2019 GMC Acadia SLT AWDJil McIntosh OVERVIEW A smooth-and-simple midsize people-mover PROSNice to drive, fairly realistic third-row seat CONSCabin construction doesn’t always look the price VALUE FOR MONEYOptions add up, but two years of oil changes are standard equipment WHAT TO CHANGE?$1,695 for a Black Edition, and then black badges and wheel nuts are $650 more? HOW TO SPEC IT?SLT-1 without extra options Of all the brands in GMs stable, GMC is the slimmest. Its never made a car, and has but three SUVs: The smaller Terrain, the larger Yukon, and my tester, the middle-place Acadia.The Acadia got a complete makeover for 2017, making it slightly smaller than before unusual in the industry as well as shaving off some 317 kilograms and improving its looks. On the heels of that, there are very minor changes for 2019, including new paint colours and the Black Edition, an option added to my tester for $1,695, which added black exterior accents and 20-inch aluminum wheels. It shares its platform and V6 engine with the Chevrolet Traverse, but theyre fraternal siblings, not identical twins. The Chevy is slightly larger overall, has a longer wheelbase, holds up to one more passenger than the Acadia, and has a different transmission and only one engine choice.The Acadias model line starts with a four-cylinder engine and front-wheel drive. This keeps the price down it starts at $34,300 but youll want more than this engine pulling it around if you plan to load anything into it. My tester carried a 3.6-litre V6, making 310 horsepower and 271 lb.-ft. of torque, mated to a six-speed automatic transmission and with all-wheel drive. I had the SLT-1 trim level, which starts at $45,800, but with numerous options that lifted it to $51,235 before freight and taxes.Its all a matter of preference, but I like that GM went with a conventional V6 for its higher-powered version, rather than bolting a turbocharger onto a four-cylinder. Theres just something about the simplicity that appeals to me. The six-cylinder is a smooth operator, quiet but with good acceleration, and while most automakers have put more cogs in their transmissions, the six-speed does its job very well. In combined city and highway driving, I got 11.9 L/100 kilometres, half a hair below the published rate of 11.7. The four-cylinder tows up to 1,000 pounds, but the V6 handles up to 4,000 pounds, or 1,814 kilograms. A console-mounted dial switches between front- or all-wheel drive, which sends power to the rear wheels, and then further distributes it between the left and right rear tires as needed. The Acadias handling is livelier than you might expect from a sport-ute, and the ride is well-composed and with only the very nastiest potholes bumping up through the suspension.Almost all Acadias have three rows of seats the off-roadish All Terrain can be ordered with two and with a second-row bench for seven-passenger seating, or captains chairs for six, as mine was equipped. Those second-row seats slide forward a considerable distance for access to the third row, even if a child seat is attached, making it easier to get back there. Those farthest-back chairs arent super comfy, but theyre roomier than most and are acceptable for most adults, especially if the second-row occupants slide forward to give up a little of their legroom to provide more for the back.The second and third rows fold flat, but when theyre all in place, the cargo compartment is limited to 362 litres (plus another compartment underneath), which doesnt always jive with the number of chairs. Ive seen an awful lot of three-row owners picking up a full load of passengers at the airport, and trying to figure out just what to do when each one came off the plane with a full-size suitcase in tow. Thats the case with pretty much every three-row that isnt a minivan these days, but just keep it in mind if your usual load includes something like a sports team and all the gear. Both the first- and second-row seats are comfortable and supportive, clad in leather on the SLT-1. My tester also included stitched padded panels on the dash and door pads, along with the console and steering wheel, but overall, the interior is a bit of a mixed bag. The styling is handsome, but the upscale metallic accents often butt up against hard, cheaper-looking plastics, and with some uneven panel fit. And on a sport-ute that starts just shy of $46,000, why do I get heated seats but no heated steering wheel? I have to move up to the top-level Denali to get that.I like the simplicity of the controls, including big dials and buttons for the climate control, hard buttons to pull up the touchscreen menus, and large, intuitive icons once you get there. Theres no need for simple operations, like turning up the fan speed or activating a heated seat, to be distractingly hidden in a maze of computer menus as some automakers do. Simple should never be considered
Origin: SUV Review: 2019 GMC Acadia
2019
Respect Your Elders: The 2019 Ford Mustang Bullitt is a love letter to the 1960s
The iconic highlight of Bullitt is the scene that sees a Highland Green 1968 Mustang GT 390 Fastback, driven by Steve McQueen as Lieutenant Frank Bullitt, chase a black Dodge Charger R/T through the streets of San Francisco. It’s regarded as one of the most influential chase sequences in movie history the inclusion of close-ups showing McQueen doing the driving himself makes it the scene by which all others are measured, and this in spite of the Charger losing no fewer than eight hubcaps. The scenes most enduring moment arrives when the bad guys are searching for Bullitt he suddenly appears in the Chargers rearview mirror.Fast forward to today, and we pit a replica of the original against the 2019 Mustang Bullitt that pays homage to the movies sassy co-star.The restoration of the replica 1968 Mustang has been meticulous, to say the least. It was built on the same assembly line two weeks after the movie cars, and it came with the same options, including the S-code package. After the body was stripped, it was painted using the original PPG Highland Green paint, has the same door mirror from a 1966 Mustang, and the radio antenna was moved to the right rear fender to keep it out of the shots of McQueen muscling the steering wheel. Further adding to its accuracy, the replica has an Autolite battery and alternator, both of which are rare finds. The original Mustang GT 390 had a 390 cubic-inch V8 that got its go-juice from a four-barrel Holley carburetor. It produced 320 horsepower, 427 lb.-ft. of torque, and drove the rear wheels through a four-speed manual gearbox. The engine was bored and stroked, now measuring 435 cubic-inches and produces 500 horsepower insert a very big smile here. The hitch in the powertrain is the manual gearbox. It has a less than defined gate and the throws are just shy of a time zone, but in fairness, the gearbox does whats required. The long ratios and the engines flexibility see the two work together rather well, once youve gotten used to the setup.The 2019 Mustang Bullitt counters with 5.0-litre V8 pushing out 480 horsepower and 420 lb.-ft. of torque through a six-speed manual and a Torsen limited-slip rear differential at the back wheels. The transmissions throws are short, the spacing just right, and clutch action light. It also benefits from a rev-matching system, blipping the throttle on a downshift. I do have one wish for the new Bullitt, however: Its been 50 years, so 10 horsepower for each year would put an even 500 under the hood. Im not complaining about what it has, but 500 just seems like such a nice, round number.Any Mustang without a proper exhaust note would be an utter travesty. Both cars have that and then some, and unlike so many modern cars, none of the wonderful sound is man-made. The 68 has more or less straight pipes all the way through, so it blasts a deep, guttural growl whenever the gas pedal is worked. The key difference with the new Bullitt is the exhaust modes at one end of the spectrum, theres a quiet mode for a stealthy getaway, while at the other is Track mode. Now, Ford does warn against using Track mode on the road, but when you encounter a silly Civic at a red light with a baked bean can for a muffler, a quick switch to Track mode will show them whos boss. The performance differences proved to be surprisingly small. The original 320-horsepower Mustang GT 390 ran from rest to 100 km/h in 6.4 seconds, while the 2019 Bullitt chops that to 4.9 seconds. Considering theres five decades between the two cars, the original holds its own with its big-block heads high. With its enlarged
Origin: Respect Your Elders: The 2019 Ford Mustang Bullitt is a love letter to the 1960s
Car Review: 2019 Mercedes-AMG E53 4Matic Coupe
2019 Mercedes-AMG E53 4Matic CoupeJil McIntosh OVERVIEW A sleek-looking coupe with performance to match PROSSuperb engine and transmission, sharp handling CONSOdd brake pedal feel, and some awkward controls VALUE FOR MONEYLots of performance for the price WHAT TO CHANGE?Give it a simpler, touch-activated infotainment system HOW TO SPEC IT?Add the Premium Pack Heres the scoop on the Mercedes-AMG E53 Coupe, the first E-Class coupe to wear the brands performance badge: If youre expecting the same fire-breathing, bat-out-of-hell brawn that usually comes out of an AMG, youre going to be disappointed. But if you like smooth yet thrilling acceleration, served with a large side of luxury and some fuel efficiency to boot, youre definitely going to want this car.Its the first E-Class Coupe to come under the AMG designation, which usually means eight cylinders have been stuffed under the hood. Instead, the E53 gets a new, turbocharged 3.0-litre inline six-cylinder engine that uses both an exhaust gas turbocharger and an auxiliary electric compressor. Theres also an electric starter-alternator unit sandwiched between the engine and the nine-speed automatic transmission, and a 48-volt mild-hybrid electrical system (that doesnt need to be plugged in).The engine makes 429 horsepower and 384 lb.-ft. of torque. When you want extra acceleration, that electric unit, dubbed EQ Boost, can briefly kick in an additional 21 horses and 184 lb.-ft. of torque. Power goes to all four wheels, with torque distributed between the front or rear axle, depending on driving conditions. The E53 starts at $86,000, but theres a lot that can be added on top of that. My tester had a full score, adding a very long list of options including a premium sound system, active safety assists, a head-up display, and even a perfume scent dispenser, all for $102,250 before freight and taxes.Hybridization originally arrived in mainstream vehicles to cut back on fuel and emissions. Many premium automakers are now joining gas and electricity together to significantly increase power without going to a bigger engine. For all its grunt, the E53 is rated at a very decent 10.6 L/100 kilometres in combined driving, and in a week of having fun with it, I came in at 10.8.The beauty of this powerplant is evident as soon as you put your foot down. The electric compressor boosts the engine right away without any lag, while the EQ Boost tosses in its extra strength. By then, the exhaust gas turbo is on board, and its just torque, torque, and more torque all the way up the tach but even then, its smooth as silk. The electric motor starts the engine, including the auto-stop at idle, which is unobtrusive but can be turned off if you prefer. In Comfort mode, the E53 is a grand tourer with a pliable ride that will take you across the country, but keep you relaxed and refreshed. Switch to the Sport modes and you can feel the car tighten up, with quicker throttle response, sharper steering, and stiffer shocks that keep the car tight in the corners. The sport exhaust rumbles beautifully and it blips when the transmission shifts, and it just adds to the fun. You can sequentially shift between gears using the wheel-mounted paddles, which are cheekily labelled up and down.This coupe is a good-looking car, especially with its pillarless styling that turns it into a hardtop when all the windows are down. The interior is equally lovely, especially with my testers optional woven-metal trim. The metal switchgear feels substantial, the dash is leather-wrapped, and its all put together flawlessly as it should be, of course, at this price.The configurable instrument cluster and infotainment system are combined into a single glass panel. Its not a touchscreen and Ive never been fond of Mercedes control system for it, which uses a joystick and trackpad to wade through menus that arent always intuitive. That said, I did like the tiny touchpad on the steering wheel that lets you switch between functions, screens and radio stations when you swipe it. As well, the voice control has been expanded and now includes some vehicle functions such as the climate settings. Taking the luxury a step beyond, my car had mood settings for relaxing or energizing. Select one and it automatically changes the ventilation flow, turns on the massage, selects a scent, and even turns on either soothing or upbeat music although you can switch back to your preferred station while everything else continues to coddle you.Typically for a coupe, the front seats are spacious, while the two rear seats let your friends know you didnt buy this car to cart their butts around. Even so, its relatively easy to get into those rear chairs, since the front ones slide forward and back electrically. The trunk is also fairly tight in keeping with the cars configuration, but theres a bin under the cargo floor, along with a very handy pop-up tote box.A lot of automakers
Origin: Car Review: 2019 Mercedes-AMG E53 4Matic Coupe
Motorcycle Review: 2019 Honda CBR650R
2019 Honda CBR650RJacob Black There are only 11 letters between F and R in the alphabet. Both are consonants. Both have soft sounds. But the difference between F and R in Hondas lexicon is immense, the former always ladled onto the companys pedestrian models while the latter is reserved for its supersports models.So, the big question for this latest test is whether the rebadging of the CBR650F as an R is just a cynical marketing exercise?The differences between the outgoing 2018 Honda CBR650F and the new 2019 Honda CBR650R are fairly miniscule. The front forks are changed. Inverted, 41-millimetre adjustable forks with compression in the left and rebound damping in the right replace the conventional Showa Dual Bending Valve units. The compression ratio is up slightly to 11.6:1 from 11.4:1, and the 650R is three kilograms lighter. That lightness is less impressive when you realize its all due to the two litre smaller fuel tank, which, at only 15.4L, brings the overall wet weight down to 208 kg. Traction control is new, and so is the slipper clutch. Both seem like performance features but really help make this Honda easier to ride. Hondas pricing is certainly interesting. At $10,199 its decent value, but there are still a few 2018s around that Honda is blowing out at $9,699 and claims $1,500 of savings on their website. Considering the small differences, theres a gap there I dont really understand. Its the same bike, with a slightly more advanced front end and a newer, sexier, but more cynical name.Thats about the end of the bad news, because, F or R, the CBR650R is still a very solid middleweight bike. The truth is, the markets hunger for hyper-aggressive, razor-sharp 600cc sport bikes has waned. Yet middleweight bikes still make sense for a raft of reasons. Insurance, fuel economy, overall cost, comfort, and ease of riding all among them. The shift towards a more accessible sportiness is a sensible one. Hondas not the only one to do it. Kawasaki has a Ninja 650 too. Done right, a 650 is a bike a you can ride around town, while still enjoying a decent level of street cred. You can keep up with larger bikes on most public roads and if you take one to the track, youll have a lot of fun. Road manners on the Honda are good. Its compliant and responsive but never jarring or harsh. Road conditions dont ever upset it. I rode the CBR650F on its press launch back in 2014. During that launch we ended up accidentally on a gravel road, and the sport-focused bike still handled the ruts, grooves and slippery surface with aplomb. The new CBR650R has lost none of that rideability. Typically Honda, typically forgiving, the 650R is far easier to ride than the trailing consonant suggests.The engine is smooth and has good tip-in. The linear, unfussy throttle response is paired with a light clutch and clean-shifting transmission. Given how gently this engine spools up, the traction control is probably overkill. Unlike the ABS, you can turn it off.The CBR650s ergonomics are good and the riding profile is moderately sporty but appropriate for city commuting too. At 810 mm, the seat is fairly high and the pegs are low which helps hide the relatively compact wheelbase of 1,450 mm and improve the amount of room for the rider. It has an upright position, and visibly less ground clearance than a proper sport bike. Again, thats appropriate for this bikes mission, and anyone who does decide to hit a few track days can always buy a set of aftermarket rearset footpegs. 2019 Honda CBR650R Jacob Black I will never stop complaining about Hondas placement of the horn, between the indicator switch and the high-beam switch. How they decided the horn is the most important button on the left-hand grip is beyond me. The screen is hard to read in direct light and the large TFT seems poorly designed. The gear position indicator is welcome, but it dominates the circular digital tach, which is squeezed tightly into one corner of the screen, leaving a very large open space in the middle. The speedo is then comically large. I do like the amount of information shown, which includes average fuel consumption. For those playing at home, my two weeks on the bike ended with an average of 6.6 L/100 km.The CBR650R is a good example of what Honda does well. A pretty bike with a solid base of performance chops in a package that is almost fool- and bullet-proof. Its easy to ride, enjoyable to ride, and just interesting enough to keep you entertained. Its also a good example of what Honda sometimes does poorly even on the four-wheeled front with an awkward instrument cluster that puts emphasis on showing off technical wizardry over and above
Origin: Motorcycle Review: 2019 Honda CBR650R
Top 10 Best Luxury Electric Cars 2019
It’s a mark of the maturity of electric car technology that there is now a small but very fast-growing market for premium-branded EVs – and that every manufacturer is desperate to be seen to be at the very forefront of it. Some of them are offering a luxury angle, others a performance bias – and some a bit of other. Some cars within it are big, others not so big. And while some come from established automotive industry powers, others are from more ‘disruptive’ outfits. Whatever you’re looking for, if you’re looking for the longest-legged and least compromised electric cars in the world, this chart is where you’ll find them. This is where Teslas do battle with Mercedes’ EQs, BMW i cars, Audi E-trons and even new-groove Porsches. As a result of the infancy of this segment, a few of the cars we’ve listed aren’t quite on the market yet but are expected very soon – and where that’s the case, we won’t rank them until we’ve driven them. Whether here or not quite here, however, they are all reasons for the early-adopting EV crowd to get very excited. Best Premium Electric Cars 2019 1. Porsche Taycan Porsche has hit the electric car market with exactly the sort of impact you’d hope that an industry powerhouse of its stature might make. The Taycan, a four-door fast grand tourer that’s slightly smaller than the company’s existing Panamera model but is certainly not the lesser car of the two, inspired Editor-at-large Matt Prior to acclaim it as “the best electric car in the world” when he drove it in September – although he counselled readers “not to think that there’s all there is to it.” Tested in top-of-the-range, 751bhp, near-£140k Turbo S specification, the Taycan impressed us with its deft and well-controlled handling, its super-responsive and urgent performance – but mostly for its clear driver focus, which remains rare to find among electric cars. Surprisingly tight body control (considering it’s a 2.3-tonne car), fine steering response and beautifully tuned controls really distinguish the car’s dynamic character which, claimed Prior, “is enough to make it more enjoyable to drive than any other current four-door Porsche.” Due to be available in several less powerful versions, with WLTP-certified battery range of up to 280 miles and capable of charging at up to 270kW, the Taycan represents the state of the electric-car art in so many ways. UK driving impressions and more in-depth tests are coming soon. 2. Mercedes-Benz EQC An outright triumph in our electric SUV group test in September heralded the arrival of a new all-electric champion for people looking to combine practicality with performance, and luxury with sustainability in their next big car purchase – while also securing a car that can easily be used on a daily basis on UK roads. The Mercedes EQC 400 brushed aside challenges from Jaguar, Audi and Tesla on route to its big moment, overcoming all by virtue of its technology-laden and upmarket interior, its impressive blend of comfort and driver appeal, and its first-rate infotainment and navigation systems. Sharing its platform with the related GLC, the EQC has twin electric motors, torque-vectoring four-wheel drive, and combined peak ouputs of 402bhp and 564lb ft. WLTP-verified battery range is 259 miles officially, with our tests suggesting that at between 80- and 90-per cent of that is reproducible in mixed real-world driving. The EQC has plenty of driving modes, and there’s much complexity to get to grips with in configuring its many battery regeneration settings and semi-autonomous driver assist systems to your liking. But negotiate that hurdle and you’ll find the car very drivable and rounded at its best, as well as every bit as classy and luxurious as you’d want a £70,000 family car to be. 3. Jaguar I-Pace The first luxury electric car from a mainstream manufacturer to directly challenge Tesla at the high end, the I-Pace delivers on its brief with standout handling dynamics, first-rate interior quality and a striking design that’s slightly more SUV than saloon. It sets the standard for ride and handling among its all-electric peers, delivers strong performance from its twin 197bhp motors, and feels like what a premium-branded electric car should: an unshackled, clean-sheet design. The rarity of 100kW public chargers around the UK road network dents its potential as a long-range tourer somewhat, as does the car’s slightly below-par showing on real-world range (220 miles is a result worth celebrating) – although at least the former will improve quickly over time as infrastructure grows. If you’re unlikely to rely on public rapid charging facilities or routinely to trouble the outer limits of the car’s electric autonomy potential, it’s a car we’d consider before any rival. 4. Tesla Model S The car that persuaded the world that an electric saloon could be a viable alternative to a combustion-engined one, and that made the EV break into the luxury-car big
Origin: Top 10 Best Luxury Electric Cars 2019
SUV Review: 2019 Chevrolet Blazer RS
2019 Chevrolet Blazer RS AWDJil McIntosh OVERVIEW The Blazer returns as a whole different animal PROSDecent driver, comfortable interior CONSThirstier than the competition, a couple of cheap bits VALUE FOR MONEYIt’s impressive, but it gets pricey WHAT TO CHANGE?Let me turn off the idle-stop HOW TO SPEC IT?Id get the $43,300 True North Thanks to the overwhelming popularity that crossovers and sport-utes enjoy these days, automakers are busy filling every size gap in their liftgate lineups. Thats the case at Chevrolet, where the new-for-2019 Blazer slides into a very thin slot between the slightly-smaller Equinox and somewhat-larger Traverse.A Blazer for the timesIts not rough-n-tough and truck-based as the original Blazer was. Instead, the company opted for unibody construction and an all-wheel-drive system that predominantly drives the front tires. That marketing move initially surprised me, because I thought the name might be reserved for a smaller off-roader especially since Ford is bringing back its rival Bronco name on a truck base. Instead, while the new Blazer might not be what I expected, its very impressive and a well-rounded performer.The entry model carries a 2.5-litre, 193-horsepower four-cylinder engine, and its strictly front-wheel drive. The four other trim levels all use a 3.6-litre V6 that makes 305 horsepower and 269 lb.-ft. of torque. Both engines use a nine-speed automatic transmission. The base V6 model comes in front-wheel drive but can be optioned to all-wheel. The True North, RS, and the top-level Premier use a more sophisticated AWD system that sends torque to the rear and then splits it between the wheels as needed for better traction and handling. Whats likely to be the biggest hurdle for buyers is that impressive doesnt come cheap. The lineup starts at $35,100 and finishes at $48,700, and thats before any options. My $46,300 RS was beefed up with a panoramic sunroof, 21-inch wheels, a block heater and wheel locks that took it to a hefty $49,320 before freight and taxes.In addition to its gloss-black exterior styling cues, the RS also gets a specially tuned suspension and quicker steering ratio family haulers can be sporty too, it seems.Im not entirely sold on the big-grille nose, apparently designed to draw comparisons to the Camaros front end, but the rest of the Blazer is handsomely styled, especially with its floating rear roofline and chiselled butt. The liftgate is hands-free on the RS, obediently opening when you kick your foot under it; to guide you, a light projects a Chevy bowtie on the ground at the right spot how cool is that? Interior quality and practicality almost live up to the price tagIn keeping with that Camaro theme, the interior is similarly styled to that sports car. That means the handsome dash has a minimum of clutter, but while its climate system is operated by simple buttons, theyre too small and tucked away. However, I give top marks to the Camaro-style twin-turbine vents in the centre stack: you aim them by moving the centre button, open or close them by twisting it, and then you spin their big outer dials to change the temperature. Even so, there were a couple of spots where my tester seemed a little lacking in the face of its heftier price tag: the shifter and turn signal switch felt cheap and clunky.Both the front and rear seats are roomy, and Chevy wisely resisted the urge to stuff in a third row. I took the Blazer on a three-hour drive, and the seats stayed comfy and supportive the whole way. At the rear, the RS includes a wonderfully useful cargo fence that slides back and forth to corral ones luggage or groceries, and which can be removed if the whole space is needed. Power and poise to spare, but far from perfect in refinementThe V6 is just right for the job, with smooth acceleration and more than enough power for highway passing. The nine-speed automatic is also a very slick unit, and while some of these lots-of-gears transmissions can be a little overeager, hunting for gears or staying in the highest ones too long when you want a downshift, that never happened with the Blazer; engine and gearbox were always perfectly-matched.It also handles remarkably well for a sport-ute: the steering is well-weighted, and it takes corners with sharp precision and very little body roll. The ride is smooth and well-controlled, and it proved to be a great choice as a comfy highway cruiser.What I don’t like is that the Blazer is equipped with a fuel-saving idle-stop feature that shuts it off when you come to a stop, and while most automakers give you the option of temporarily disabling the system, the Blazer has no such switch. Yes, its for fuel economy, but I should be able to make the choice. And even with the unalterable idle-stop, the Blazers fuel figures put it a bit thirstier than most of its competitors.The all-wheel-drive system increases the handling prowess as well as the traction,
Origin: SUV Review: 2019 Chevrolet Blazer RS
Marco Signoretti wins 2019 Nissan Micra Cup championship
2019 Nissan Micra Cup champion Macro Signoretti, right, with Nissan Canada president Steve Milette following the title-deciding race last Saturday in Quebec.Nissan Canada CIRCUIT MONT-TREMBLANT, Quebec Rookie Marco Signoretti took a bit of the drama out of the 2019 Nissan Micra Cup championship by securing the title on the first day of the season-ending double-header last weekend here in the Laurentian Mountains.The Toronto driver became the first Ontario-based driver and the first rookie to win the title in the five years the Micra Cup has been contested, a series in which drivers compete in identically speced Micra Ss.In Saturdays race in wet conditions, Signoretti started from pole but drove a conservative race, his goal to finish ahead of his sole title challenger, Kevin King, rather than win the race. The PayPal/Motorsports In Action Team driver placed fifth to Kings eight-place result, giving him enough points to seal the drivers championship. I thought back at my 12 years of experience in karting and the errors I sometimes made, Signoretti said following Saturdays race. I then managed my race the best I could knowing that the ultimate goal was to claim the title. Im very ecstatic to have won the Nissan Micra Cup in my rookie season.With Signoretti trying to keep his nose clean while navigating the slippery Circuit Mont-Tremblant, a great battle at the front saw Valrie Limoges (H.Grgoire Nissan), Jake Exton (Clarington Nissan) and Gavin Sanders vie for victory.At the checkered flag, Limoges won by less than six-tenths of a second ahead of Sanders, with Exton third. It was Limoges third win in the series.Sundays season-ending race was run under sunny skies, and with the pressure of the title fight off, Signoretti put an exclamation mark on his remarkable rookie season by winning the race, followed by Exton and Austin Riley, the young autistic driver whose third place finish rounded out an exceptional season.A notable footnote to the race was pole-sitter Ben Cooper, a triple world karting champion originally from Great Britain and currently residing in Mont-Tremblant. During the first few laps six drivers were going wheel-to-wheel for the lead, which resulted in Cooper, whose first-ever Micra Cup race was a day earlier, ending his day early following contact with Sanders and King.Sylvain Ouellets sixth place, combined with Frdric Berniers retirement after a contact with Limoges, gave Ouellet the Senior Class title. Both drivers were tied with the number of points but Ouellet was the holder of seven victories against Berniers three. In the final overall standings, Signoretti is the champion ahead of King, Limoges, Exton, Taylor Near, Riley, Ouellet, Bernier, Nicolas Barrette, and ric Chaput. At least 37 drivers took part in the 2019 Nissan Micra Cup season. The weekends two races can be watched on the series Facebook page and on Micra Cup TV on YouTube.The sixth season of the Nissan Micra Cup will begin in May
Origin: Marco Signoretti wins 2019 Nissan Micra Cup championship
Updated: 2019 Tokyo motor show preview – the star cars
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: Updated: 2019 Tokyo motor show preview – the star cars
Car Review: 2019 Volkswagen Jetta GLI
In 1991, budding gearheads who were walking around with a slingshot in their back pocket while telling people Dont have a cow, man were encouraged by those in the know to cut out then-new reviews of the Nissan Sentra SE-R and stash them under their bed along with those MAD magazines and that long desiccated frog. Why? Because we knew, even then, that the plain looking car with the heart full of tomfoolery was the ticket to having fun while staying under the radar.Fast forward 28 years and we find that while the details have changed the slingshot is replaced by a deadeye shot in Fortnite while yelling Cant tell me nothin much remains the same in terms of getting away with fun while no ones looking. Volkswagen has produced a sedate looking sedan thatll make quick work of 401 traffic while wearing a set of clothes thatll attract all the attention of a paint-drying competition.The 2019 VW Jetta GLI you see on these digital pages pegs the grin meter without letting anyone else in on the secret. Starting at $31,695, the GLI build sheet presents customers with only a brace of options: a seven-speed automatic for $1,400 and a Driver Assistance package that adds safety nannies and hoovers $995 from your bank account. Our tester was fitted with neither of these things and was better off for it. Making a familiar 228 horsepower and 258 pound-feet of torque, this engine shared with the GTI hatchback cranks out 18 more horses and 41 more units of twist than the old GLI. Its the latter that you really feel, providing a punch when merging onto the highway, for example. It wont dispatch a Civic Type R, nor is it meant to. Stirring the six-speed manual pot keeps things on the boil and while the available seven-speed DSG is a world class unit, your author recommends passing on it in favour of the stick.Why? Two reasons. While the DSG undoubtedly shifts faster than a human, it doesnt provide as much driver engagement, a critical puzzle piece to the enjoyment of this car. Think of it this way the Borg can perform starship maintenance much faster than a squidgy Starfleet officer but few would want to serve on such a vessel. Additionally, DSG-equipped cars are fitted with a fuel saving start/stop system which shuts down the party at idle more quickly than even Buzz Killington.GLI wont abuse your wallet at the pumps. We drove 363 km in the span of seven days along roughly an even split of in town and highway driving, some of it ok, a lot of it with vigour. The direct-injected 2.0L turbo drank 26 litres of gasoline, working out to a back-of-napkin-math consumption figure of just 7.2 L/100 km. The in-dash computer gauge was slightly more optimistic.Volkswagen has produced a sedate looking sedan that’ll make quick work of 401 traffic while wearing a set of clothes that’ll attract all the attention of a paint-drying competition.Speaking of, what a superb set of gauges indeed. Looking for all the world like the Virtual Cockpit found in high-zoot Audis, the display allows more customization than you can shake your sptzle at, serving up enormous maps or interactive infotainment displays. If all that is too much for you, it is possible to call up a set of large and easy-to-read gauges, ya friggin Luddite.Underneath, one will find an independent sport-tuned suspension with a strut-type setup at the front and a multi-link arrangement at the rear. Stopping power comes by way of 340-mm diameter vented front discs and 300-mm diameter solid rear discs. Yes, you can brag to your parking lot buddies that they are Golf R units. Like the GTI, the GLI is fitted as standard with Vee-dubs electronically controlled, torque-sensing limited-slip diff. This helps to eliminate understeer, a problem afflicting many powerful front-drive cars which head for the weeds under hard straight-line acceleration. Ze Cherman engineers haff also programmed in a trio of driving modes, ranging from Eco to Sport, plus a Custom mode which allows drivers to mix and match different characteristics as if they were selecting shirts and slacks at the tailor. Surprisingly, it was the Custom mode which your author found most pleasing, since it allowed everything to be placed into Sport save for the exhaust sound. On long slogs, and even around town on occasion, the most aggressive note droned like a high school geography teacher.The GLI dresses like a geography teacher, or at least one who wears snappy UnderArmour polos to class instead of old rumpled ones from Sears. This is great for scything through traffic undetected. It does sit lower than a regular Jetta by 15 mm, a difference no one will notice unless they are parked side by each. That black honeycomb grille with a red accent line recalls the GTI hatchback while its larger brakes and red-painted calipers peep out from behind GLI-specific wheels. A raft of LEDs pepper each end.Having vanished from the Canadian market last year, its good to welcome the sporty but unassuming GLI back to the Great
Origin: Car Review: 2019 Volkswagen Jetta GLI
Motorcycle Review: 2019 Kawasaki Versys 1000 LT SE
2019 Kawasaki Versys 1000 LT SEKawasaki St-Hippolyte, Quebec — For those motorcycle engineers looking to test suspension systems, let me offer you a bit of time- and cost-saving advice. There’s no need to create complicated chassis dynos to replicate all the cracks, crevices and undulations the world’s roads will throw at your new products. Nor do you need to construct, as so many of you have done, multi-faceted test tracks around the world, their roadways emulating the most troubled tarmacs — the most nefarious reputed to be Belgian cobblestone — on the planet. And there’s absolutely no need to trek all the way to the far-flung steppes of Siberia to find pavement perdition. Nope, all you gotta do is plunk your bike in Quebec’s Laurentians and you’re good to go torture testing.Don’t bother asking specifically where because pretty much anywhere will do. St-Jerome is all huge frost heaves and giant craters. Estoril specializes in longitudinal cracks that will swallow a chopper front tire. And Lord, by the time you hit Saint Alphonse Rodriguez — you know the locals take their religion seriously when they name their town after a medieval Spanish Jesuit priest — it feels like Quebec’s highway department is deliberately trying to bend rims. If it’s north of Montreal and west of Trois Rivieres, you’re pretty much guaranteed it’s the worst road in the world. This, of course, makes La Belle Province the perfect place to test a motorcycle whose major year-over-year revision is enhanced suspension, which, if you have not yet guessed what I have been leading up to, perfectly describes Kawasaki’s Versys 1000 LT SE.Now, the Versys 1000 has always had a lot going for it — a smooth, silky 1,043-cc four-cylinder engine, excellent fairing protection and lithe handling. And, truth be told, there is a little more to 2019’s updates than just suspension improvement, an entire raft of new electronic goodies added this year, stretching from cruise control system and automatic cornering lights (that shine brighter the more you lean over) to upgraded traction control, “intelligent” anti-lock brakes and something called Kawasaki Corner Management Function. The big news, however the only thing anyone is talking about is Kawasakis Electronic Controlled Suspension. The same kind of adjustable suspension seen on higher-end BMWs, Kawasakis version is particularly sophisticated, but, after you set those basic settings, the LT continues to monitor the suspensions every movement and makes minute adjustments every millisecond. In other words, even after you set your desired ride quality, KECS continues to alter the suspension parameters according to speed and bump size to optimize ride and/or handling. Too trick!So, how effective is it?Very, in fact, the KECS upgrade completely worthy of the many accolades its garnering. Sport mode, for instance, is perfect for smooth, twisty roads, but thanks to KECSs ability to constantly alter resistance does make it somewhat passable even in La Belle Province. Road proved much more sympathetic, still firm enough that one could play silly buggers but without the forearm jarring compression damping. Rain, meanwhile dialled the suspension all the way back, providing the softest ride, though the lack of rebound damping did have it occasionally flouncing about like an overstuffed 1969 Ford F-150 riding on original shocks.All that said, knowledgeable bikers will probably be ready to put pen to paper or, more accurately, fingertips to keyboard telling me that switching to Road and Rain mode also decreases the engines power output/throttle response; not so much in former, but dramatically so (about 25 per cent) in the latter.So, what do you do if you want the super squishy Rain mode suspension married to Sport modes maximum power? Well, you simply toggle to Kawasakis custom Rider setting that lets you meld superbike throttle response with Gold Wing suppleness. OK, that may be doable, but better perhaps is to, as I did, marry Sports engine and traction control calibrations with softish compression damping, but firmer rebound damping. Then I just left KECS alone.And therein lies the sole caveat about Kawasakis indeed, everyones electronic suspension system. Once youve gotten over the novelty of flipping between modes or constantly customizing your suspension, one tends to find one baseline adjustment and just leave it there. Oh, maybe a few inveterate button pushers continue to juggle their ride quality, but most people just find their favourite compromise and then be done with it.What they will use, however, on a much more frequent basis indeed, what makes all this electronic control truly worthwhile is the electronic spring preload adjustment. Indeed, it is so frequently fiddled with that it has its own button on the left handlebar, the spring preload adjuster allows the rider to compensate for different loads a passenger, luggage, etc. at the flip of a switch. Considering how
Origin: Motorcycle Review: 2019 Kawasaki Versys 1000 LT SE
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