OVERVIEW Chevy imbues its four-cylinder Camaro with track-ready underpinnings PROSRazor-sharp handling, great six-speed manual, affordable, looks as badass as the V8 CONSOutward visibility, cheap interior, you still have to tell people you drive a four-cylinder Camaro VALUE FOR MONEYGood WHAT TO CHANGE?Bring some higher-quality materials into the cabin HOW TO SPEC IT?If you want the cheapest track-rat Camaro, this is it Youd be forgiven for thinking the four-cylinder version of a signature V8-powered pony car as just a throw away model here only for its fuel economy and low starting price.Yet when it comes to the Chevrolet Camaro, youd be wrong. GM is serious about giving its 2.0L turbo-four Camaro which starts at just under $30,000 for the base 1LT trim with a six speed manual some serious performance bona fides. For 2019, the $5,195 1LE Track Performance Package, previously offered only on the naturally-aspirated V6 and V8 models, is now available on the four-cylinder Camaro.Power from the turbo-four does not get a boost with this package, remaining at a healthy 275 horsepower and 295 lb.-ft. of torque. The 1LE package is all about handling, and its the hardware turn this Camaro into a track star upgraded performance suspension featuring larger-diameter front and rear stabilizer bars, uniquely tuned dampers, stiffer rear cradle bushings, and upgraded rear toe links designed to improve lateral stiffness. You also get a limited-slip differential, 20-inch forged alloy wheels finished in black and wrapped in Goodyear Eagle F1 performance rubber, Brembo brakes, heavy-duty cooling and an an engine oil cooler. Rounding out the package are LED headlamps, and a black hood and rear spoiler, plus a flat-bottom steering wheel and shift knob wrapped in suede. The Camaro starts with the stellar Alpha platform that first broke cover under the Cadillac ATS seven years ago, and continues to win over enthusiasts. So, what can make this rear-wheel-drive chassis better? Less weight in the front end, thats what. Some cars tell you theyre already well-sorted right from the get-go, and the Camaro is one of them. The structure feels rock solid, the steering is sharp and direct, and the car itself is planted, poised, and hungry for corners. You probably wont find the Camaros handling limits on the road, but youll have fun trying. Adding to the notion that engineers had their priorities straight are the Camaros positive short-throw shifter, excellent brake feel, and pedal placement suitable for heel-toe shifting action.About the only mechanical part not really inspired here is the engine. Chevy has given this turbo-four some extra snarl, but it still sounds a bit flat and theres no joy to be found in the in the upper rev range this engine does its best work between 2,000 and 5,000 rpm. Theres a bit of turbo lag too, but the Camaro is hardly a slug; Chevy boasts a zero-to-100 km/h time of 5.4 seconds. That, by the way, matches the 1970 Chevelle SS 454 with 390 fume-spewing, bias-ply tire-melting horses.At least Al Oppenheiser, the Camaros chief engineer, points to a faction of enthusiasts who want this small turbocharged engine for its high degree of tune-ability. You can get crazy horsepower out of these, given that Oppenehiser says these guys want to be able to out-drag the 6.2L V8 car. Safe to assume, in this case, their warranty goes up in smoke as fast as their rear tires. The Camaros outward visibility is pretty abysmal its the price you pay for that chopped roof look and gun-slit windows. Its like sitting in a bathtub while wearing a very large sombrero. Add in thick A-pillars, and placing this car in a sharp corner can turn into a guessing game. Cabin quality is subpar, too, with lots of cheap plastics and big panel gaps. The seats arent heated and the infotainment systems graphics looks a generation behind.But GM got the parts that matter right the well-contoured sport buckets, plus the steering wheel and shifter. As with all GMs, theres generous standard connectivity, including 4G LTE wireless hotspot, OnStar, Apple Car Play and Android Auto, and more. Get past the visibility issues, and the Camaro 2.0T 1LE makes for a perfectly suitable daily driver. its fuel efficient, relaxed on the highway, and for such a track-focused car, the ride is surprisingly acceptable.So yes, this bargain performance Camaro is the real deal. Plus, theres no badging here to give away its four-cylinder status. Fitted with the 1LE package, it looks as nasty as any V6 or V8 Camaro and youll probably take them in the
Origin: Car Review: 2019 Chevrolet Camaro 2.0T 1LE
2019
Motorcycle Review: 2019 Kawasaki W800 Street
2019 Kawasaki W800 StreetJacob Black / Driving Kawasaki has jumped on the retro-bike bandwagon with a fervour. Its almost like they spent actual time and energy analyzing emerging trends and used the results to make actual money. Well, motorcycles that make money, at least.Hipster chic? Check. New-rider friendly? Check. The 2019 Kawasaki W800 Street looks every bit the bike that Rosie the Riveter would have ridden to work, and that, in this particular era of our sport, is a very positive thing.At $9,999 before tax, the 2019 Kawasaki W800 Street is accessible and I dont mean only in price point. The banana handlebars and mid-mount pegs, coupled with the low(ish) 770-millimetre seat make for authentic vintage styling but more importantly, excellent ergonomics. The comfortable riding position and wide bars help make the 220-kilogram chassis shrink in heft and presence. The assist and slipper clutch tames the five-speed gearbox, and the 773-cc parallel twin is civll no matter where you are in the wide powerband.Thats not to say its equally smooth all the way through. Its not. Above 6,500 rpm, the W800s big twin is buzzy, and it lugs below 4,000. Some folk seem to enjoy this chug-a-lug at low revs personality; I suppose, for them, its a reminder of a simpler time. Between 4,000 and 6,500 rpm though, the W800 powerplant is positively silken. Theres a pleasing sense of presence and adequate speed, all coupled with the whistle of its fairly unique bevel gear cam drive (think early Ducati supersports here). Throttle off quickly and you get a dull burble in the traditional pea-shooter tail pipes. Not the raucous, sporty crackle of new bikes, its more the Hey, is this thing fueled? right of an old carbureted British twin. Kawasaki has hidden its EFI system not just aesthetically, but in spirit as well.Theres a caf racer version of the W800, but the higher-handlebarred Street is the better aesthetic fit. And if style and fashion matters to you, exclusivity probably does as well, so itll probably be appreciated that you cant get the Street version in the U.S. Plus one for us, eh?The bird-cage heel protector ties well visually into the side stand, which frustrated me as I consistently used the wrong piece of metal to try and lower the stand. Owners will get past this issue quickly, but as a temporary rider, I found it annoying. The twin analogue gauges are easy to read and operate, but even the Z125 has a fuel gauge and the W800 deserves/needs one too.The bevel-gear cam drive is set off in chrome on the side of the engine, and its this detail, more than any other, that really drags the W800 firmly into nostalgia land. The rubber fork gaters contribute, and help disguise the 41-millimetre conventional forks, their beefy size which helps handling a bit much for a supposed retro. The twin rear shocks are also an appropriate aesthetic choice and come with adjustable preload I wish Id adjusted a click or two. On bad roads, the rear suspension of the new, firmer, and stiffer cradle chassis was a little too hard. The 18-inch bias-ply tires left little to the imagination, and on uneven roads took a little getting use to. They conduct every imperfection to the handlebars with high fidelity.That firmness betrays the modernity of this bike, but so do the mirrors, albeit in a more positive way. The mirrors remain crystal clear and effective at all speeds, never vibrating or blurry. Whoever damped these mirror stems needs a raise.A single front disc is period appropriate, though at 320 millimetres, its happily larger than the original W bikes would have carried. The 270-millimetre disc at the back would have been a pretty soggy drum back in the day; sometimes, authenticity is best left in the parts bin. These brakes are worthy of the street, with decent feel and acceptable power. ABS is standard too. Will you outbrake anyone? No. Thats not what the bike is for. Indeed, thats another attribute in the pro column for the unassuming Street especially compared with the caf racer version. It has no pretentions to modern sportiness. Its just good at what its supposed to do.Which is be a retro bike that feels like a retro bike while remaining enjoyable and more importantly easy to ride. You can get retro in a lot of places Triumph, in particular, specializes in the breed but I think Kawasaki has done a better job of matching aesthetics to spirit and authenticity. The W800 adopts modern touches where they make a difference and keeps true to the old school where it
Origin: Motorcycle Review: 2019 Kawasaki W800 Street
First drive: 2019 Mini Electric driven on track
The Mini Electric is the launching point of a bold new era for the venerable British brand – but the first impression you get from driving one is reassuringly familiar. Perhaps the biggest compliment you can pay Mini’s first series production electric car is that it drives and handles exactly as you’d expect a Mini to, regardless of powertrain. Which, of course, is no bad thing, because the classic Mini characteristics – sharp steering, rapid direction changes, nimble handling – represent both a formula that works, and exactly the sort of characteristics you’d want from an electric city car. Much like when BMW first revived the brand with the hatch in 2000, the aim for the British-built Mini Electric (known as the Mini Cooper S E outside the UK) is to wrap up a progressive modern design with nostalgic-tinged appeal. And a brief run in a production version on the Brooklyn Street Circuit that hosted the recent ABB Formula E Championship New York ePrix suggests that goal has been achieved. What is the Mini Electric like? Like any other Mini three-door hatch, when you first set eyes on it. That’s aside from a few visual touches, mostly based around the front grille and a handful of small badges – and the obvious lack of engine noise when you hit the start button. Which is probably a good thing, since it’s a proven, popular design, and there’d be little point in having an electric Mini that didn’t really look like a Mini. It’s a notably different tack from the designed-to-be-different BMW i3, which the Mini takes much of its powertrain from. The production interior is highly familiar as well, using the retro-fused dash layout as the petrol-powered Mini hatch. So there are big, round driver info display and infotainment screens, with plenty of old-school toggles and physical switches, including the classic start/stop switch in the middle of the dashboard. It contrasts sharply with the minimalist, touchscreen-dominated interiors of many electric cars currently being developed, but the links to the current petrol-powered Mini – and, in turn, back to Alec Issigonis’s original creation – work well. There are some minor differences, if you look hard enough. The most notable is the replacement of the manual handbrake with an electronic one for the first time, to match the gear-free electric powertrain. There is also a mode that sets the level of energy the car recaptures under braking, which the digital display gets new screens showing energy usage, power levels and so on. Under the retro skin, the Mini Electric borrows much of its powertrain from the BMW i3, with a 32.6kWh T-shaped battery powering a 181bhp and 199lb ft motor. Unlike the i3, power is sent to the front wheels only, resulting in a -062mph sprint of 7.3 secs, and a top speed of 93mph. The battery size gives a WLTP-certified range of 124-144 miles, which is around the same as the forthcoming Honda E, but less than rivals such as the Peugeot e-208 and Vauxhall Corsa-e will offer. What’s the Mini Electric like to drive? We were among the first journalists to drive a production-spec Mini Electric, albeit for a brief run around the 1.475-mile Formula E Brooklyn Street Circuit at limited speed. That said, it was enough to confirm initial impressions from our previous run in a prototype: that electric propulsion suits a Mini very well. The instant torque offered by an electric motor makes for rapid progress at all speeds, while BMW’s new ARB traction control system ensures that delivery is kept smooth. With its capability to make rapid progress, it definitely has an air of Mini Cooper S about it. The steering is also pleasing direct, the machine responding well to rapid direction changes and betraying little signs of the extra weight of the batteries contained low down in the car. It rides well, too, soaking up the many bumps and rough surfaces that feature on a street circuit laid out on the ageing roads of the Brooklyn Cruise Terminal. It didn’t feel quite as direct or nimble as the smaller Honda E did from our brief time in a prototype version of that car, although the Mini Electric is bigger and more practical, and could perhaps prove more versatile beyond tight city streets. The three drive modes – Standard, Mid and Sport – carried over from the regular Mini adjust the performance as you’d expect, although it will take a longer run to really explore the differences in all conditions. The Mini Electric also offers adjustable levels of energy recapture under braking, as with many electric cars. In the higher setting it’s possible to drive the machine largely without touching the brake pedal, the recapture quickly slowing the car enough for all but the tightest turns. Again, it’s a driving style that is well-suited to the characteristics that have long underpinned the Mini brand. Is the Mini Electric worth considering? It will take a longer run on real-word roads to truly judge the Mini Electric, but what’s clear is that everything customers
Origin: First drive: 2019 Mini Electric driven on track
Canada’s 5 best-selling auto brands in the first half of 2019
Canadian auto sales volume remained high by historical standards in the first half of 2019. Yet compared to more recent results, the industry decline that began in March 2018 continued unabated in each of 2019s first six months.Year-over-year, auto sales volume tumbled by nearly 60,000 units in the first half of the year, according to Desrosiers Automotive Reports. That 5-per-cent drop produced a four-year low in combined first and second quarter sales.There are two ways to view the markets 2019 decline. First, passenger cars are, for the most part, the culprit. While SUV/crossover popularity expands, the car sectors loss of market share is staggering; down 3 percentage points to 27 per cent in the span of just the last year, and down by nearly half over the last decade.The second perspective requires, incidentally, a look at the automakers presumed to be least affected by a car decline: Detroits homegrown brands. Combined, the traditional three domestic manufacturers combined for a 9-per-cent drop in first-half sales, a decrease valued at nearly 47,000 sales. The cause? In part, its the pickup trucks that power the Detroit marques. Full-size pickups arent matching the otherworldly pace generated back when the industry exited the last great recession with a boom.Nevertheless, a truck-heavy brand remains Canadas most popular auto brand in 2019, and Japanese brands that dominate whats left of the passenger car market position themselves high in the rankings, as well.These are Canadas 5 best-selling auto brands in the first half of 2019.5. Nissan: 65,959, down 7 per centWith Hyundai hot on Nissans heels thanks to the huge success of the Kona subcompact crossover, its Nissans Kona competitor the Qashqai thats allowing Nissan to maintain its position in the upper echelon. Qashqai volume is up 10 percent in 2019 with 10,294 sales year-to-date, its Nissans No. 2 seller while sales of 14 other Nissan nameplates are in decline. That includes every member of Nissans car lineup, which is collectively down by a third, year-over-year.4. Chevrolet: 74,868, down 18 per centAs the Cruze and Sonic disappear, one would hope that Chevrolets lacklustre car effort would be offset by traditionally strong pickup truck sales and rising utility vehicle volume. Yet compared with the first-half of 2018, Chevrolets pickups even with a new Silverado on the market are down 9 per cent. (Combined, the new Silverado and its corporate GMC Sierra twin have lost more than 5,000 sales already this year.) Meanwhile, Chevrolets SUV/crossover performance has been a let-down this year. The Equinox, Suburban, Traverse, and Trax are all in decline.3. Honda: 87,298, down 4 per centHonda is by no means late to the SUV party, nor does the brand enter the crossover gun fight with a dull knife. The CR-V is hugely popular in fact, its consistently one of Canadas two top-selling utility vehicles. But CR-V sales are slowing of late as a new RAV4 exerts control. Plus the once subcompact-segment-dominating HR-V is now distinctly less popular than rivals from Hyundai and Nissan.Then theres Hondas insistence on a distinctly premium price point for the Passport, which will keep the newest Hondas volume low. These shortcomings become more noticeable when the Civic, Canadas most popular car in 21 consecutive years and Hondas top seller, suffers a 9-per-cent decrease during a period in which the brands utility vehicles cant make up the difference.2. Toyota: 108,047, up 3 per centRare among auto brands in 2019, Toyota volume is on the rise. In fact, Toyotas current pace could result in record calendar year performance for the brand. It helps that Toyotas car sales arent falling, but rather are slightly-better-than-flat so far this year. And it also helps that, while numerous Toyota utilities and both Toyota pickup lines report decreased volume in 2019, an all-new RAV4 is absolutely tearing up the sales charts.After a record sales year in 2018 (which succeeded record years in each of the previous six years) RAV4 volume is up a staggering 20 per cent so far this year. With 31,933 sales already in 2019, its Toyotas top-seller; accounting for three out of every 10 Toyotas sold in Canada.1. Ford: 155,570, down 3 per centLet there be no doubt: with 74,905 sales so far this year, Fords F-Series truck lineup is of paramount importance to the Blue Oval. Virtually half of the buyers who walk into a Ford showroom drive away in an F-150 or Super Duty truck. But the F-Series, on its own, isnt going to instantly cancel out a shrinking car lineup thats down by more than a fifth this year. Nor is the F-Series able to overcome a transitioning SUV/crossover lineup that reported nearly 4,000 fewer sales in the first half of 2019 than in the same period one year
Origin: Canada’s 5 best-selling auto brands in the first half of 2019
Canada’s 5 best-selling vehicles in the first half of 2019
2018 Honda Civic Si SedanHandout / Hyundai Pickups arent selling at the scarcely believable rate of recent years, but 2019s list of best-selling vehicles continues to be dominated by full-size trucks.Through the first half of 2019, pickup trucks are by no means the only category of vehicle failing to match last years pace. After five consecutive years of record auto sales in Canada, 2018 volume dipped, with a total 10 consecutive months of decline.In 2019, the year began the same way, and after six consecutive months of decreased volume, much of the blame lies at the feet or the tires of passenger cars.Rewind to 2009 and passenger cars accounted for slightly more than half of all new vehicle sales in Canada. The sectors market share has collapsed to barely more than a quarter. In fact, compared with the first half of 2018, passenger car market share is down by three percentage points. The traditionally dominant category now produces roughly one in every four new vehicle sales.Canadas most popular passenger car still holds a firm grip on the No.1 position in the category. A safe bet puts the top car, which is Canadas No.3 vehicle overall, on top of the sales charts for a 22nd consecutive year.Streaks are common among the top sellers. Canadas top-selling line of vehicles will almost certainly end 2019 as the No. 1 vehicle for an 11th consecutive year. Canadas top-selling utility vehicle, meanwhile, appears ever more destined to top that category for a fourth consecutive year.The list of Canadas five best-selling vehicles through the first half of 2019 says a lot about the entire market. For one thing, the quintet accounts for so much of the Canadian markets new vehicle demand 22 percent of it. But it also reflects the popularity of Canadian-made products, a distinct appetite for change, and an obvious predilection for that which is most well-known.With figures from the manufacturers, these are Canadas five most popular vehicles.5. Honda CR-V: 27,581, down 2 percentNot since 2009 has Honda Canada reported anything but CR-V sales improvement. But after a sharp June slowdown in which CR-V volume tumbled 19 percent, CR-V sales are actually down, albeit only slightly, through the first half of 2019.With the fifth-generation CR-V in its third model year and its main rival hot off the press, Honda is under pressure to maintain market share with its No. 2 seller. Its evidently not an easy task, particularly with availability a persistent challenge.4. Toyota RAV4: 31,933, up 20 percentGiven the fact the now-departed fourth-generation Toyota RAV4 probably wasnt Toyotas best effort, that it was rather outdated by the date of departure, and that it still sold progressively more often year after year after year, should we be surprised that a new RAV4 fares even better?Thoroughly revamped and wholeheartedly restyled, the Canadian-built Toyota RAV4 is pulling away from the (also Canadian-built) Honda CR-V in the race to end 2019 as Canadas top-selling utility vehicle. Its a title the RAV4 stole from the Ford Escape in 2016.3. Honda Civic: 32,398, down 9 percentOn track for an eight-year Canadian sales low, the Honda Civics control over the car market nevertheless remains as strong as ever. The Canadian-built Civics 32,398 sales in 2019s first half translates to a staggering 12 percent of all car sales in Canada, on par with a year ago, as the Civics rate of decline matches the overall passenger car sectors slide.The Civics first-half output is greater than what all but a couple of cars will manage by years end. It outsells its nearest rival, the Toyota Corolla, by a 32-percent margin.2. Ram P/U: 46,715, down 4 percentIts not an ideal scenario, the decreased volume produced by Fiat Chryslers top-selling product. Thats particularly true when you consider the newness of the fifth-generation Ram. Moreover, 2019s first-half decline follows a 2018 in which Ram truck sales tumbled 14 percent.Fortunately for FCA, the current pace still puts the Ram on track for an easy No. 2 finish and, quite likely, the lineups sixth-best year on record. It could be much worse. A decade ago, only 31,000 Rams were sold in Canada.1. Ford F-Series: 74,905, up 4 percentThough still some ways off Ford Canadas record 2017 pace, the Ford F-Series ever-present ability for drumming up vast quantities of sales across the country, across a vast price spectrum, and across demographics is a sight to behold.A full eight percent of all vehicles sold in Canada are F-Series pickups. Nearly half of the vehicles sold at Canadas top-selling brand are F-Series pickups, too. Full-size pickup truck demand has slowed somewhat, which serves to shine an even brighter light on 2019s rising F-Series
Origin: Canada’s 5 best-selling vehicles in the first half of 2019
Goodwood Festival of Speed 2019: show report and gallery
They said it would be different for 2019, and it was. Since the Goodwood Festival of Speed began its relentless climb 26 years ago towards today’s status as Europe’s — possibly the world’s — greatest motoring and motorsport festival, this event has faced many calls to keep new interest coming without damaging a much-loved formula – to refresh as well as reassure. The Duke of Richmond and his henchmen usually manage it; this year, they managed it big-time. The major addition was a big arena where the Cathedral Paddock used to be, a new venue for all manner of drifting demos, motorcycle action and stunt driving. The noise and crowds made it obvious that this was an important element the festival had previously lacked – and the spectacular, unruly and deafening appearance of drift cars on the main track, several times a day, advertised their presence. The main track action – from rumbling antiques to tyre-smoking racers, from rally cars to new(ish)-spec Formula 1 cars – was more or less non-stop, including on a streaming wet Sunday morning and early afternoon. Goodwood doesn’t stop for anyone. All the stalwart attractions were there, but there was expansion and improvement for most, such as the First Glance Paddock, whose roll-call of new models has become as important as that of the Supercar Paddock, and an improved, expanded Future Lab to show off our connected, electrified future, much of it being designed in the UK. However, it was the extraordinary roll-call of new car models that really took centre stage this year. Aston Martin had pride of place as the event’s headline sponsor, feted via a typically gigantic Gerry Judah central sculpture that hefted a DBR1 60ft into the air to commemorate the marque’s Goodwood race debut 70 years ago. The place was practically poulticed with new Astons — the Rapide AMR, the electric Rapide E, numerous Zagato variants and, best of all, the mighty £250,000 DBS Superleggera Volante. Other supercar brands were everywhere, Ferrari very prominent with the P80/C track special. Other debuts ideal for the Goodwood scene were Radical’s new road-going Rapture and the rare, harder-core BAC Mono R. Mercedes-AMG had a new, 415bhp A45, Mini was there with its new British-built electric car and Ford had the Puma compact crossover (in which it’s investing much hope) plus the very surprising Ranger Raptor pick-up truck. Mark Webber appeared on the hill in a lightly disguised Porsche Taycan and Honda demonstrated its tiny e prototype at the other end of the electric scale. But carrying the EV gauntlet was the astounding Volkswagen ID R, which broke the hillclimb record that had stood for two decades in near-silence. Of course, there were plenty of anniversaries beyond Aston Martin’s. Goodwood honoured the career of Michael Schumacher by running several of his most successful F1 single-seaters on the hill – and producing team leaders of the time, Jean Todt and Luca di Montezemolo, to lend gravitas. Jackie Stewart’s career was also celebrated, with the champion driving several championship-winning single-seaters himself and watching while others were paraded. A fleet of Pagani Zondas and Huayras was on hand, because it’s now 20 years since the first. And Citroën drew attention to its centenary with the very different, very Citroën 19_19 concept for a comfortable electric touring car. There was much, much more. More stuff than ever that was spectacular and new. Under the circumstances, it was next-to-impossible to choose a star of this remarkable British motor show (which is what it has become), but maybe the new De Tomaso company, now under Hong Kong ownership, aced it with the magnificent-looking P72. For sheer old-school beauty, the De Tomaso stood out from a packed field simply because of a wonderfully balanced, beautifully curvaceous shape considerably at odds with a surrounding field of supercar shapes that seemed chiseled and brutal. It all served to prove, as so many things did over this extraordinary weekend, that cars are still loveable, amazing and awe-inspiring in every form imaginable. If the Goodwood Festival of Speed has one abiding mantra that has so far lasted 26 years, this is it. All our posts and social highlights can be found on the Autocar Twitter, Facebook and Instagram feeds, where we’ve kept all three updated throughout the weekend. All the cars revealed at Goodwood 2019 One of the biggest reasons so many people come to Goodwood every year? The huge list of new models on show, either on static display or being driven flat out up the hillclimb. Here’s a list of everything revealed so far, as well as what’s due to make an appearance across the weekend: Airspeeder flying car Developed by Australian start-up Alauda Racing, the Airspeeder is a vision of what the world’s first flying car race series could look like. The Mk. II Speeder is performing its first public display flights at the Goodwood Aerodrome, while the company’s new
Origin: Goodwood Festival of Speed 2019: show report and gallery
Car Review: 2019 Mazda MX-5 Miata
2019 Mazda MX-5 MiataNick Tragianis / Driving OVERVIEW A plucky and playful roadster that stands the test of time PROSZippy engine, impeccable chassis, power upgrade doesnt ruin the Miatas spirit CONSTight interior, becomes expensive once you start climbing the trim level ladder VALUE FOR MONEYGood WHAT TO CHANGE?Absolutely nothing HOW TO SPEC IT?GS-P with Sport Package As far as budget-friendly sports cars go, its tough to beat the Mazda MX-5 Miata especially in its current flavour. Where the previous MX-5, known as the NC in Miata-speak, was larger and slightly pudgier than its predecessors, the current-generation ND is a return to form. Smaller, sure, but also lighter. More technology, sure, but still pure. Less powerful, sure, but still incredibly zippy.Wait. Scratch that last one. When the ND first launched in North America for 2016, there was a glaring horsepower difference between itself and its predecessor. The new engine, a normally aspirated 2.0-litre SkyActiv four-cylinder, pumped out 155 horsepower and 148 lb.-ft. of torque. Sure, it had a bit of extra torque, but ultimately, it fell short to the NCs 167 horses. Of course, this is all like trying to figure out which of The Three Stooges was the smartest, but that aint happening because the Miata was never about horsepower. Although a V6-powered Toyota Sienna could dust you at a stoplight, the Miata could do plenty with 155, without ever feeling sluggish. But apparently, Mazda didnt feel this way. Apparently, Mazda felt the Miata needed more horsepower. So, here we are in 2019 the 2.0L four-cylinder remains, but it now pumps out 181 horsepower a very healthy bump of 26 ponies. Its actually quite clever, the way Mazda found this extra power: Lighter pistons and connecting rods, plus revisions to the intake, crankshaft, flywheel, fuel injectors and exhaust, to name just a handful of the tweaks and all without resorting to any sort of forced induction. Admittedly, torque doesnt change much; you now have 151 lb.-ft. at your disposal, versus 148 in the few years prior.Mazdas stubborn nerdiness is admirable, really. It couldve taken the easy way out by slapping a turbocharger onto the 2.0L engine, or shoehorning the boosted 2.5 from the CX-5, CX-9, Mazda6, etc., into the Miatas engine bay. But no, Mazda just had to add more power without losing any of the magic that makes the Miata so special, and most importantly, without diluting the car in the process. This last bit is key the Fiat 124 is, for all intents and purposes, a turbocharged Miata. Turbo lag can be fun, but forced induction dulls this car, regardless of the badges it wears.Taken individually, the upgrades dont seem like much, but the overall package is more than the sum of its parts. You legitimately feel the Miatas newfound urgency; you still wont win a stoplight drag race with a V6 Sienna, but 181 horsepower is absolutely perfect for the Miata. Its punchier and pulls harder, particularly through the midrange, and as responsive (and light on its feet) as its ever been. There are a couple of pleasant side-effects, too, aside from the obvious: The redline is now 7,000 rpm, and the exhaust note is a little deeper. Even fuel economy is impressive after about 340 miles (roughly 550 kilometres) of hard driving, the trip computer settled at about 30 mpg, or 7.8 L/100 kilometres. On a tight, serpentine road, the Miata is more of the same, but better. Pulling itself out of corners with ease, the tight steering informs you exactly whats going on beneath the wheels. Get back on the gas too quickly and the tail wags ever so slightly, but its incredibly easy to bring it back into line. The brake pedal is firm, building up your confidence to go faster, brake harder, and steer later. Its reflexes feel like a Hot Wheels toy car, come to life. The six-speed manual shifter is crisp and precise, and smoothly clicks into each gear with oh, yeah. About that.Perhaps as some sort of cruel joke, this particular tester was fitted with a six-speed automatic transmission. An enthusiasts nightmare? Definitely. Sacrilegious? Debatable. In Canada, about 40 per cent of Miata buyers spring for the automatic. Are they onto something? Well, it certainly eliminates one of the more appealing aspects of the Miatas driving experience the manual transmission is no doubt a masterpiece but the automatic is smart, shifting smoothly and invisibly under normal driving, yet its responsive and eager to downshift when driving with gusto, keeping the engine in its sweet spot. The paddle shifters and Sport mode make up for some, but not all, of the lost driving pleasure. And even then, the six-speed automatic only makes the plucky little sports car more accessible, spreading driving joy and Jinba Ittai the horse and rider as one philosophy, as it were to the masses. You just cant argue with that, especially as we teeter on the cusp of electrification and autonomy.Inside, the
Origin: Car Review: 2019 Mazda MX-5 Miata
Goodwood Festival of Speed 2019: Live updates and pictures
Welcome to Autocar’s extensive coverage of the 2019 Goodwood Festival of Speed. One of the UK’s most hotly anticipated motoring events opens its doors today, with hundreds of thousands of spectators expected to arrive over the weekend. The covers have started coming off all manner of supercars, classic metal and upcoming new releases, and we’re here throughout the weekend to bring you all the announcements. Be sure to follow along here, and on the Autocar Twitter, Facebook and Instagram to get a first look at some of the industry’s most important and exciting new cars. This year’s event has seen some changes to the Festival layout, with the Supercar paddock relocated to make room for the Arena, a new showcase of the extreme end of motorsport: think stunt driving, drift cars and daring motorcycle displays, with some of the biggest stars of each discipline set to appear. The Goodwood Central Feature, an always impressive monument, is this year dedicated to Aston Martin, in honour of the 70th anniversary of the brand winning its first race at Goodwood. Some of the world’s rarest, most valuable and most exciting Astons are on display to mark the occasion. This year’s event is also celebrating the career of seven-time F1 champion Michael Schumacher, with team-mates, former rivals and a collection of his most iconic Formula 1 cars coming together in one place. Watch the Goodwood live stream If you aren’t able to make it to the Festival of Speed in person, don’t worry: Goodwood will be streaming all the action, so you don’t have to miss a thing. Every burnout, every drift, every attempt to smash the hill climb record – it will all be broadcast live. You can watch it all right here: All the cars revealed at Goodwood 2019 One of the biggest reasons so many people come to Goodwood every year? The huge list of new models on show, either on static display or being driven flat out up the hillclimb. Here’s a list of everything revealed so far, as well as what’s due to make an appearance across the weekend: Airspeeder flying car Developed by Australian start-up Alauda Racing, the Airspeeder is a vision of what the world’s first flying car race series could look like. The Mk. II Speeder will perform its first public display at the Goodwood Aerodrome, while the company’s new Airspeeder Mk. IV, the world’s first piloted octocopter, will appear at the festival as a vision of the world’s first flying sports car. Alfa Romeo is celebrating its return to Formula 1 with two special-edition variants of the Giulia and Stelvio Quadrifoglio. The limited-run ‘Alfa Romeo Racing’ versions of the performance saloon and SUV gain a red and white livery and come with the brand’s Sparco carbonfibre-shell bucket seats fitted as standard. The 503bhp 2.9-litre V6 remains the same, however. Aston’s presence at Goodwood 2019 will be bigger than ever, as the brand celebrates the 50th anniversary of its fabled 1959 Le Mans victory with an extensive display of its most revered models. The new DBS Superleggera Volante will head up Aston’s collection, and will make its dynamic debut on the hillclimb. Revealed in May, the £250,000 model features a 715bhp 5.2-litre V12, with Aston claiming a “sensory overload” thanks to the electric folding soft-top. Also on display will be the recently launched hardcore Rapide AMR, and its seven-speed manual gearbox stablemate, the Vantage AMR. The firm’s new Rapide E will put its 602bhp all-electric powertrain to the test on the hill, before we get our first chance to hear the upcoming DBX SUV driven in anger. Making its UK debut is the newly completed DB4 GT Zagato Continuation (fresh from its first public appearance at Le Mans last month), which will sit alongside the Vulcan AMR Pro, Aston’s current World Endurane Racing Vantage GTE, and a selection of Vanquish Zagatos. It’s been eight years since Cheshire-based Briggs Automotive Company (BAC) first launched the Mono single-seater. Now, at long last, the company is turning up the wick with a new version heading to Goodwood. It’s set to be unveiled on the Thursday, with preview images showing that it doesn’t look dramatically different but sports a newly modified engine to make it faster. We’ll learn more about it at the show. Bentley revealed the new Flying Spur late last month, and it’ll be shown in static and dynamic form at Goodwood. The luxury four-door is taking aim at the Mercedes-Maybach S-Class and Rolls-Royce Ghost. Based on the platform of the Continental GT, it is the first Bentley to feature all-wheel steering – while it promises to offer the firm’s most tech-laden cabin yet. Citroen is celebrating its centenary at the 2019 Festival of Speed. Alongside what’s expected to be a huge variety of iconic classics spanning its history, we will be seeing the UK debut of two concepts. The first is the Ami One, a quirky, budget two-seater that meets Europe’s quadricycle regulations and could be
Origin: Goodwood Festival of Speed 2019: Live updates and pictures
2019 Ford Ranger crushes IIHS crash tests, matches Toyota Tacoma
The 2019 Ford Ranger in IIHS crash testingIIHS The 2019 Ford Ranger crew cab recently passed all but one of the IIHS (Insurance Institute for Highway Safety) safety tests with flying colours, narrowly missing out on being crowned a Top Safety Pick. The redone midsize pickup earned a rating of “superior” for front crash prevention, and “good” for five evaluations including driver-side small overlap front, moderate overlap front, side, roof strength and head restraint. For the passenger-side small overlap front test, however, it earned an “acceptable” due to forces felt on the right lower leg of the dummy passenger, suggesting potential risk of injury. Here’s what that looks like (note the crowd watching from the back of the room).With these results, the Ranger SuperCrew still would have earned the Top Safety Pick if it weren’t for a “marginal” in the headlight category bringing it down—even an “acceptable” would’ve been enough. Alas, it was not meant to be this year. It was enough to bring the Ranger up alongside the segment safety leader, the Toyota Tacoma, though. Meanwhile, the midsize competition from Chevrolet and GMC – namely the Colorado and Canyon – scored “good” on all of the same five tests as the Ranger, but only “marginal” on the passenger-side small overlap front test. The two trucks’ headlights were ranked as “poor” and their front crash prevention system as
Origin: 2019 Ford Ranger crushes IIHS crash tests, matches Toyota Tacoma
SUV Review: 2019 Infiniti QX60
2019 Infiniti XC60Jonathan Yarkony OVERVIEW Caspable, practical luxury seven-seater PROSExcellent practicality with an agreeable design CONSOutdated infotainment system in a plain-looking cabin VALUE FOR MONEYGood value for a luxury crossover WHAT TO CHANGE?Refresh the interior and come up with a new infotainment system HOW TO SPEC IT?Essential Package with ProPilot Assist Not every car has to be revolutionary or groundbreaking to be successful. In fact, quite the opposite success in the automotive market is often a careful curation of proven technologies and conformist packaging. Now, marketing campaigns will make every ho-hum crossover sound like its the first of its kind to land on the moon, and there might be a clever new feature here or another evolution in tech there, but often as not, buyers are skipping the trims that have every latest gizmo, doodad and the biggest wheels.To be successful, you have to get the basics right, and look good doing it, too (well, usually). The 2019 Infiniti QX60 is six years into its product cycle, three years removed from its most recent refresh, and no doubt due for replacement, but its experiencing resurgent sales and has been Infinitis best seller since its first full year in 2013. Not only is it a hit in Infiniti showrooms, its sales are creeping right up to the Nissan Pathfinder on which it is based, and it has surged ahead of the Acura MDX, its closest rival as a luxury midsize seven-seater. In fact, you could say it is the best-selling luxury midsize seven-seater since only the Lexus RX and BMW X5 surpass its sales in the segment, and those are only seven-seaters when optioned accordingly.And of all the things it does, being a seven-seater is probably the thing it does best. One of my favourite, underappreciated features in the minivan-substitute three-row crossover segment is smart second row seats that slide well out of the way for easy access to the third row. Combined with reasonable headroom and seats that arent flat on the floor (I’m looking at you, Lexus RX 350L), it makes all the difference between a usable third row and emergency-only torture zone. The Infiniti QX60 nails it. The second-row seat bottom folds in on itself and slides forward for a wide (though somewhat high) step-through and there is adult-sized headroom with limited legroom once you get back there. The third row isnt exactly lounge-like, but this is a midsize crossover, not a full-size SUV or a minivan, so its appropriate for the size and, most importantly, useful on a regular basis for more than just small kids. Complementing the easily accessible three rows of seating, the cargo space is at minimum 450 L with additional hidden storage under the floor, then more than doubles to 1,140 L when you drop the third row, and a maximum of 2,146 L with all seats folded. Not only is the big Infiniti spacious, but both rows of seats split and fold so you can fold down just one side of both rows for a very long cargo space and still have room for a few passengers in the back.The cargo capacity doesnt end with the trunk, as the QX60 also tows up to 5,000 lbs and meets the needs of cabin storage with cupholders, door pockets with room for bottles, a tray for your phone conveniently close to charging (though no wireless charging or onboard WiFi), plus a glovebox and a centre console cubby under the armrest for stashing odds and ends. Aside from the ample storage, the QX60 as-equipped would make an excellent road trip companion, topping off the long equipment list with the theatre package that add headrest-mounted monitors, wireless headphones and remote, and 120V power and HDMI port to connect game consoles or other devices. Face it, singing 99 bottles of beer on the wall just wont hold kids attention for very long these days. With everybody and all their crap easily packed in, the QX60 is ready to bore you with its completely serene, forgettable driving experience. The drivers seat is supportive and well-padded so it wont make you uncomfortable, the shifter is traditional and within easy reach, so it takes no conscious thought to shift it into reverse and drive and get going. Behind the scenes, a 3.5-litre V6 is matched with standard all-wheel drive, and power is fed through a continuously variable transmission that is designed to imitate a geared automatic transmission, so it feels much like any other average car or utility vehicle youve been driving for the past couple decades, only smoother. The engine yields 295 horsepower and 270 lb.-ft. of torque, and although it weighs over 2,000 kilos, it gets going with a pleasing, progressive acceleration to the muted soundtrack of a V6 behind a great deal of sound deadening.The CVT does its best to make the most of the premium fuel thats recommended, rated at 12.5 litres per 100 kilometres in city driving and 9.0 on the highway. In our week of a suburban mix of driving, it landed at 12.6, which not
Origin: SUV Review: 2019 Infiniti QX60
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