and theres lots of legroom for the rear chairs, which slide and recline.The exterior styling isnt spectacular, but it comes alive at night with beautiful lighting, including cool little light strips on the door handles. The interior is handsome, especially if you opt for a single colour, as my grey-clad cabin was, rather than the available three-tone scheme that looks too busy. It seems as though once the engineers who designed the shift lever and volume swipe went for lunch, smarter employees jumped in and handled most of the other controls. There are switches for the climate functions, and the infotainment system is relatively intuitive. I was really surprised to see that the height and brightness controls for the head-up display are actual toggles far better than most manufacturers hiding them within layers of computer screens.Theres also a camera rear-view mirror, which broadcasts a digital view instead of a reflection. Its high-definition and covers a wide area, but it does take a while to get used to it, and I found it tough to quickly focus on it. If its not to your liking, it can be switched to operate as a regular mirror.Perceived value is an important consideration. Despite the top-line XT5 Platinums long list of features, it still has a mainstream ambiance to it and I never felt like I was
Origin: SUV Review: 2019 Cadillac XT5
BTCC 2019: BMW’s Turkington crowned champion in thrilling finale
BMW 3 Series driver Colin Turkington secured the 2019 British Touring Car Championship crown in dramatic fashion at Brands Hatch, as the title fortunes between him and his rivals see-sawed throughout the three-race meeting. Although Turkington went into Sunday’s events as clear favourite, having secured pole position for race one and holding a substantial championship points lead, his hopes were hit by an inspired victory for Honda Civic Type R racing Dan Cammish in race one, followed by a non-score in race two when he was punted into a spin by Cammish’s team-mate Matt Neal. All that drama left Turkington 25th on the grid for the final event of the season and trailing Cammish – who was leading the championship for the first time this year and eight points clear in the title standings, with Turkington’s West Surrey Racing BMW team-mate Andrew Jordan 13 points off the title leader. Even has Turkington scythed through the field it looked likely he would be frustrated in his bid for a fourth championship title, as Cammish held his cool in the pack. As the race neared its conclusion both Jordan and Turkington were ahead of Cammish, but not by far enough to deny him the title. Then, on lap 13, the title fortunes swung dramatically as Cammish suffered brake failure and was pitched off the track, backwards into the tyre wall. That left Turkington to reel off the remaining laps and sneak the title by two points, sparking huge celebrations at BMW, in stark contrast to the heartbreak at Honda. Meanwhile, the race was won commandingly by series stalwart Jason Plato (Vauxhall Astra). It was his 97th win in the championship. Race two had earlier been won by Ash Sutton (Subaru Levorg), while Cammish had ignited his title hopes with a brilliant drive on slicks in the wet to go from 12th on the grid to win race one. That, combined with an assured drive to third in race two after Turkington’s misfortunes, had looked to be enough to earn him his first title in the series until disaster struck just two laps from the end of the final race of the season. It marked his first non-finish in
Origin: BTCC 2019: BMW’s Turkington crowned champion in thrilling finale
Car Review: 2019 Chevrolet Corvette Z06
OVERVIEW End of the road for front-engined Corvettes and a fine send off PROSBrutal speed, classic looks, surprisingly ample storage space CONSAutomatic transmission is not a great one, competition seats really mean it VALUE FOR MONEYExcellent WHAT TO CHANGE?Any flaw the test car had, could be fixed with the option sheet HOW TO SPEC IT?Give me the Grand Sport with the standard seats and a stick The Chevrolet Corvette is not a slave to tradition. Its a slave to function it hasnt remained front-engined all this time simply because enthusiasts want the engine in a certain place to preserve the classic Corvette formula. GM has done so because this aids its function.Sometimes, that function is less sexy than lap times: In the days when the Corvette shared suspension components with the Chevelle, it kept the overall cost down and allowed more generous cargo room, making it a proper long-distance car.But the design has always been purpose-driven. The purpose of the C7 Corvette was to take the front-engined formula as far as it would go. Even Ferrari knows front-engined sports cars are a rose-tinted throwback to the past, and that the future is mid-engined. The upcoming mid-engine C8 changes the Corvette formula weve known for 66 years, but before we drive the C8, lets see what the final hurrah! of the front-engined Corvette brings us.Sheathed in fiberglass as theyve been from the beginning, the C7 slices a menacing profile. The hood is long and low, bounded by muscular bulges. Every corner of the C7 is sharp, violent and trimmed with black aerodynamic bits. The wings, scoops and vents are all very real, and you can feel the heat roiling out of them after a spirited drive. This is the supercharged Z06 variant; slide into the cockpit and a data plaque proudly tells you this rocket makes 650 horsepower and 650 lb.-ft. of torque. There are a lot of Corvette sub-models and the Z06 is second from the top; above it sits the all-conquering 755-horsepower ZR1 track animal. Below is the base, naturally aspirated Vette with 465 horsepower, as well as the Grand Sport which, interestingly enough, is essentially a Z06 but with the base engine. In addition to said supercharged engine, the Z06 gets wider fenders, a host of aerodynamic enhancements and wider tires. They measure 285 millimetres up front, and a full 335 in the rear.The C7 is also the last Corvette to offer a manual transmission; you can spec the seven-speed manual in any Corvette model, but in an odd move, this particular Z06 had the eight-speed automatic. Talk about a missed opportunity.Climbing into the C7, youll see something no future Corvette will ever give you: A long hood with a V8 underneath. The raised fenders hearken back to the C3, and the view is reminiscent of the older car from behind the wheel. In Z06 form, the pronounced center bulge never lets you forget a fat supercharger sits atop the LT5 engine.The rest of the interior is beyond reproach; compared to the Little Tykes/Tupperware adventures of the C5 and Cobalt-like C6, the C7 is a revelation. I like the dramatically sweeping cockpit that surrounds the driver, and the digital cluster and central tachometer tell you this is a car to drive. Alcantara covers the dash binnacle, shifter and steering wheel. And dont forget the oh-so-trick quilted suede headliner. Corvette interiors have come a long way.And so have the seats! Theyve almost gone too far, actually. The test car was equipped with the optional Competition seats, and, boy, does GM mean it. They have adjustable side bolsters, but they really only adjust from too tight to even more tight. I cant imagine that wider people would be very comfortable in them, but if you want to do real track work in your Z06, these seats certainly hold you in place. Did I also mention that the passenger gets two Oh, crap! handles? There are plenty of cubbies for your things and the rear cargo area is more than generous for a couples luggage for a weekend getaway. The Corvette likes being driven slowly or straight-up fast. None of the quickly malarkey for the Z06. Around town, the automatic is buttery smooth, the shifts almost imperceptible. The ride is sports-car-firm for sure, and without the optional Magnetic Ride Control, it just kind of is what you get all the time, no bumpy-road modes to be found.In the city, the major downside is the constant battle of the various fans against underhood heat, doing their best to keep the engine cool; they must use a lot of energy because urban fuel mileage is downright atrocious. On the highway, though, the Corvettes double-overdrive automatic and extremely long 2.41:1 rear axle gears drop engine revs down to under 2,000 at brisk highway speeds, easily loafing the Corvette along and getting a respectable 10.2 L/100 kilometres.And when you want to go fast, the Z06 is willing and ready. It will absolutely catapult you into the horizon at any speed. The rear tires are massive, but theyll still
Origin: Car Review: 2019 Chevrolet Corvette Z06
Reader Review: 2019 Mazda3 Sport GT AWD
Kirsten Dow-Pearce with the 2019 Mazda3 Sport GT AWD.Azin Ghaffari/Postmedia Kirsten Dow-Pearce looks at vehicles with a critical eye. Anything the architectural and interior designer would consider driving has to meet certain criteria, including having all-wheel drive capability, a degree of utility and, importantly, they cant look all bubbly I prefer something with a meaner style and some angles, the Calgarian says.So, with those considerations in mind, how did the 2019 Mazda3 Sport GT AWD stack up in her opinion?I liked that the hood was long, the Reader Reviewer says of her first impression, and adds, while the back was rounded it didnt look too mom-ish. It wasnt all round and cute, and I did like the look of the front end. Heres what Mazda has to say about the design of one of their best-selling automobiles; The hatchback is meant to be sportier and more emotional, featuring aggressive body sides and C-pillars that do away with traditional body lines and adopt constantly shifting reflections. The hatchback design is topped with a roofline that suggests speed and helps express a powerful presence.Mazdas 3-series has been on the market in sedan and hatch variants since 2004, and the redesigned 2019 model year cars are available in a number of trim levels including GX, GS and GT. These are well-equipped vehicles, and power in the base GX is a 2.0-litre engine coupled with a six-speed manual transmission.In the GS and GT a larger 2.5L engine lurks under the hood, coupled to either a six-speed standard or six-speed automatic gearbox. Dow-Pearces $33,345 GT had all-wheel drive, and the only transmission available when so equipped is the six-speed automatic.Dow-Pearce learned to drive in Calgary and her first car was a 1982 Volkswagen Rabbit with a standard transmission that was already well-used when she inherited the vehicle. Regardless, she kept it and drove the Rabbit for many years.Her next car was a Honda Prelude, followed by a 2004 Audi A4. She currently drives a 2016 Volvo V60, a wagon thats ideally suited for her design practice as she routinely hauls carpet and tile samples and many other items around to various sites.Dow-Pearces sister drives an older Mazda3, so shes familiar with the vehicle.I guess, somewhat snobbishly, that Id gravitate toward a higher-end luxury brand, but the look of the Mazda has certainly turned my head, she explains. Her test car was finished in Mazdas optional $450 Soul Red metallic paint, and she says the colour suited the hatchback. She also liked the low-profile tires, and says they added to the overall sporty stance of the car.Inside, Dow-Pearce was impressed by the perforated black leather covers on the seats.Inside the holes, you could see a red colour and that was really neat, she says.She says the dash, however, was a bit amorphous, and not rectilinear. Behind the steering wheel, there was quite an arch to it but it wasnt busy or complicated, and that was a good thing.Getting comfortable in the 10-way power adjustable drivers seat was easy for the 5-foot 9-inch tall Dow-Pearce. Likewise, adjusting the mirrors to her benefit was an easy proposition. While the steering wheel will telescope, theres no tilt and Dow-Pearce would have liked to fine-tune the position.The interior is not plasticky, and its really well put together, she says. The gearshift is in the centre console, and theres a little toggle to the left of it to select the drive mode.Dow-Pearce drove the 3 in Normal mode for a few days so she could appreciate the difference when she finally switched into Sport mode.The car never felt like it was underpowered in either mode, she says, and adds, but Sport was just so much more fun and I did use the shifter to change my own gears I enjoyed using that and could see it being used when driving for the sport of driving.When left to shift for itself, Dow-Pearce says the six-speed automatic shifted smoothly and she appreciated the shift points that it selected.Most of her time was spent commuting around Calgary, but she did get the car onto Highway 1 for a trip west to Canmore.There was no vibration or buzzing noises, although sometimes the road noise was a bit loud, she says. Handling was good, and I liked the size of the car and I always knew where the corners of the car were when navigating a parking lot. It had a good turning radius, and parking it was easy.“It lends itself to someone who enjoys driving without forgoing utility,” Dow-Pearce saysThe ride was smooth and comfortable and the brakes, she says, were well-suited to the car.Dow-Pearce initially thought the cargo area would be small, but she managed to carry a full load of groceries back there, and on the Canmore drive the familys hiking gear was stowed without a problem.My 10-year old couldnt see out the rear passenger door window, theyre not very deep, Dow-Pearce points out.She thinks the 3 Sport would best suit someone who does plenty of city driving and might be looking
Origin: Reader Review: 2019 Mazda3 Sport GT AWD
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