The flagship Turbo model of Porsche’s revised Macan range has made its public debut at the Frankfurt motor show. Sitting above the mid-range Macan S, the Turbo commands a price premium of nearly £20,000 at £68,530, and is available to order now. For that you get significantly more power: 434bhp, to be precise, which is nearly ten percent more than the pre-facelift Macan Turbo. The power boost comes courtesy of a new 2.9-litre twin-turbo V6, replacing the old 3.6-litre unit. It’s the same engine found in the latest Cayenne and Panamera, with developments such as turbochargers mounted inside the ‘V’ of the cylinders and an integrated exhaust manifold. Both permit sharper turbo and throttle response, according to Porsche, along with improved efficiency. Torque is rated at 405lb ft, put through a seven-speed PDK dual-clutch ‘box and all-wheel drive. Porsche quotes a 0-62mph time of 4.3sec – three tenths faster than the old Turbo – and a top speed of 167mph. Fuel economy is quoted at between 23.5 and 24.8mpg under the WLTP testing regime. The 2019 Macan Turbo isn’t just about more straight-line pace, however. The standard kit tally includes special ‘Porsche Surface Coated Brakes’, which use a tungsten carbide disc coating to reduce wear and brake dust, and improve response. These are also now optional on lesser Macans. Optional kit on the Turbo includes height adjustable air suspension with revised pistons and shock absorber hydraulics, Porsche’s Torque Vectoring Plus system and ceramic brakes. 20in wheels and LED headlights are standard, alongside normally optional Sport Design bodywork details and a fixed double-wing rear spoiler. A sports exhaust system is also thrown in, while additional interior kit over standard Macans includes a surround sound system, 18-way electric memory sports seat and Alcantara roof
Origin: New 2019 Porsche Macan Turbo touches down in Frankfurt
2019
Minivan Review: 2019 Kia Sedona
OVERVIEW The new generation of large, spacious minivan PROSTons of passenger and cargo space, supremely comfortable CONSUnwieldy to drive, thirsty VALUE FOR MONEYDecent in lower and middle trims WHAT TO CHANGE?Adaptive cruise packaged in lower trims HOW TO SPEC IT?Tempting to go for the air-cooled seats in the $43,065 SXL, but one of the mid-$30K LX trims are value leaders Every year, it has become a tradition that I select a notable family vehicle for the ultimate family test: the annual camping trip. It represents the one per cent maximum extreme that you might put your vehicle through. Packing enough food and supplies for an entire week along with the family, and possibly towing a camper or boat is a challenge that most family cars will have to face at some point. Our annual family pilgrimage is the perfect crucible for that ultimate need, and this year, instead of the latest three-row crossover, I decided to go a different route: the 2019 Kia Sedona minivan.Now, minivans are falling on hard times these days, losing market share to the expanding selection of three-row crossovers at an alarming rate. The sole remaining value player, the Dodge Grand Caravan, is not long for this world, so the few that remain are impressive luxo-barges. While they are transports par excellence for the school run and shopping excursions, they are also impeccable long-range haulers, so it was never a question whether it would be sufficient for this journey, but simply how freaking great it is.Practicality champ Reason number one for most people shopping a minivan, and the reason I chose one for this camping excursion, is interior space. The four remaining minivans all have about 1,000 litres in the trunk even with all three rows in place, which then more than double with that third row folded, and top out around 4,000 litres. The Kia Sedona is par for the course with 960 litres in the trunk, but its 2,220 with the third row stowed trail both the Toyota Sienna and Chrysler Pacifica in that configuration. Also, to achieve maximum storage, the second row seats must be disconnected and removed, same as the Honda Odyssey and Sienna only the Chrysler Pacifica features a foldable second row with its trademark Stow-n-Go system.Anything over 2,000 litres is still substantial, and we packed the tent, coolers, clothing, food for four people for five days, beach stuff, and other frivolous entertainments, barely needing to flex my masterful cargo-Tetris skills. Before I was even done packing though, the kids had ensconced themselves in their second-row seats, negotiating iPad time and road trip activities while mom and dad shuttled back and forth checking for that last forgotten tool or toy. While my kids are still small enough to squeeze into the back of Mustangs and Mini Convertibles, they just love the space and storage that minivans and larger crossovers offer.Comfort zone As with the cargo space, the Sedona doesnt lead the segment in terms of passenger space, but its the kind of issue only a tape-measure would notice because there is so much room to spread out, except perhaps in the third row, which is a it tight for adults by minivan standards, trailing the next smallest van in headroom and legroom by several centimetres. While space is limited, access is good, with second row seats that split, flatten and slide to allow a wide step-through to the third row. It wont be useful if a full child seat (forward or reverse-facing) is secured to the anchors, but each side can be moved this way for maximum convenience.With so much space in the back, we had no problem letting the kids each bring along a bag of books and toys, and we had our own bags of snacks and drinks for the five-hour drive ahead of us. The kids werent the only ones spoiled for at-hand storage, the wireless charging keeping one phone charging while one of the USB ports charged another and gave it Apple CarPlay precedence for tune selection (there were serious power struggles for this privilege, eventually overridden by the kids requesting Old Town Road over and over). the iPad also had its own charging USB in the back, and even a 110V outlet to plug in more serious devices. Although there was no onboard entertainment system, in this tablet-and-phones day and age that hardly seems necessary. After re-enacting the recent Subaru Ascent commercial, we were on our way to Ontarios Killarney Provincial Park, a beautiful campgrounds on the shores of Georgian Bay, in the heart of Group of Seven landscape heaven. With the passenger and cargo load on such a long distance, this trip was also an excellent test of the Kia Sedonas powertrain, efficiency, and suspension.The Sedona features Kias familiar 3.3L V6, here making 276 horsepower and 248 lb.-ft. of torque. Considering it weighs 2,124 kilograms, it needs all of that torque, but with a new eight-speed automatic shifting gears, it balances smooth but respectable
Origin: Minivan Review: 2019 Kia Sedona
Want a 2019 Mercedes-AMG C43 AMG Wagon? Your pickings are slim
2019 Mercedes-AMG C43 WagonNadine Filion / Driving So, you want a Mercedes-Benz station wagon. Good choice! Excellent choice, even. For one thing, youve shown yourself not to be a slave to fashion as the wagon (or Estate, as the Europeans sometimes call them) is not one of those omnipresent sport utilities that everyone is buying these days to show their individuality. More important, a wagon especially a Mercedes-Benz will be lighter, more fuel-efficient and ironically, despite what the S in SUV stands for, sportier as well. Thats most certainly the case in the case of the 2019 Mercedes-AMG C43 Wagon, which is, in no particular order of importance, passably roomy, all-wheel-drive practical and twin-turbocharged sporty. This last is turbocharged even more than before, all C43s receiving a boost to 385 horsepower this year as well as a bump to 384 lb.-ft. of torque. Thats not half bad, especially for an engine that was not hand-fettled by a AMG technician you dont get a handwritten signature from an AMG technician, it seems, for the C43s $59,900 asking price. Mass-produced the 3.0-litre V6 may be, but it will scoot the 1,760 kilogram wagon from zero to 100 km/h in just 4.8 seconds. Not half bad for a wagon now, is it? If thats not enough, let me add this bit of controversy: I like the sound of the C43s V6 more especially with the optional AMGs performance valve opened than Mercedes V8s, which though most might not consider this a fault, sound way too North American-ized to me. The benefits of wagon over SUV are manifold. For one thing, having a lower centre of gravity will mean much better handling. Indeed, this C43 unravels twisty roads as well as many a sports sedan we’re looking at you, BMW M340i xDrive with excellent turn-in, minimal body roll, and great grip. This last is augmented by the AMG-fettled 4Matic all-wheel-drive system, which distributes 69 per cent of the engines torque (Nice. – Ed.) to the rear wheels. And yes, youre probably thinking the same thing as I am; either some Mercedes tech was given way too much time to optimize torque split data or someone at AMG is trying sexual innuendo as marketing ploy for their tuned 4Matic system.Throw in a fairly roomy cargo area, a svelte exterior I find the wagons silhouette more pleasing than the C43 sedans bubble-gum shape and a fairly luxurious interior for a fairly comprehensive luxury ride. Quibbles are few: I still think the add-on look of the infotainment screen looks cheap and Mercedes older infotainment syste isnt nearly as good as the latest MBUX system. As well, like all AMG-tuned suspensions, the C43s dampers are heavy on the compression damping yes, they keep the wheels well under control, but the ride is noticeably choppy, especially noticeable this year since our thoroughfares seem more pock-marked than ever. 2019 BMW 3 Series Touring Handout / BMW You’re more a BMW aficionado. Well, BMW has a 3 Series wagon, only they call it a Touring yet another Europeanism so they dont have to call it wagon. Still based on the previous-generation 3 Series, the 330i xDrive Touring version has a few advantages, mainly its superior ride BMWs suspension calibration has always been a bit better than Mercedes. Its also way roomy, virtually as comely, and perhaps a bit more frugal.All that said, BMW obviously has less confidence in the allure of a wagon than Mercedes. They only import the 330i version powered by a lowly 2.0-litre turbo-four that boasts 248 horsepower and its about $1,500 more expensive than the equivalent Merc. Theres also nary a fire-breathing i.e. an M340i version in sight. The 330i xDrive Touring is a solid car; practical to be sure, and like the Mercedes, a more sensible alternative to the SUV. But theyre not even trying to make it sexy.In fact, theyre not even going to make it. BMW Canada is dropping the 3 Series Touring from its lineup for 2020. So, if youre in the hunt for one, you better hustle on down to your local dealer. 2019 Volvo V60 Handout / Volvo You want something even sportier than the C43. Well then, you might want to head over to your Volvo dealer. Yes, Volvo. Sometime in October, they will be receiving their first batch of V60 Polestars. Like the BMW, its powered by a 2.0-litre four but what an engine. Not only is it turbocharged, its also supercharged. And, as if thats not enough, its also electrified, two small electric motors throwing in an additional 87 horsepower to bring the grand total to 415 force-fed and electrified ponies. It also boasts shades of turbocharged V8s 494 lb.-ft. of torque, all that supercharging and electrification kicking in at seriously low rpm. Throw in Ohlins suspension bits, some big Brembo brakes, and some frame stiffening, and you have a recipe for one rapid Scandinavian.We havent driven this latest generation of Polestar-tuned V60. But we did sample the previous version, and it made a great argument for Swedish dominion over German
Origin: Want a 2019 Mercedes-AMG C43 AMG Wagon? Your pickings are slim
2019 Luxury & Supercar Weekend takes flight
Beautiful cars and well-dress admirers are the order of the day at the 10th annual Luxury Supercar Weekend at VanDusen Botanical Garden in Vancouver.Postmedia VANCOUVER The kids are back to school, the white shoes are put away for another season and Canucks training camp is just around the corner.All of which means its time once again for VanDusen Botanical Gardens to be transformed into the greatest outdoor car lot imaginable.The 10th annual Luxury Supercar Weekend takes place tomorrow and Sunday and as usual is offering up a mouth-watering display of supercars, luxury cars and even a few classics for the discerningand typically well-dressedshowgoers. Theres also a live supercar auction operated by Adesa and great food and beverages available throughout the garden grounds.As has been the case since show founder/organizer Craig Stowe brought his dream of a highend car show to Vancouver a decade ago, this years event offers a new twist: an airplane.Here are four reasons to visit this years show (but trust me there are many more): The ICON 5 recreational airplane will share lawn space with the usual array of mouth-watering supercars and luxury cars. ICON ICON A5Recreational aviation has taken a great leap forward with this U.S.-built amphibious light-sport aircraft. A concept aircraft was first flown in 2008, and creation of the production tooling began in December 2012. Its designengine in back, low instrument panel and panoramic canopyprovides unique views for the pilot and passenger. It has folding wings, a spin-resistant airframe, an onboard parachute system, a range of 427 nautical miles and a maximum speed of 176 km/h. Price: US$389,000. Pininfarina Battista File photo PININFARINA BATTISTAThe Pininfarina Battista is an electric sports car manufactured by Munich-based Automobili Pininfarina with roots in the Italian car design firm and coachbuilder Pininfarina SpA. The name Battista is a tribute to Pininfarinas founder Battista Farina. Unveiled earlier this year at the Geneva Motor Show, the two-door coupe is powered by a 120 kWh battery pack that sends power to four motors at each wheel to produce a monstrous 1,877 horsepower and 1,696 lbs.-ft of torque. It has a carbon fibre monocoque chassis, boasts 21-inch wheels, and a reported full-charge range of 451 kilometres. Pagani Huayra BC Pagani 2020 PAGANI HUAYRA BC ROADSTERWith a sticker price of US$3.4 million, this street-legal hypercar isnt for the light of wallet or shy of attention. Its twin-turbo 6.0-litre V12 engine produces 745 horsepower and ultralight bodymade of a new material called carbon triax that Pagani claims is 50 per cent lighter and 20 per cent stronger than your garden-variety carbon fibreunderscore its track focused design. Theres even a bit of sentimentality in this wicked whip, as the BC refers to Benny Caiola, the first-ever Pagani customer. 2019 BMW M5 Competition Derek McNaughton BMWThe German automaker has brought special vehicles to the show in the past and for this years event hosts the national premiere of a unique-to-Canada BMW M vehicle (so secret that we wont know what it is until the eve of the show itself). What we do know is the exclusive, limited-edition model pays homage to a rarely shown concept car from the 1990s. Other vehicles in the BMW paddock will include the first-ever BMW X7, the BMW M850 Gran Coupe and the BMW M5 Competition.IF YOU GOWhat: 2019 Luxury Supercar WeekendWhere: VanDusen Botanical Garden, 5251 Oak St., VancouverWhen: Saturday, Sept. 7 11 a.m. to 5 p.m.; Saturday Supercar Auction at 1:30 p.m.; Sunday, Sept. 8 11 a.m. to 5 p.m.Tickets: Online at luxurysupercar.com and on site on days of show.Website:
Origin: 2019 Luxury & Supercar Weekend takes flight
Reader Review: 2019 Honda Insight Touring
Rod Johnson with the 2019 Honda Insight at Max Bell Arena parking lot in Calgary.Azin Ghaffari/Postmedia Hondas Insight was one of the first hybrid cars to hit the nations highways. Upon introduction late in 1999, it was a bit of quirky car. A low-slung, aerodynamic two-seater with body panels covering the rear wheels, the vehicle was something you either loved or hated.Rod Johnson of Olds, Alberta would place himself in the latter camp.I felt the first-generation Insight was kind of a homely looking vehicle, he says, and adds, I never would have considered owning one, even though I was interested in the fuel economy of the car, I wouldnt have wanted to look silly driving it.The latest iteration of the Insight, however, shouldnt be nearly as polarizing as the first. Third generation Insights rolled into dealerships halfway through 2018 as 2019 model year vehicles. Based on the chassis of the latest Honda Civic, the gasoline/electric Insight hybrid looks more like the automakers Accord sedan.Under the Insights hood lurks a 1.5-litre DOHC Atkinson-cycle four-cylinder engine coupled with an electric motor. Combined, they deliver 151 horsepower to the front wheels through an electronically-controlled continuously variable transmission. Now, this third-generation Insight really looks like a sharp machine, Johnson says. He recently spent a week behind the wheel of a $33,771 Insight Touring and was impressed with the experience.Johnson commutes daily from Olds to Calgary nearly 170 kilometres return, even more if hes running errands in the city. At one time, he also practiced what he calls mild hypermiling. This is where a driver uses a number of different driving strategies to squeeze as much fuel efficiency out of an engine. His best result was 964 kilometres on a single tank of gasoline from a 2002 Pontiac Sunfire equipped with a manual transmission.Even with the Honda Insight in Sport mode, and not driving like a hypermiler at all, I was still able to maintain close to 50 miles to the gallon, Johnson says.His regular commuting car is a 2006 Audi A3 while theres also a 2002 Honda Odyssey in the driveway. Johnson usually likes to shop used when he needs to upgrade a vehicle and cites his top three buying considerations as: Really good road feel, build quality and, to a lesser extent, brand reputation.Johnson says he was pleasantly surprised when he first rolled up on the all-new Insight.I think I had a different kind of vision, remembering the earlier generations, but this Insight looked like a higher brand of car, he says.Once inside, Johnson says the build quality continued to please as the cabin didnt look inexpensively put together and featured fine materials. At five-feet nine-inches tall, Johnson is of average height and he had no trouble adjusting the eight-way power adjustable drivers seat and the tilt and telescoping steering wheel to where he felt most comfortable. Also, it took no time for him to customize many of the Insights other settings and says everything was easily configurable.You can control what you see in the dash display, Johnson explains. I liked to see the power delivery, and noted when I was charging the battery, when I was driving purely on electric power and when I was using the gas engine.At first, Johnson thought the Insight was woefully underpowered.That was in Eco mode, and I wondered where the gas pedal was in the thing, Johnson laughs. But, after putting it in Sport mode, I decided that wasnt bad. You have to let the gasoline engine roar a bit, but it will perform better than expected.For a family sedan, in Sport mode, its got respectable performance and it gives good economy with no range anxiety.Johnson found it difficult to get used to the continuously variable transmission, though.To me its a funny feeling to push on the gas pedal and then have to wait for a response, he says. Braking was good, and Johnson experimented with the steering wheel mounted paddles that Honda calls Deceleration Selectors.The automaker says the paddles allow a driver to, Toggle between three different levels of regenerative braking performance. Tap the left selector to increase regenerative braking, and the right to reduce it. This system not only increases battery charging via regeneration, it also helps reduce stress on the brakes, and lets drivers tailor their regenerative braking level for different driving conditions.Johnson says the Insight handled better than he thought it would, and he was surprised by how composed the car felt in all driving conditions.I was really impressed by the amount of cabin space, Johnson says of the Insights overall utility. The trunk volume is the same as the Civic, but theres a very small opening to fit packages in there.He concludes, I think the Insight suits young or maturing families, couples of any age.I would consider it for myself because of my commute, and Id still be able to haul family around.DRIVER’S JOURNALDay One: Picked up the
Origin: Reader Review: 2019 Honda Insight Touring
Frankfurt motor show 2019 preview: one week to go
The Frankfurt motor show is traditionally one of the biggest events on the motoring calendar, and this year is no exception, with game-changing unveilings expected from Porsche, Volkswagen, Land Rover and more. Especially notable this year is a heightened emphasis on new electric cars. As well as the Volkswagen ID 3, we’ll also get a look at the Honda E, Porsche Taycan, Peugeot e-2008 and others as manufacturers hit the ground running with plans for universal electrification. That being said, there will no doubt be quite a crowd gathered around conventionally fuelled new cars like the Land Rover Defender, Audi RS7 and BMW X6. We’ve been getting ready for the show, and have compiled a list of all the important models we’re expecting to see when the doors open on 12 September. We’ll be updating it as we learn more, so keep an eye on our complete rundown to ensure you don’t miss a thing: Alpina B3 Biturbo We’ve still got a while to wait until BMW takes the wraps off the G20-gen M3, but tuning specialist Alpina is ready to unveil its M340i-based B3 Biturbo. Expected to make its debut in estate form, the B3 will fill the gap between the regular 3 Series and hot M3 with a 400bhp-plus 3.0-litre turbocharged straight-six. Audi RS Q3 The wraps came off Audi’s new Q3 Sportback last month, and now Audi Sport’s RS-badged reworking is set to break cover at Frankfurt. The Mercedes-AMG GLB 45 rival has been driving around with minimal camouflage ahead of its arrival, and is expected to pack a 2.5-litre five-cylinder engine pumping out around 400bhp. RS6 Audi Sport’s flagship wagon retains its twin-turbo 4.0-litre petrol V8 as it moves into a fourth generation for 2020, with power upgraded to 591bhp to take on the Mercedes-AMG E63 S and BMW M5. Visual differences over the standard A6 include trademark chunkier wheel arches, larger air intakes and bigger wheels. RS7 Sportback The new RS7 Sportback will be the hero car for Audi Sport’s range of performance models, sharing a 600bhp-plus V8 with the RS6. As with the outgoing variant, power will be sent to all four wheels by way of an eight-speed automatic gearbox, while an 80kg weight loss should bring subtle performance gains. A3 Audi will introduce the fourth generation of its popular A3 in 2020 and is expected to show off the Volkswagen Golf rival at Frankfurt. Its launch has been pushed back due to Audi’s struggles with WLTP emissions testing and a heightened focus on EV development, but the company promises the new A3 will be the most advanced car in its segment and set new standards of refinement. S8, SQ8 and Q7 facelift We’ll also get our first in-the-metal look at the S8 performance saloon, one of only two models in Audi’s S range to retain a petrol powerplant, as well as the new SQ8 hot SUV and facelifted Q7 seven-seater. BMW X6 The recently revealed third-generation X6 will make its public debut in Frankfurt before it enters UK showrooms, priced from around £63,000. The coupé-style high-rider’s looks have been brought into line with the brand’s current design language, and a refreshed range of powertrain options is headed up by a 523bhp 4.4-litre petrol V8 yielding a claimed 0-62mph time of 4.3sec and a limited 155mph top speed. Vision M Next The Vision M concept is BMW’s idea of what a comeback for the M1 supercar of 1978 might look like. Previewing a production sports car tipped to arrive before 2025, the Vision M packs a 591bhp petrol-electric plug-in hybrid drivetrain that’s also destined to appear in more mainstream BMW M performance models further down the line. Cupra Tavascan Seat’s newly hived-off performance brand Cupra will show off the Tavascan as a concept version of its first EV, which takes the form of a coupé-style SUV based on the Volkswagen Group’s universal MEB architecture. Its rakish roofline, angular front end and distinctive headlight design imply the production model will be a performance-oriented reworking of the Seat el-Born electric hatchback. Honda The Honda E electric city car was first revealed in 95%-production-ready prototype guise at the Geneva motor show in March, but it’s finally ready to emerge in its final form before customer deliveries begin next year. Expect little to change in the way of styling, with more than 6000 UK buyers alone having already expressed interest in buying an E. Hyundai Electric racer Frankfurt will see the unveiling of Hyundai’s first all-electric race car, which has been developed in Germany and previewed in a series of videos posted to the firm’s Twitter feed. Details remain scarce, but the new model is likely to be based on the existing i30 N TCR customer racer. Last year, rival firm Cupra revealed early details of the 670bhp Seat Leon-based e-Racer, to enter an upcoming electric touring car race series, which Hyundai is also expected to support. Electric concept car Hyundai will also show off its new ’45’
Origin: Frankfurt motor show 2019 preview: one week to go
Motorcycle Review: 2019 Yamaha Niken GT
I really thought there’d be more gaping, Sideways glances to be sure. Questions even. Some quizzical looks at the very least. Especially from any seasoned motorcyclists that happened by. Maybe even a few curious car guys would manage the casual WTF that is common to every gearhead, even if that particular form of motorization isn’t their gig.But no, the Niken GT, odd double fork arrangement, desultory predatory beak and a front-to-rear weight imbalance that only a mother could love, barely garnered a sideways glance. Oh, there was the occasional gawk and one or two instances of sincere staring, but nobody asked me what it’s like to steer a motorcycle with two front wheels. There were no queries as to its ability to lean into corners, whether it could stand up by itself or even — and this was something I would have asked considering the state of the roads in my home of Toronto — does having two front tires mean you hit twice as many bumps.But there was none of that. Nothing. Nada. Not a single query. I don’t know what it means when a motorcycle company produces something as genuinely outrageous as the Niken and its Leaning Multi-Wheel Technology — for that is Yamaha’s official name for the GT’s novel front suspension — and nobody notices, but that’s exactly what happened. Is the outrageous now so commonplace that it barely garners a second glance? Or am I really the only one interested, the remnants of my now 40-year-old engineering degree the source of an uncommon curiosity. I don’t know. But like I said, I was surprised at the lack of reaction from passersby. Whatever the case, the three-wheeled Niken was the bike I was most eager to test this summer. Oh, I’ve seen — and driven — more than my share of three-wheelers over the years, from Harley’s two-wheel-in-the-back Freewheeler to Can-Am’s only slightly less ungainly Spyder with its twin wheels in the front. But, front or rear oriented, they were basically the same, just a car with one less wheel. No leaning in turns, no scraping of footpeg to be had. In fact, neither alternative offered much in the way of the traditional motorcycling experience other than getting wet in the rain.Not the Niken. Two wheels it might have in front, but the way that Yamaha has arranged those twin forks and other joints and linkages, the GT feels very familiar. Oh, the width of the front end — both mechanical bits and the bodywork — surprises and one does have to get used to the weight at walking speeds. But it steers like a motorcycle, stops like a motorcycle and will topple over like a motorcycle if you don’t put your feet down at stoplights.Indeed, other than being a little ponderous at the slowest of crawling speeds (caused by the friction of two tire contact patches) and then a smidge reluctant to turn at very high speeds (this time the result of the extra gyroscopic forces of two wheels), the Niken felt every bit the common motorcycle on most roads. Countersteer into corners and the GT leaned over with a neutrality of steering belying its odd front end. Grab the front brake and you have twin contact patches to scrub off speed.All normal. Why the twinned front end then, you ask? Well, firstly, Yamaha has a history of this funny front end stuff. Back in the ‘90s it produced the equally novel GTS1000 with a James Parker-designed front wishbone suspension. Technologically speaking, however, the Niken’s twin front tires are of particular benefit when the road turns nasty, especially wet and nasty. With two front tires, grip at the front is heightened when a single tire might hunt for grip. Likewise with two wheels, if a bump sends one wheel careening while you’re leaned over, there’s still one more to hold down the fort. On a dry, well-paved road, the Niken is no quicker than the Tracer GT from which it liberates its 847-cc three-cylinder engine. On a wet, frost-heaved road, you’d likely feel much more confident aboard the three-wheeler than anything with just two.If the novel suspension layout has any weakness, it is that it highlights the limits of the rear shock Yamaha chose. Where the front end is particularly well damped and compliant, the rear shock is more than a little stiff. Bumps that the front end barely skips over send a shock through the rear end. With all the effort it put into the front suspension, I don’t understand why Yamaha didn’t install a superior rear shock.As, for the rest of the Niken, it is very much a comfortable “GT” bike, the seating position — wide adventure-style handlebar, wide, flat seat and low footpegs — calibrated to eat up miles. Despite the growl from the engine, there’s precious little vibration in the handlebar and the seat is amongst the most comfortable available on stock motorcycles. As to the heart of the Niken, the aforementioned 847-cc triple, it’s one of the sweethearts in Yamaha’s lineup. Torquier than a four, more growly than a twin, three cylinders strike a nice balance between two and four. Its 115 or so
Origin: Motorcycle Review: 2019 Yamaha Niken GT
Pickup Comparison: 2019 Ford F-150 Limited vs. GMC Sierra Denali
Eighty grand is a lot of dough. Enough to buy three Honda Civics, a cottage lot in Northern Ontario, a down payment on a triplex in Calgary. Or the money could go toward one of the most luxurious pickups on the market today the 2019 GMC Sierra Denali or 2019 Ford F-150 Limited. Ram, too, has an expensive truck, of course, one with a better interior than either the Ford or GM; but this test is between the two top guns of the Big Three, the Denali and the Limited.Ford steps into the ring at a disadvantage right from the start: Its F-150 is starting to show age after a complete refresh of the truck in 2015 when it went to an all-aluminum body, followed by a mild update for 2018, while GMCs top-line truck presents with an all-new design and parts. The Sierra Denali is definitely the shiny new toy here, and it looks the part with a Great Chrome Shark mouth grille, more blingy chrome bits all around, 22-inch wheels and a trick, MultiPro tailgate that expands on what a tailgate can do. The Ford suffers a little because it looks similar to so many other F-150s, the dandelion of the pickup truck world, demarcated only by equally big wheels, subtle metallic grille and only some Limited badging here and there.Under the hoods, these pickups could not have more different approaches to power: Ford has diverted a bunch of 3.5-litre high-output Raptor engines from the assembly line to enhance the appeal of the top-line Limited. As such, the Limiteds turbo V6 trumps the Sierra for pure grunt, delivering 450 horsepower and 510 lb.-ft. of torque funnelled through the same 10-speed automatic used in the Sierra. The Denali, on the other hand, uses a good ol fashioned V8. Its 6.2-litre returns 420 horsepower and 460 lb.-ft. But heres the surprising part: Despite the Ford having more power and being about four-tenths of a second quicker to 96 km/h than the GM, according to Car and Driver, the Denali simply feels and sounds better overall. Oh sure, the Raptor V6 is quick, and it sounds throaty and meaty, but its just not as juicy as the V8. While both engines are smooth, even at wide-open-throttle, the Denalis 6.2 is chocolate cheesecake to Fords apple pie, delivering a richer experience. Thanks to the direct injection and Dynamic Fuel Management, which can shut down any number of cylinders to optimize power delivery and efficiency, the Denalis fuel economy was impressive, too, though it did fall short of the Ford overall. While a low of 10 L/100 km was registered on the highway in the Denali, our overall average was 13.1, while the Ford registers 12.6 overall but 11.2 highway close enough that neither of these trucks is more efficient than the other at the end of the day. That might not matter much anyway considering the cost of entry here. Both have automatic 4WD systems in addition to 2H, 4H and 4L.Where the Ford pulls ahead is in towing prowess, the F-150 able to haul up to 13,000 pounds with the proper package and set up, compared to the Sierras 9,300. Earning back some practicality in the face of outright muscle, the Sierra Denalis ProGrade trailering system and its comprehensive suite of trailering aides edges out those on the Ford, predictable given that the Sierra has newer technology.Both trucks have similar payloads close to 2,300 pounds and both ride very well, the quietness in each truck a testament to the amount of sound deadening and noise cancelling. Rough roads are, perhaps, somewhat better absorbed in the Denali, and its body exhibited less shake and shudder. The box of the Sierra is superior, too, having been widened roughly seven inches for a volume of 62.9 cubic feet on its 5-foot, 8-inch bed, compared to the 5-foot, 5-inch bed in Ford. The Denali bed can even be optioned in carbon fibre. But Ford has better LED cargo lighting because the bed lights are activated with a button inside the bed instead of a switch in the cab. As for tailgates, Fords fold-out step is okay, but the MultiPro twin gate is simply superior. The only hitch (pardon the pun) is the need to remove any ball hitch for the MultiPro before using it as a step, which would be a pain for those of us who leave hitches in regularly (and, no, its not against the law in most provinces to leave them in.) To prevent damage, the electronic tailgate will not drop the upper half if it detects a hitch in the receiver. GMs bumper steps are equally brilliant and can be used instead.GMs seat-mounted storage cubbies in the Denali are also useful, as are the storage bins under the rear seats, but Fords rear seats lift up to create a wide open area inside the cab, which can be useful for carrying big objects or, for contractors, lots of tools. Neither of these trucks is better, per se, in the back seat area, although the front seats in the Ford Limited clearly win for comfort and a massage function. One sit and youll be sold on these seats. Fords Limited also gets a massive, panoramic sunroof as opposed to a traditional sunroof in the
Origin: Pickup Comparison: 2019 Ford F-150 Limited vs. GMC Sierra Denali
SUV Review: 2019 Toyota RAV4 Limited
2019 Toyota RAV4 LimitedDerek McNaughton OVERVIEW AWD Compact Utility Vehicle with good practicality, but annoying quirks PROSSmooth ride, durability and dependability CONSNoises, lack of refinement VALUE FOR MONEYGood WHAT TO CHANGE?Make it quieter, especially the engine and cabin HOW TO SPEC IT?Trail Edition The last generation Toyota RAV4 was so good it received one of the higher scores handed out during a Driving.ca test drive. Sadly, the fifth-generation replacement isnt quite as excellent, at least not yet, suffering from a malady of quirks that detract from its sharp new looks.Oh, to be clear, I wanted to love the 2019 RAV4, which has undergone a complete makeover and borrowed design elements from one of our favourite vehicles of all time, the Toyota 4Runner. But a number of things about the new RAV4 came across as irritations. First and foremost was the growl from the engine any time throttle was applied.It sounds like my grandmothers Scamp, blurted my wife, who is never one to criticize. But she is not alone. Driving writer Brian Harper concluded the same thing twice, although he is far more sophisticated than me, pointing out the RAVs 2.5-litre engine had a rather discordant note. I suspect much of the growl of this engine comes from the high-compression nature of the Dynamic Force four-cylinder. The engine produces 203 horsepower (up from 179) and is paired with an eight-speed automatic that shifts well. Its odd, too, that it would sound so loud when its blissfully quiet during any kind of steady-state throttle. It was also highly efficient, registering 6.8 L/100 km during a 350-km highway drive at a steady 100 km/h. Our last best in the old model was 7.4. But applying throttle became a game of you go first: Perhaps our press unit was in need of some ECU tuning, or something, but every time I took off from a stop, even when trying to be gentle, the engine torque grabbed the front tires and pushed the CUV ahead, making smooth takeoffs difficult. Even when I anticipated the rush, and tried to counteract, the engine was still too eager, prematurely rushing the throttle too early most of the time. Overall, the amount of power is good. Passing is easy; but throttle mapping needs to be smoothed out, or perhaps its something drivers will get used to over time.The brake pedal also had a dishevelled feel notchy from rest, too much travel before initial bite, then only moderate bite for the amount of foot force applied. Sure Im being picky, but thats the point here, to underline the things that arent perfect for a brand with such a high reputation, for a model at the top of its game, for quality in a segment with so much competition. So, not enjoying the braking or acceleration didnt get us off to a good start. But the electric steering, too, didnt erase those initial gripes. Nothing is technically wrong with the steering, it just doesnt give much feedback or track as well as many other Toyotas. And then an inconsistent buzzing like an incoming text message on a phone set to silent mode (it wasnt anyones phone) came every now and then from somewhere under the drivers seat, as though some module or some switch was sending current somewhere it shouldnt. Either that or it could be part of the driveline. When AWD isnt required, the RAV4 disconnects the rear driveline, sending power only to the front wheels, and the ratchet-type dog clutches on both the front and rear wheel-shafts stop the driveshafts rotations. Maybe that was what we heard. All I know is that the sound occurred with irregular frequency. This Dynamic Torque Vectoring AWD with Rear Driveline Disconnect (a Toyota first) comes standard on non-hybrid Limited and Trail models. It can direct up to 50 per cent of engine torque to the rear wheels, as well as distribute it to the left or right rear wheel to enhance handling on- or off-pavement. Tire and road noise in the cabin was high too.Far more pleasing was the new rigidity of the unibody structure, making the RAV4 feel vastly more sound thanks to a 57 per cent improvement over the old. This tighter structure also helps absorb impacts to the suspension, which delivered a highly satisfying ride, exhibiting little lean in the corners. Selectable drive modes (including normal, eco, snow, mud and sand, rock, and sport) can tailor the experience, but Sport seemed to bring out the best of the compact utility. With excellent visibility due to small A-pillars and side-mirrors placed onto the doors, the RAV4 soaked in some coily country roads with a vigour that helped quell those early distractions with the pedals. Our Limited model also came with a camera-based rear-view mirror, which might be of use when the inside is so full of cargo you cant see out back, but looking into the camera mirror can be disorientating. A birds-eye monitor along with a backup and forward camera is useful, but the screen resolution could be better.While the new RAV4
Origin: SUV Review: 2019 Toyota RAV4 Limited
Car Review: 2019 Hyundai Elantra GT N Line
2019 Hyundai Elantra GT N LineBrian Harper / Driving OVERVIEW Sporty looking, sporty driving, semi-hot hatch PROSLooks good, reasonable zip, priced well CONSN Line trim more about style than truly competitive hot hatch performance VALUE FOR MONEYGood WHAT TO CHANGE?Upgrade size of engine to a 2.0-litre turbo HOW TO SPEC IT?As is As letters go N doesnt generate instant familiarity and a knowing nod from car guys. Not like M for BMW, AMG for Mercedes-Benz, GTI for Volkswagen, or even WRX and STI for Subaru. Not yet, anyway, but Hyundai is dipping its toe in the performance waters, its motorsport division spending significant development time back home in South Korea and at Germanys famed Nrburgring race track. Here in Canada, were seeing the first fruit of the automakers labours in the form of the Veloster N, a pugnacious, 275-horsepower, turbocharged hot hatch. Gearheads everywhere are raising a glass and saying, Glad to see you. Welcome to the party.Thats the good news. But along with affixing N to a couple of key models within its product lineup, Hyundai has also created N Line, which for the driving enthusiasts out there, initially appears disappointing. Its much more performance lite, essentially a trim that adds sporty design elements and modest powertrain and chassis upgrades. Which brings us to the Elantra GT N Line, the first of its kind for the Canadian market, and for the 2019 model year, the replacement for the Elantra GT Sport.OK, so the Elantra GT N Line is Clark Kent to the genuine Superman, the Hyundai i30 N the street-punk European version of the hatchback that we arent getting, at least until Hyundai evaluates the sales success of the Veloster N. Take a moment, register your disappointment, and get over it. The Elantra GT N Line still has enough bona-fides to show you a good time, at a price ($27,199) that is quite manageable for budding track warriors with modest budgets. First off, the Elantra GT N Line at least looks the part, taking a number of design elements directly from the i30 N. At the front, the car has a lower front spoiler for increased aerodynamic efficiency, plus a unique grille different from the more prosaic Elantra GT. At the side, black side mirrors, N Line badges and 18-inch wheels change the profile of the five-door. At the back is a new rear fascia, and with the testers bold red paint scheme, the entire package come across as quite sporty.Those who mightve considered the Elantra GT Sport last year will see familiarity under the GT N Lines hood and the most significant difference between it and a base Elantra GT. Unlike the latters 161-horsepower, normally aspirated 2.0L four-cylinder, the GT N Line is powered by a 1.6L turbo-four sending power to the front wheels via a six-speed manual transmission, or optional seven-speed dual-clutch automatic with paddle-shifters.The boosted engine produces 201 horsepower and 195 lb.-ft. of torque, estimable numbers from a rather diminutive motor. Its willing, with maximum torque reached at a low 1,500 rpm. You can wring it out past 6,000 rpm if you want, but beyond 4,500 it starts to sound a bit strained. Running through the gears is easy-peasy; the shift action is light and direct, with no hint of notchiness. The GT N Line knows its way around a twisting stretch of road as well. Improvements over the Sport include stiffer engine and transmission mounts, quicker steering and a specially tuned multi-link independent rear suspension with larger brakes. The hatchback tips the scales at around 1,380 kilograms, so theres not a lot of mass to move around. Decently wide and grippy P225/40R18 Hankook rubber helps the Elantra scribe a tight line on highway on-ramps. Will it put as big a grin on your face when clipping apexes as the VW GTI, now with 228 horsepower? Nope, but the N Line wont embarrass itself, either. Plus, theres about $4,000 more in your bank account.The hatchs well-contented cabin sports a conventional look, with a logical layout to the dash area, and accessorized with a number of thoughtful N Line touches a leather-wrapped perforated steering wheel, comfortable and supportive sport front seats, a ball-shaped shifter, a unique instrument cluster and door trim garnish, and red seatbelts, stitching and accents. The car comes with Hyundais AVN 5.0 infotainment system, which features a faster processor for greater responsiveness, as well as an eight-inch touchscreen. The only major item missing is navigation, offered only on the automatic model. As expected given the Elantras compact size, rear-seat legroom can pose a challenge to taller passengers. More surprising is the hatchbacks cargo capacity, a generous 705 litres with the rear seats up and a positively cavernous 1,560 litres when theyre folded.Like the GT Sport it replaced, the N Line is more warm than hot hatch, not quite the same caliber as the Volkswagen GTI or Honda Civic Si, but not miles off the mark, either.
Origin: Car Review: 2019 Hyundai Elantra GT N Line
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