2019 Audi Q8Brian Harper / Driving OVERVIEW Full-size, 5-passenger luxury crossover PROSExceedingly quiet and comfortable, excellent ride CONSPricey, mild hybrid technology not especially fuel efficient VALUE FOR MONEYFair WHAT TO CHANGE?More powertrain options needed to compete with BMW and Porsche competition HOW TO SPEC IT?As is with fewer options OK, Ive never completely bought into the idea of four-door coupes, these stylistic fastback reinterpretations detractors say aberrations of the traditional sedan profile, though I will admit that some, notably the Mercedes-Benz CLS, Porsche Panamera, and BMWs M850i Gran Coupe, are certainly deserving of an admiring glance.The coupeification of the sport-utility vehicle is an even tougher sell, the sloped roofline skewing said vehicle more to sport at the expense of utility. Nonetheless, companies have embraced the concept: BMW, for instance, with the X2, X4 and X6, derivatives spun off from the two-box, wagon-shaped X1, X3 and X5. Mercedes isnt far behind with its coupe versions of the GLC and GLE. Even Lamborghini, when it decided to go over to the dark side last year with its first real SUV (as opposed to the militaristic LM002 of yore), chose a rather extreme sloping roofline for its Urus.Which brings it around to the test subject here, the brand-new Audi Q8. Audi, being under the Volkswagen Group umbrella, shares the Q8s platform and some mechanicals with the aforementioned Urus, plus the Bentley Bentayga and the no-longer-for-North-America VW Touareg. Unfortunately for gearheads, that does not include the Lambos 650-horsepower, twin-turbo 4.0-litre V8. Not as extremely styled as some of the examples cited, the 2019 Q8 is based on the family friendly, full-sized, seven-seat Q7, keeping the latters wheelbase, although the five-seat Q8 is wider, shorter, and lower, has shorter overhangs, and gets a wider track. Theres a bold octagonal grille up front, flanked by large air inlets. In profile the roofline terminates in gently inclined D-pillars and rests against the Quattro blisters. The spoiler, wheel arch trims, door trim strips, and diffuser are in a contrasting colour. The result is an SUV that is quite the looker and this before Audi dressed up the tester even further, going nuts on the build sheet and ticking off almost $20,000 worth of options, including the S-line sport package ($1,000), 22-inch Black Optics wheel package ($1,000) and Black Optics package ($1,700).The short take of the powerplant department is thus: Priced above the former flagship Q7, the Q8 ($81,200 to start for the Progressiv trim, $88,800 for the Technik) is motivated by Audis ubiquitous 3.0L turbo V6, putting out 335 horsepower and mated with an eight-speed Tiptronic automatic transmission and standard Quattro all-wheel-drive system. Also, like the A6, A7 and A8 cars, the Q8 benefits from a 48-volt mild-hybrid system that incorporates a lithium-ion battery and a belt-driven alternator/starter (BAS), aimed at recouping kinetic braking energy and allowing for a seamless coasting feature that sees the V6 decouple and shut down when conditions allow.Clearly a model that will compete with the base versions of the BMW X6 and Porsche Cayenne (unlike the latter two, there is no engine upgrade for the Q8, although a higher-performance SQ8 is available only in Europe for now), theres a certain formality to the Audi, a latent conservatism that suggests a focus on comfort and luxury rather than overt sportiness. This is more an observation than a criticism, for theres enough grunt under the hood to move the 2,270-kilogram Q8 to speed when required. Yet, there was an issue with the normally unflappable nature of the turbo V6, at least in the tester a momentary pause in acceleration when taking off from a stop when using light throttle, an interruption of the power flow as it were. Initially I thought it might have something to do with the engines stop/start feature, so I switched it off. It made no difference.Once beyond that minor irritant, the Q8 was smooth sailing all the way; on the highway the big rig eating up the miles in a calm, quiet manner, unflustered by any tarmac nasties. (Interestingly, one of the very few options not found on the $110,300 tester was Audis highly regarded air suspension. Getting around slower moving vehicles took just a slight prod of the pedal. And highway cruising bettered the Audis fuel economy, which was showing more than 18 litres per 100 kilometres on the readout while navigating city streets. Actual fuel economy during my week with the crossover was 15.6 L/100 kilometres, with a fairly even mix of highway and in-town commuting.According to Audi, the V6 working in with the mild hybrid system only reduces consumption by a maximum of 0.7 L/100 kilometres in customer operation. Furthermore, when decelerating, the BAS supposedly enables up to 12 kW of energy to be recovered and fed into the battery. At
Origin: SUV Review: 2019 Audi Q8
2019
Want a 2019 Dodge Challenger Scat Pack Widebody? The competition is all muscle
2019 Dodge Challenger Scat Pack 392 WidebodyChris Balcerak / Driving So, you want the finest-handling Dodge Challenger ever. Well, then you definitely need the new Scat Pack 392 Widebody. Along with the de rigeur muscle car 6.4-litres of 485 horsepower Hemi goodness, the Widebody option adds stiffer springs, SRT-tuned adjustable damping suspension and six-piston Brembo front brakes, not to mention 305/35ZR20 Pirelli PZero tires. In other words, pretty much everything a tuner would throw at a sometimes wayward chassis to keep it between the trees.And it works pretty much as expected. Although the Widebody is also two-tenths of a second quicker through the quarter mile than the standard Scat Pack 392, its in that other, less obvious (if you drive a Dodge Challenger) realm road racing that it really ups the ante. According to FCA, in fact, the Widebody is some two seconds or 12 car lengths quicker per lap around some unnamed race course. I believe it. While hardly Porsche-like it still is a big blunderbuss of a sports car this Challenger actually goes more or less where you steer it, more or less stays on track once you get there, and stops more or less rapidly once youre passed where you meant to be. Its truly competent I wont beggar belief by claiming its extraordinary and it wouldnt be out of place on a curvy road. That might not sound like much of a compliment, but drive an early Challenger and youll appreciate how far Dodge has truly come.Throw in typical Challenger attributes the most faithful replication of the originals profile of any of the current muscle cars probably being primary and a few atypical ones according to J.D. Power, the Challenger is the best built muscle car of them all as well as the best put together Dodge product and you have an unlikely backroads bandit. That said, I am not sure how much of a market there is for a superior steering Challenger. Owners of muscle cars in general and the Challenger in particular dont tend to rank roadholding as a priority in their buying decision. Chevy probably produced the best-handling pony car ever the previous generation Z/28 and it was largely ignored by one and all.Those shopping Challenger tend to get excited about two things in life: Power in which case theyre shopping some form of Hellcat or the look of power, in which case a Dodge salesperson will usher them over to the SXT with its more rational V6 engine and all-wheel-drive powertrain. Im guessing the Widebody variant of the Scat Pack 392 will, despite its relative goodness, end up near the bottom of the order guide. 2020 Chevrolet Camaro Handout / Chevrolet You’re a Chevy guy. Well, then youre shopping Camaro, arent you? Which is a bit of a problem, I suspect, for mainstream muscle car buyers. Oh, the V6 variant is a real gem, the finest handling of all entry-level pony cars, and by far the sweetest-sounding V6 in the segment.After that, however, the Camaro lineup doesnt shine. The Z/28 which I considered near miraculous for turning ill-comportment into Porsche-baiting track worthiness is no more. The SS version has always been kind of milquetoast, and every time that GM ups the ante with the mega-horsepower ZL1, Dodge just slaps a bigger supercharger pulley onto the Hellcat. On top of that, the Camaros Transformer-like styling has always been polarizing. If I specifically wanted a fine-handling V6-powered muscle car, Id be shopping Camaro. Otherwise, not. 2019 Ford Mustang Shelby GT350 Jonathan Yarkony / Driving You have a blue oval tattooed on your right butt cheek. Well, I guess were driving a Mustang, then. If so, and you like driving, please ignore the base EcoBoost model. Oh, if youre a dental hygienist who just wants the look and dont care that it sounds like a fart in the wind, no worries. But if you have any love for internal combustion at its sportiest, move on.That said, if you want the finest handling muscle car available, the Shelby GT350R version of the Stang now holds that mantle. Secure steering, prodigious grip and well-bedded brakes all make the Shelby something of a terror around a track. It wont quite keep up with a Porsche 911, but nothing with a pseudo-1960s profile will come close. A sweet-sounding, flat-plane crank V8engine, enough power 526 horsepower is nothing to sneeze at, even in a straight line and a truly well put-together styling package give it even more authentic bona-fides. Its the best Mustang available. 2018 Dodge Challenger Hellcat2018 Dodge Challenger Hellcat Nick Tragianis / Driving You want muscle. Big muscle. Well then, the strongest steroids to be had will be found at a Dodge dealership, wont they? That would be the Challenger Hellcat and its lunatic fringe sibling, the Hellcat Redeye.Its hard to know what to write a Hellcat. It is, by even the most generous and by generous, I mean truly demented standards both overpowered and undertired. In any circumstances, not picture perfect
Origin: Want a 2019 Dodge Challenger Scat Pack Widebody? The competition is all muscle
Winners and losers in the 2019 UK car market so far
The first half of 2019 has been unusually turbulent for the world’s car makers, and coming off the back of a solid 2018, the reverse into financial losses for some firms has been a surprise. Weak sales in China can be blamed for some of the trouble, but concerns over global trade wars, Brexit, Dieselgate and anti-trust legal action in Germany are also factors. Of the eight firms we looked at, five – BMW, Fiat Chrysler Automobiles, Ford, Nissan and PSA – made a profit in the second quarter or half year. But six of the eight recorded reduced profits, in some cases by a dramatic margin, such as Ford, Mercedes and Nissan. It is worth noting that the April to June trading period for Japanese companies is called Q1, because their financial year ends in March, making their Q1 the equivalent of Q2 in the US and Europe. Aston Martin’s woes are outlined here, but here’s our rundown of a selection of winners and losers. BMW Profit £1.86bn (-28.4%) | Revenue £23.4bn (+2.9%) | Sales 647,504 (+1.5%) (Second quarter figures) Provisions for Dieselgate-related ‘anti-trust’ legal costs put a significant drag on profits at BMW, despite production hitting a record. The company also highlighted increased competition, launch costs for new models and higher RD expenditure on electrification and autonomous driving. BMW still produced a significant profit in the quarter, but it “dropped sharply” in the company’s own words, and its margin reduced to 6.5% – lower than volume car maker PSA. BMW delivered 566k units (up 2.7%), Mini 89k (down 5.8%) and Rolls-Royce 1328 (up 36%). Although most car makers struggled in China, BMW Group sales increased 24% there. Europe remains difficult, though, with sales down 4%. PSA Profit £3.01bn (+10.6%) | Revenue £34.9bn (-0.7%) | Sales 1.903m (-12.8%) (First-half figures) PSA is a bright light for the industry, having increased first-half profit, boosted by new model launches and a contribution from Opel-Vauxhall, and despite a drop in global sales volume. PSA’s operating margin is now 8.7% – impressive for a volume car maker. PSA says cost saving from platform-sharing with Opel-Vauxhall boosted profitability, offsetting £275m of extra costs in China. The group’s best-seller remained the Peugeot 208. Jaguar Land Rover Loss £395m (+49%) | Revenue £5.07bn (-2.8%) Sales | 128,615 (-11.6%) (Second quarter figures) JLR returned to loss-making trading in the second quarter, having made a welcome profit in the first quarter. The loss was blamed on a global sales slump. UK sales were actually up, and sales in China recovered in June, an encouraging indicator for the rest of the year. Plant shutdowns and delays in WLTP certification were also blamed. Looking ahead, JLR says a £2.5bn cost-saving programme is on track and delivered £400m of benefits in the quarter. Fiat Chrysler Automobiles Profit £722m (+14%) | Revenue £24.3bn (-3%) | Sales 1.157m (-11%) (Second quarter figures) FCA is having one of its better years, with its profit increasing solidly. Strong US performances by Ram and Jeep are the highlights, with the highly profitable Ram 1500 and Super Duty boosting its pick-up market share to 28%, up 7% on last year. Meanwhile, demand is strong for the newly launched Jeep Gladiator pick-up, which is already hitting its forecast full-production run rate. On the downside, Alfa Romeo, Fiat and Maserati are all struggling and sales in China are weak. In response, Maserati is planning a “significant inventory reduction” in the second half of 2019 in readiness for new models in 2020. Always look on the bright side: watch out for bargains in Maserati dealers this autumn. Nissan Profit £12m (-98%) | Revenue £17.9bn (-12.7%) | Sales 1.23m (-6.0%) (First quarter figures) Nissan just about scraped a profit in its first quarter, blaming the near-wipe-out of its profits compared with Q1 2018 on fewer sales, higher raw material costs, exchange rate fluctuations and investment costs to meet new emissions rules. Europe dragged down the sales figures, with a 16.3% drop to 135k units, as did Japan (-2.6%) and the rest of the world (-13%), although sales in China were up (by 2.3%). In response, Nissan is cutting around 12k jobs globally, pruning some compact cars from its model range and reducing annual production capacity to 6.6m by 2022, a cut of 600k. Mercedes-Benz Cars Loss £612m (-135%) | Revenue £20.3bn (-1%) | Sales 575,639 (-3%) (Second quarter figures) Mercedes parent Daimler – the car, truck and van business – has issued four profit warnings in 2019, largely because it is setting aside £1.5bn to cover a fine expected to be levied after Mercedes transgressed diesel emission regulations. A further £0.9bn has been allocated for a Takata airbag recall in the US. Sales, meanwhile, have been hit by the global trade war between the US and China and the diesel backlash in Europe. Most affected were SUV sales, which dropped to 181k units (-13%), although the
Origin: Winners and losers in the 2019 UK car market so far
The motoring industry’s winners and losers: 2019 edition
The first half of 2019 has been unusually turbulent for the world’s car makers, and coming off the back of a solid 2018, the reverse into financial losses for some firms has been a surprise. Weak sales in China can be blamed for some of the trouble, but concerns over global trade wars, Brexit, Dieselgate and anti-trust legal action in Germany are also factors. Of the eight firms we looked at, five – BMW, Fiat Chrysler Automobiles, Ford, Nissan and PSA – made a profit in the second quarter or half year. But six of the eight recorded reduced profits, in some cases by a dramatic margin, such as Ford, Mercedes and Nissan. It is worth noting that the April to June trading period for Japanese companies is called Q1, because their financial year ends in March, making their Q1 the equivalent of Q2 in the US and Europe. Aston Martin’s woes are outlined here, but here’s our rundown of a selection of winners and losers. BMW Profit £1.86bn (-28.4%) | Revenue £23.4bn (+2.9%) | Sales 647,504 (+1.5%) (Second quarter figures) Provisions for Dieselgate-related ‘anti-trust’ legal costs put a significant drag on profits at BMW, despite production hitting a record. The company also highlighted increased competition, launch costs for new models and higher RD expenditure on electrification and autonomous driving. BMW still produced a significant profit in the quarter, but it “dropped sharply” in the company’s own words, and its margin reduced to 6.5% – lower than volume car maker PSA. BMW delivered 566k units (up 2.7%), Mini 89k (down 5.8%) and Rolls-Royce 1328 (up 36%). Although most car makers struggled in China, BMW Group sales increased 24% there. Europe remains difficult, though, with sales down 4%. PSA Profit £3.01bn (+10.6%) | Revenue £34.9bn (-0.7%) | Sales 1.903m (-12.8%) (First-half figures) PSA is a bright light for the industry, having increased first-half profit, boosted by new model launches and a contribution from Opel-Vauxhall, and despite a drop in global sales volume. PSA’s operating margin is now 8.7% – impressive for a volume car maker. PSA says cost saving from platform-sharing with Opel-Vauxhall boosted profitability, offsetting £275m of extra costs in China. The group’s best-seller remained the Peugeot 208. Jaguar Land Rover Loss £395m (+49%) | Revenue £5.07bn (-2.8%) Sales | 128,615 (-11.6%) (Second quarter figures) JLR returned to loss-making trading in the second quarter, having made a welcome profit in the first quarter. The loss was blamed on a global sales slump. UK sales were actually up, and sales in China recovered in June, an encouraging indicator for the rest of the year. Plant shutdowns and delays in WLTP certification were also blamed. Looking ahead, JLR says a £2.5bn cost-saving programme is on track and delivered £400m of benefits in the quarter. Fiat Chrysler Automobiles Profit £722m (+14%) | Revenue £24.3bn (-3%) | Sales 1.157m (-11%) (Second quarter figures) FCA is having one of its better years, with its profit increasing solidly. Strong US performances by Ram and Jeep are the highlights, with the highly profitable Ram 1500 and Super Duty boosting its pick-up market share to 28%, up 7% on last year. Meanwhile, demand is strong for the newly launched Jeep Gladiator pick-up, which is already hitting its forecast full-production run rate. On the downside, Alfa Romeo, Fiat and Maserati are all struggling and sales in China are weak. In response, Maserati is planning a “significant inventory reduction” in the second half of 2019 in readiness for new models in 2020. Always look on the bright side: watch out for bargains in Maserati dealers this autumn. Nissan Profit £12m (-98%) | Revenue £17.9bn (-12.7%) | Sales 1.23m (-6.0%) (First quarter figures) Nissan just about scraped a profit in its first quarter, blaming the near-wipe-out of its profits compared with Q1 2018 on fewer sales, higher raw material costs, exchange rate fluctuations and investment costs to meet new emissions rules. Europe dragged down the sales figures, with a 16.3% drop to 135k units, as did Japan (-2.6%) and the rest of the world (-13%), although sales in China were up (by 2.3%). In response, Nissan is cutting around 12k jobs globally, pruning some compact cars from its model range and reducing annual production capacity to 6.6m by 2022, a cut of 600k. Mercedes-Benz Cars Loss £612m (-135%) | Revenue £20.3bn (-1%) | Sales 575,639 (-3%) (Second quarter figures) Mercedes parent Daimler – the car, truck and van business – has issued four profit warnings in 2019, largely because it is setting aside £1.5bn to cover a fine expected to be levied after Mercedes transgressed diesel emission regulations. A further £0.9bn has been allocated for a Takata airbag recall in the US. Sales, meanwhile, have been hit by the global trade war between the US and China and the diesel backlash in Europe. Most affected were SUV sales, which dropped to 181k units (-13%), although the
Origin: The motoring industry’s winners and losers: 2019 edition
Motorcycle Review: 2019 Honda Rebel 500
2019 Honda Rebel 500Jacob Black / Driving Its the rear brake reservoir that sealed it for me. The detail on this one feature is how you know Honda cared for how this bike is styled; the fit and finish is better than an entry-level bike has any right to be. Im impressed by how much licence Honda gave its designers and how much they let them execute their vision.Is Hondas entry-level cruiser aggressive and polarizing? Absolutely. On an aesthetic scale of V-Rod to CTX, the 2019 Honda Rebel 500 swings toward the V-Rod. It looks tough, and more than one Harley-Davidson owner has given the Rebel an appreciative glance. The high-tilted, 11.4-litre fuel tank is retro cool in spirit, but angled and chiseled in a very modern way. Honda designed this bike from the ground up to make it easy to customize, with a completely removable rear fender and subframe making it even easier to accommodate the plethora of aftermarket options. Im surprised I dont see more variations of this bike on the road, but customers seem to enjoy the stock look. I agree with them.The Rebel 500 shares everything but the engine with the Rebel 300. The 500 is $7,199; the 300, $5,299. If youre lucky, there are still a handful of 2018s on showroom floors, and you might save some money going for one of those. But the fundamental question is, is the 500 worth $1,900 more than the 300? The simple answer is Yes. It doesnt matter that at 188 kilograms, its 20 kilos heavier than the 300, because the 471-cc liquid-cooled twin is one of the smoothest powerplants in the entry-level market. The throttle is well-weighted and the transition from closed throttle to open is wonderfully smooth not always the case with motorcycle fuel injection systems which means newer riders dont have to manage that untidy, herky-jerky feeling you can get with many small and medium engines. Honda has a knack for making bikes idiot proof, and this is a good example of that ethos.In that same spirit, the clutch pull is light and its friction point is quite distinct, making it easy to navigate in town. Theres enough grunt to cut through city traffic and enough top end to keep up on the highway. Though there isnt a tachometer, the 45-horsepower parallel-twin tops out at around 8,500 rpm, giving it plenty of room in the rev range for passing on the highway.ABS is standard, which is appropriate for this class and Id argue any class of street bike. The single, 296-millimetre rotor up front is paired with a two-piston caliper I still think a 188 kg bike should have bigger brakes. The back brake is a 240-millimetre single-piston disc, and feels a lot less wooden than other back brakes. More than on most beginner bikes, I found myself using the back brake as well as the front.The heft of the 500 is well hidden by its low 691 millimetre seat height. Its comparatively long 1,491-mm wheelbase, meanwhile, gives the Rebel more stability and road presence than a 500 ought. Does it handle as well as a sport bike? If you care, you havent read this far. The-41 mm conventional forks and twin rear shocks are adequate and provide good levels of compliance. The wide bars help get the bike tipped in, and ground clearance is more than enough for riders of this class. Road manners are relaxed, and theres plenty of travel to manage the potholes without harshness.There are a few quibbles however. The clutch cover, for instance, intrudes into the right leg area. This is a major flaw in the ergonomics of this otherwise laid-out motorcycle. The other is Hondas habit of putting the horn above the indicator switch on the handlebar. The result is I kept getting flipped off when all I was trying to do was activate the turn signal.The gauge cluster is also a little tricky to read when the sun is shining directly on it. The fuel gauge is a welcome addition but a lot of entry-level bikes now have tachometres and gear-position indicators. This cluster is simple and uncluttered, but decidedly plain compared to some of its competition .Ultimately, the Rebel 500 is exactly the right bike for you if you value aesthetics, even more so if youre looking for something easy to ride comfortable and confidence inspiring that also packs a surprising road presence. There are other entry level bikes for less money but none that are cruisers this well
Origin: Motorcycle Review: 2019 Honda Rebel 500
SUV Comparison: 2019 Hyundai Santa Fe vs. 2019 Honda Passport
JY: In order to make these midsize crossovers appealing to the most possible customers, it seems like designers have all arrived at an incredibly generic form, car companies sticking close to much the same design.For example, take a look at this new-for-2019 Honda Passport, which revives an old nameplate in a five-seat midsize crossover that slots between the CR-V and Pilot in Honda’s lineup. It’s handsome enough, but so incredibly bland. Then again, compared to some of Honda’s other questionable designs of late, maybe bland is a compliment. The 2019 Hyundai Santa Fe is a bit more distinctive with its slim headlights and odd grille shape, but still follows the same template for a five-seat midsize crossover, tall and upright, making sure that practicality is not sacrificed for some styling misadventure. Clayton: While they both look pretty generic, they’ve gone down different paths in the powertrain department. The Santa Fe uses the most common engine configuration of our time: a 2.0L turbocharged four. Taking a page out of the traditionalist playbook for the segment, the Honda uses a large-displacement naturally-aspirated 3.5L V6. The Santa Fe makes less power at 235 versus the Passport’s 280, but on the torque front it’s practically a dead heat with the Passport making 262 and Santa Fe twisting out 260 lb.-ft.What the numbers can’t convey is the different nature of the two engines. The Passport is high-winding and makes power up top while the Santa Fe makes plenty of down-low turbo torque. The Honda’s throttle is also very slow to react in its Econ mode, while the Santa Fe always seems to have enough pep just off the line with that peak torque available from below 1,500 rpm. It just makes it feel more effortless in acceleration.JY: I hear you. I thought the Santa Fe’s engine was a bit rough around the edges with some coarse sounds coming through, but its performance made easy work of acceleration, and the eight-speed auto was as smooth as I would hope for. The Passport’s transmission was equally smooth, so there’s little to pick apart there, and both have variable all-wheel drive systems that prioritize efficiency, but offer extra traction getting through crappy weather or roads.The Passport, however, goes a step further in the SUV direction, with more ground clearance, accepting the tradeoff in handling. Both vehicles ride well enough in a straight line, and both get a little unsettled over really rough, bumpy roads, but the Santa Fe has better composure in your typical city driving, with steering and handling that feel sharper and inspire more confidence in corners and tight parking lots. The Santa Fe also wins with an excellent 360-degree parking monitor with guide lines and well-measured proximity alerts. CS: I would say that the chief difference between the two of them on the road is that the Honda drives like a truck and the Hyundai drives like a car. The Hyundai feels smaller from the driver’s seat and is easier to drive around town than the bulky Honda. Inside, the Hyundai also has a very nice interior, the materials all top notch, loaded with features, anchored by a well laid-out console and info screen. One party trick of the Hyundai’s info screen is the handy “home” page that displays an active corner of the map screen, your music, and has ready-access buttons for most recently used function, like phone controls. It’s a very well thought out feature and one we both used often while driving. The Honda meanwhile is black, shiny black, and more black inside. Rather cave-like if you ask me and it could use some lighter coloured accents to break it up. The Honda is commendable, however, for its multitude of cup holders and storage cubbies. Your phones, sunglasses, and drinks will never want for a place to stay in the Passport. JY: Definitely, and before I get into the Passport’s practicality, I feel like we need to give Honda its due credit — their new infotainment is very slick, with big ‘app’ icons that you can drag from screen to screen just like you rearrange apps on your smartphone, and it has all the cool gizmos just like the Hyundai. That being said, the Hyundai still wins in that department with just a few inconspicuous buttons that still work better as shortcuts to the most common functions. In terms of practicality, there is no denying the Passports edge, and a big part of why it seems to drive bigger is because it is bigger. Its bigger in every exterior dimension, about 7 centimetres longer, 5 cm more wheelbase, and over 12 cm wider, resulting in 1,430 litres of cargo space even with all five seats available, compared to 1,016 L for the Santa Fe. With the rear seats stowed (both split 60/40 for flexibility) the Pilots 2,852 L again dwarfs the Santa Fes 2,019. Despite the superior cargo capacity, passengers are not overlooked, and both feature roomy back seats with substantial head and legroom, but the Passports width gives it a clear edge in that category,
Origin: SUV Comparison: 2019 Hyundai Santa Fe vs. 2019 Honda Passport
2019 British Columbia Historic Motor Races
An eclectic mix of vintage race cars led by Karlo Flores in his Bugeye Sprite (#59) during last years B.C. Historic Motor Race weekend in Mission.Brent Martin VANCOUVER This weekend marks the annual jump in the way back machine for local motorsport fans as the Vintage Racing Club of British Columbia hosts the 32nd running of the British Columbia Historic Motor Races.Western Canadas biggest vintage motorsport event hits the Mission Raceway Park Road Course tomorrow and Sunday, and will feature 100 or so vintage and historic racing cars being driven hard to the delight of several thousand spectators. For 2019, the BCHMR plans to again feature the Hagerty Formula Festival for the very quick open-wheel racing cars, the very popular combined races for the vintage sedans and sports cars that many fans remember from their younger days, as well as a third edition of the one-hour Enduro.Also returning for is the very popular Ride in a Real Racing Car, where for a nominal contribution to a local charity, the Mission Hospice Society, fans can go for a ride on the track with a racing driver in one of the days cars during the lunch break of each of the two race days.In addition, there will be a 120-car display, dubbed the Field of Dreams, in a special spectator area, along with sponsors booths offering everything fromAutomobile and artwork, to automotive product displays. The food concessions, informative trackside commentary and excellent grandstand viewing, all make this an entertaining weekend for families as well as long time motorsports enthusiasts.For more details visit vrcbc.ca or
Origin: 2019 British Columbia Historic Motor Races
Updated: Frankfurt motor show 2019 preview
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: Audi RS6 Audi Sport’s flagship wagon will retain its twin-turbo 4.0-litre petrol V8 as it moves into a fourth generation for 2020, with power upgraded to around 605bhp to take on the Mercedes-AMG E63 S and BMW M5. Expect visual differences over the standard A6 to 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 Electric concept Seat’s newly hived-off performance brand Cupra will show off a concept version of its first EV, which will take the form of a coupé-style SUV based on the Volkswagen Group’s universal MEB architecture. Previews show a rakish roofline, angular front end and distinctive headlight design, implying it 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. i10 Heavily disguised prototypes of Hyundai’s new i10 supermini maintain the Volkswagen Up rival’s compact footprint and appear to show a subtle evolution of its design, rather than a radical overhaul. It’s not yet known whether Hyundai is bringing a production-ready model or a concept to Frankfurt, but we expect the new i10 to share a platform with the latest Kia Picanto and offer a range of small-capacity petrol engines. Lamborghini Hybrid hypercar Lamborghini is readying a replacement for its Aventador flagship for 2020, and reports suggest it will be previewed by a low-volume, £2 million hybridised hypercar being revealed at Frankfurt. Prospective buyers got a look at the new model last year,
Origin: Updated: Frankfurt motor show 2019 preview
SUV Review: 2019 Nissan Qashqai
2019 Nissan Qashqai SL AWD PlatinumJonathan Yarkony OVERVIEW Small and simple, a good little crossover on a budget PROSEasy to drive, all the latest driving safety tech CONSFuel consumption was strangely high despite being underpowered and slow VALUE FOR MONEYPretty good unless you load it up WHAT TO CHANGE?Make ProPilot Assist available on SV trim HOW TO SPEC IT?SL AWD I hope you can forgive me for thinking that with a weird name like Qashqai and the established Rogue across the showroom, Nissans mid-compact crossover wouldnt set the Canadian sales charts on fire, but hey, nobody bats 100 per cent. Instead, Nissan sold almost 10,000 Qashqais in its first half year, and then almost 20,000 in its first full year on the market last year and is poised to do so again this year. And it hasnt come at the expense of the Rogue, which might be down a couple thousand, but its getting old anyway, so that was bound to happen. Not only that, but the smaller Kicks has chipped in nicely, replacing the Jukes ugly face in showrooms and greatly surpassing its volume in the sales charts.Anyhow, it was that success of the Qashqai that prompted me to pick up the phone and book one. Ive been impressed by the Rogue since this generation gifted it with passable driving manners and superb practicality and efficiency, so I wanted to see for myself if the Qashqai was a bona fide Rogue Junior, ably fulfilling family duties while providing economical and easy commuting. Well, Im happy to report that it succeeds in the practicality department, but is something of a disappointment on the efficiency side. As its efficiency is my biggest complaint, Ill start with that. Weighing in at over 1,500 kilograms, its not particularly light for a car this small and it has a meagre 141 horsepower and 147 lb.-ft. of torque. On top of that, the CVT and throttle do it no favours when getting going, feeling slow and lazy, which in yours truly prompted heavier and heavier applications of throttle, whipping that poor little 2.0L four cylinder into a frenzy of whining and groaning, without much in the way of improved acceleration. While it may not have yielded superior acceleration, the aggressive throttle certainly kicked back plenty of fuel, ending my week at a whopping 12.5 litres per 100 km. Now, in its defense, it was during colder weather, and I do tend to drive aggressively, but in comparable vehicles like the Subaru Crosstrek or Hyundai Tucson, Ive easily had my efficiency under 10 L/100 km, which is what I would expect from the Qashqai considering it is rated at 9.1 L/100 km city, 7.6 hwy, and 8.4 combined by Natural Resources Canada. 12.5 is what I typically see from midsize SUVs like the Mazda CX-9 or Kia Sorento. As ever, though, driving habits are king, and you may find your fuel consumption more reasonable if you learn to to live with its lack of pace in your daily commute.If you can accept that one large hurdle, the rest should be much to your liking. Its a perfectly acceptable daily driver, the CVT making the driving experience smooth, all-wheel drive standard on our SV trim to get you through the winter, and a well-sorted suspension that offers impressive comfort despite 19-inch rims and decent handling for a small crossover. Its the kind of quiet, forgettable drive that allows you to enjoy your tunes or podcasts on the way into the office. The SV trim also brings peace of mind to the commute with a whole array of driver safety aids, Nissans ProPilot assist providing a more proactive approach to the virtual safety bubble around your car. Even without the intelligent cruise control set to match speeds, with the ProPilot suite on the Qashqai will prompt just a hint of braking or throttle cutoff when encroaching on another vehicles personal space control freaks would likely hate this, but day dreamers will appreciate this early intervention so its not a sudden alarming, blaring beep and lockup braking, just to avoid stuffing into someones rear bumper. Its size is at the very smallest end of the proper compact crossover pool, smaller even than the Mazda CX-5 and Hyundai Tucson, but larger than most subcompact crossovers like the Honda HR-V, Chevy Trax and Nissans own Kicks. Its closest competitors would be the Jeep Compass and Subaru Crosstrek, and while space is a bit tight in the back seat, its plenty spacious enough for kids and easy to get in and out of. Although cargo space is not massive, the standard Divide-n-Hide cargo organizer makes the most of the space allowing a lower floor in standard five-seat configuration with 648 litres or a flat load floor with the 60/40 split rear seats folded yielding 1,730 L. On top of that, the two panels double as cargo walls to keep various items separate or as a cover for hidden storage if you find the standard cargo cover insufficient to keep belongings safe from prying eyes. Its not earth-shattering, but its a little thing that becomes very useful in
Origin: SUV Review: 2019 Nissan Qashqai
2019 Audi A4: pricing for facelifted executive car revealed
The updated Audi A4 range is due to go on sale soon, and pricing has appeared on some company car lists. Although it hasn’t been officially announced by the brand, an industry source confirmed to Autocar that the 2019 A4 will start from £30,725 in base Technik form with the 35 TFSI petrol engine. The 188bhp diesel is automatic-only and priced from £34,480. Those figures represent an increase of around £1500 over the previous entry-level SE spec. However, technology and kit upgrades will help justify the list price increase, as will competitive leasing costs. The non-RS range flagship at launch will be the newly diesel-powered S4. That’s priced at £47,295 in standard trim, with higher-spec Black Edition and Vorsprung models also available. In an attempt to keep pace with rivals such as the new BMW 3 Series, the compact executive saloon has received an exterior and interior revamp to bring it in line with Audi’s current design themes. The firm says the changes are more substantial than is usual for a facelift, and include a range of hybridised engines. The revised A4 will be available with three 2.0-litre TFSI petrol engines featuring a 12-volt mild hybrid system and ranging from 148bhp to 241bhp, along with two diesels: a 188bhp 2.0-litre and a 241bhp 3.0-litre. A 12-volt mild hybrid 2.0-litre diesel unit, with 134bhp or 161bhp, will follow after the launch. The S4, a rival to the Mercedes-AMG C43, will be offered in Europe purely as a mild-hybrid diesel, with a 3.0-litre engine mated to a 48-volt integrated starter/motor for a total output of 342bhp and 516lb ft of torque. The S4 will be offered with an eight-speed automatic gearbox and all-wheel drive, with sport suspension as standard and a sport differential and suspension with damper control available as options. The entry-level 35 TFI and 40 TDI will be offered after launch with a manual gearbox as standard. All other models will be automatic as standard. Seven and eight-speed ’boxes will be used, with a six-speed manual following as an option. Entry-level A4s will be front-wheel drive, with Audi’s quattro all-wheel-drive system available on higher-spec models. The A4 will be sold with standard and sport suspension, with two adaptive systems available. Those systems work with damper control and feature a Comfort mode that lowers the ride height by 10mm and a Sport setting with a 23mm reduction in the ride height. As for the design, the A4 will now feature a wider and flatter grille, with a revamped side profile that has sharper, more sculpted shoulders and clearly defined lines. Audi’s design team has also introduced more bespoke styling elements on the S line, S4 and Allroad quattro variants, including bespoke grille designs, in order to give each a more distinctive identity. The revised interior is built around the latest version of Audi’s MMI infotainment system, featuring a 10.1in touchscreen. That screen can be operated by using touch or voice control. Audi has scrapped the rotary controller that appears in the outgoing model. A full 12.3in digital driver information display and head-up display are available as options. The revised A4 will be offered with a number of driver assistance systems, grouped into three packs. Options will include automatic cruise control, which, Audi says, can use ‘car-to-x’ navigation data from external devices such as traffic signs to increase accuracy. The rugged Allroad quattro model, as before, features an extra 35mm of ground clearance, additional underbody production, a wider front and rear track and optional Allroad-specific suspension. QA with Amor Vaya, Audi exterior designer What did you focus on with the redesign? “The A4 is a well-proportioned car, but the old one was occasionally called a little boring. We’ve put a lot of life and energy into it. We didn’t want to change the design principles, but we wanted to make a statement.” How did you do that? “The design is now a lot richer, more expressive. We’ve focused on the detail, with the use of 3D design elements, chrome parts and other small things that can make a big difference.” What are the challenges of doing a facelift design? “The fixed points were all designated six or seven years ago, so we have to work around that. That gives some limitations, but we’ve evolved the A4’s design substantially.” Why focus on differentiating the S4 and Allroad quattro? “We wanted to give each variant its own character. We’ve been criticised before for making every model and variant look similar, so now each model has its own character, and every car inside that model family does,
Origin: 2019 Audi A4: pricing for facelifted executive car revealed
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