2020 Subaru Impreza Hatchback Sport-Tech with EyeSightJil McIntosh LAFAYETTE, Ind. Having redesigned the Impreza into its fifth generation for 2017, Subaru kept the updates to the 2020 version simple its a mild enough refresh that you might miss some of the changes.Theres an updated front bumper and Legacy-style grille, revised taillights for the hatchback, and all but the base trim level get LED fog lamps. All get automatic door locks, a rear seat reminder system, and easier-to-access USB ports. All trim levels with a CVT now get EyeSight, Subarus camera-based suite of active safety features, as well as Subarus SI-Drive throttle mapping system for a sportier drive. Most notable from behind the wheel are tweaks to the springs and dampers for a more comfortable ride, and better steering feel. All models still use Subarus 2.0-litre four-cylinder Boxer engine, meaning the pistons lie flat on either side of the crankshaft, rather than upright as in most four-cylinders. Its rated at 152 horsepower and 145 lb.-ft. of torque. Transmission choices are a five-speed manual or the aforementioned CVT.All-wheel-drive is standard, of course. Subaru calls it symmetrical, which actually refers to the drivelines mirror-image layout on either side of the cars axis, rather than the amount of torque sent to each wheel. Imprezas with the manual transmission splits power 50/50 between the front and rear, while CVT-equipped cars send a bit more to the front. While many AWD competitors run only the front wheels under most driving conditions and send power to the rear only when needed, Subarus system constantly powers both axles.With the manual, the Impreza sedan starts at $19,995 and the hatchback at $21,995. For the CVT, its $20,995 and $22,995, respectively, which includes the EyeSight system. Apparently, adapting some of its functions to a manual transmission is a complex operation, and so few people buy the stick that the company has held off on the investment needed. I drove the top-line Sport-tech with EyeSight, which comes only with a CVT the sedan version is $30,795, while my hatchback tester was $31,695. Getting AWD and the technology for the price is the big deal here, because the little engine is tepid on acceleration; its also noisy, and the CVT often drones. Many automakers have done a superb job of making CVTs smooth and quiet, but the Imprezas seems rather dated. And the addition of SI-Drive doesnt really help much; it just keeps the engine revs higher, and adds more noise than power. Get past all that, though, and the Impreza is a fine little driver. It handles very well, the ride is bigger-car comfortable, and the brakes are quick and confident.I like the simplicity of the interior, with its large dials, physical buttons to access the infotainment system, and not to mention, the simple touchscreen. It can actually look a little too downscale in the top-of-the-line Sport-Tech, where youre topping $31,000. But on the other hand, you do also get leather seats, a heated steering wheel, a premium sound system, and dual-zone climate control. EyeSight includes adaptive cruise control, lane-keeping assist, emergency front braking, and an alert if the vehicle ahead of you at the light starts moving but please dont use it as an excuse to check your phone. Because the EyeSight cameras only look ahead, it doesnt include blind-spot monitoring, which comes only on the Sport and Sport-tech trim levels. The verdict overall? The Impreza may be leisurely off the line, but it hands back a smooth ride and great handling, along with an excellent all-wheel system. And even if the interior seems a bit stark, its very comfortable and everythings easy to use. Even if youre looking at a crossover or small SUV, its worth your while to give this hatchback a
Origin: Quick Spin: 2020 Subaru Impreza
2020
New 2020 McLaren Speedtail hits 250mph in final tests
The new McLaren Speedtail has concluded its final testing phase with a series of 250mph runs at the Kennedy Space Centre in Florida. A development prototype, named XP2, was taken to its top speed more than 30 times on the Johnny Bohmer Proving Ground’s three-mile runway, confirming its status as the fastest car McLaren has yet built. That title was originally held by the firm’s iconic F1 hypercar, which achieved a 231mph top speed following its launch in 1994. McLaren’s chief test driver Kenny Brack was at the wheel of XP2 for the high-speed runs, which followed previous tests at locations including Idiada in Spain and Papenburg in Germany. The company calls the £1.75m Speedtail “a showcase for the brand’s expertise in lightweight engineering”, and notes that it is more aerodynamically efficient than any of its previous models. The hypercar is McLaren’s first series-production hybrid model since the 789bhp P1, and its first three-seater since the F1. At 5137mm long, it is also the longest production car to come out of Woking. McLaren CEO Mike Flewitt said: “The Speedtail is a truly extraordinary car that epitomises McLaren’s pioneering spirit and perfectly illustrates our determination to continue to set new benchmarks for supercar and hypercar performance.” At its unveiling in 2018, McLaren said the Speedtail will be a true driver’s car. It has been designed as a ‘hyper-GT’, and is said to balance “a mature, stiff ride with comfort and speed”. Exact details of the Speedtail’s 1055bhp petrol-electric powertrain remain under wraps, but McLaren claims the battery pack has a power density of 5.2kW/kg, giving it “the best power-to-weight ratio of any automotive high-voltage battery system”. With testing now complete, the Speedtail has now officially entered production at McLaren’s Woking factory, with deliveries of the 106 cars already sold set to begin in February
Origin: New 2020 McLaren Speedtail hits 250mph in final tests
Reader Review: 2020 Toyota Corolla Hybrid
Jeff Griffiths with the 2020 Toyota Corolla Hybrid in Calgary.Brendan Miller/Postmedia Toyotas 2020 Corolla is all new from top to bottom and front to back. Now in its 12th generation, the Corolla platform first launched way back in 1966. Since then, the car has been a perennial best-seller for Toyota with more than 45 million examples sold worldwide.While overall design of the compact sedan has been revised and driving dynamics have been improved thanks to Toyotas New Global Architecture (TNGA) underpinnings, the big news for 2020 is the fact that for the first time ever Toyota is offering the Corolla as a hybrid. Theyve taken the Hybrid Synergy Drive system from the Prius and placed it in the Corolla to give the model maximum fuel economy.So, does it live up to its miserly expectations?Calgary driver Jeff Griffiths says he spent $10.26 on gasoline for the week he spent driving the compact sedan. Which is, frankly, quite amazing, he explains of the money invested to add 325 kilometres to the odometer. In the Corolla Hybrid, a 1.8-litre four-cylinder internal combustion engine is paired with two motor/generators. Combined output of all three is 121 horsepower, and that power is put to the front wheels and ultimately to the road through a continuously variable transmission. Electrical power is stored in a nickel-metal hydride battery that lives under the rear seat and takes up very little real estate. Plus, the batterys location lowers the Corolla Hybrids centre of gravity, something the automaker claims helps to improve overall agility.Ive driven a Toyota before, Griffiths says, adding, Back in the Seventies, I had a Land Cruiser and it was indestructible. My opinion of the company is theyre one of the best automakers on the planet theyre all about quality.While certainly aware of the nameplate, Griffiths had never before driven a Corolla. Of his first impression of the 2020 Corolla Hybrid, he says the car was bigger than hed expected it would be.He adds, One of the most striking things about the car is the bucket nose on the front end, it certainly makes the car noticeable.Getting into the drivers seat, Griffiths was immediately impressed by the fit and finish. It feels like they cared when they put it together. Everythings soft that needs to be soft and there are no hard edges sticking out anywhere its very refined looking.With the door closed, it took Griffiths only a few moments to make a couple of small adjustments to the seat and mirrors. Ergonomically, he says, the car fit him nicely and the switchgear was all where hed expected it to be.Basically, I was just able to get in the car and drive, and thats a good thing in my opinion, he says. I didnt need a course to drive it, but it does take a few minutes to learn the various menus in the touchscreen and what they all do. When he was ready to roll, Griffiths hit the start button.And, nothing happened, he chuckles. The engine doesnt start, but everything lights up and the electronics take over. Thats a bit of a different feeling because thats all new to me Id never driven a hybrid or electric vehicle before.You hit the accelerator pedal and off you go. With very little road noise and no engine noise you at first feel like youre floating along.When you demand more power, the gas engine kicks in when it needs to. Its got all kinds of poop when you get the electric motors and the gasoline engine going, itll really get up and dance.For the most part, Griffiths kept the Corolla in the city. He commuted and ran errands, but he did get out on a country road to judge how well it would handle some curves.Its a confident, sure-footed car, he says. And the brakes were very efficient. When you lift off the throttle, thanks to the regenerative braking system, the car felt like it was being slowed by engine braking.While Griffiths says he experimented driving in different modes, including Eco and Sport, he couldnt feel too much difference, and wondered what part of the driving dynamic might have changed.He says the trunk has plenty of room and he didnt have any difficulty lifting objects in or out of the cargo space. The rear seat offers a 60/40 folding back and that further increases carrying capacity.His two adult sons, 5-feet 8-inches and 6-feet tall, each found room in the back seat and thought it comfortable for a short ride.The Corolla Hybrid, he thinks, would best suit someone using the car to commute on a daily basis or to have as a second vehicle. It was easy to drive, and offered worry free, fuss free, economical convenience.While I personally might not have found the car that exciting to drive, he says, It is really, really good at what it does. DRIVER’S JOURNALDay OnePicked up the car first thing in the morning. First impression: quiet. On the drive into downtown Calgary it was difficult to tell if the engine was running. Very smooth. Driving home in the evening; feels isolated theres very little feedback to the driver. It
Origin: Reader Review: 2020 Toyota Corolla Hybrid
First Drive: 2020 Nissan Titan
2020 Nissan Titan Platinum ReserveJil McIntosh PARK CITY, Utah Despite its name, the Nissan Titan has never actually been a titan in a segment dominated by the Detroit automakers. But with its 2020 makeover, its a contender.The good news is an engine re-tuned for more power (but read on for more on that), a new transmission, updated styling inside and out, and overall, its a truly decent driver. It also comes with a segment-exclusive five-year or 160,000-kilometre bumper-to-bumper warranty.The bad news? If you want anything other than a V8-powered Crew Cab 44 truck with a 5-foot-5 bed, look elsewhere. Nissan Canada has targeted our strongest buyer preference of four doors and four-wheel drive, and wont offer the King Cab or two-wheel-drive models as the U.S. will. The larger Titan XD, slotted between light- and heavy-duty and with a six-foot-five bed, also gets the new transmission and styling updates, but loses its optional 5.0-litre Cummins turbodiesel engine. As before, the Titans powered by a 5.6-litre V8 that, on the 2019 version, makes 390 horsepower and 394 lb.-ft. of torque. Nissans now advertising that the 2020 model makes 400 horses and 413 lb.-ft. of torque, the best in the segment for a V8 engine. Ah, but theres a catch the engines been retuned, but you only get those bigger numbers on premium-grade fuel. Pour in 87 octane, and you still get the old numbers, and thanks to the price difference at the pumps, Im guessing thats what most owners will experience.The new transmission has nine speeds instead of seven, and an improved final drive ratio provides more towing grunt. The extra gears should improve fuel economy; final figures arent out, but the 2019 model gets 13.4 L/100 kilometres. Maximum towing capacity is 9,350 pounds (4,241 kilograms), while payload tops out at 1,630 pounds (739 kilograms) for the Titan. On SV trims and up, a towing package that includes an integrated brake controller, extendable mirrors, and trailer hitch is standard. You can also check your trailers lights by yourself using the key fob.There will be four levels at launch early next year: S, SV (with available Convenience or Premium packages), off-road-ready PRO-4X, and Platinum Reserve. Prices are still secret, but for 2019, they range from $47,198 to $69,998. The basic truck is unchanged, and styling changes are mostly trim. The grille looks smoother, painted or chromed surfaces differentiate the levels, theres a wide band across the tailgate it hasnt quite grown on me and new lighting. The front lamps are twice as bright as before, but the redesigned taillamps include surprisingly tiny brake lights. The tailgate is damped, and theres an available bed step that flips out from the corner. Cargo management options include bed channels with cleats, spray-in bedliner, and storage boxes.The interior styling bears a basic resemblance to the outgoing model, but with more luxo-look materials, an available dual-panel sunroof, and a larger centre stack with a standard eight-inch or optional nine-inch infotainment screen. Apple CarPlay and Android Auto are standard, and the Titan gets its first Nissan Connect Services, including WiFi, over-the-air software updates, and traffic services.Nissan prides itself on zero-gravity seats, and so it should: These are extremely comfortable, and heated and cooled front seats, heated rear seats, and a heated steering wheel are available. The rear seat backs fold down, while the cushions fold up. In lieu of a flat floor, theres a fold-out floor panel thats more robust than the flimsy ones Ive seen on some other trucks. Every Titan gets Nissans Safety Shield 360 suite, which adds blind-spot monitoring, rear cross-traffic alert, front and rear emergency braking, lane departure warning, and automatic high-beam headlamps. But the big question is how it drives, and the answer is extremely well. The nine-speed shifts smoothly and never hunted for a gear, even when the route included very low speed limits up very steep hills. The Titan much bigger than it needs to be, just like every truck out there, but it doesnt feel like a behemoth on the road. The suspension is tight, it handles well and doesnt wallow around corners, and I particularly like that the hydraulic steering has just the right amount of weight and with good feedback to tell you whats happening under your wheels. Its also very quiet, thanks to laminated glass in the windshield and front windows. Should you want some noise, a premium Fender audio system is standard on the PRO-4X and Platinum Reserve.I took the PRO-4X on an off-road course and it did exactly what its supposed to do, traipsing effortlessly over rocks and ruts (alas, its been dry in Utah and there wasnt any mud for fun), thanks to Bilstein shocks, a locking rear differential, and hill descent control. I also towed a 6,000-pound horse trailer, and as with all trucks today, the Titan seldom seemed to notice it was there. So
Origin: First Drive: 2020 Nissan Titan
Volkswagen to launch 34 new models in 2020
Volkswagen will launch 34 new models globally in 2020, including the first two models in its electric ID range, alongside six other electrified vehicles. The company will launch the ID 3 in the summer, and Volkswagen says it will “soon be followed” by what the firm refers to as the ID Next. That is the mid-size SUV that was revealed in concept form as the ID Crozz, and is likely to use the ID 4 moniker when it reaches production. It is set to be offered in Europe, China and North America. The six other electric and hybrid models will include the new Golf GTE, which is due to go on sale shortly after regular versions of the family hatch hit showrooms in the spring. Volkswagen has yet to specify every model it will launch this year, but it says that the 34 machines will include 12 SUVs, which has been a key reason for the firm’s success in recent years. The firm is midway through a major restructuring project as it ramps up its ID electric car programme, which has also included 2.6 billion euros of cost-savings to date. While final figures are not set yet, Volkswagen says it is on track to post a record operating profit this year, despite its overall sales slipping slightly. While the global car market has shrunk, Volkswagen has increased its market share, largely thanks to the higher operating profit it can command from SUVs. Ralf Brandstatter, Volkswagen’s chief operating officer, said that 2019 would be “a very successful year” for the firm. He added: “In a shrinking overall market the Volkswagen brand has won market shares worldwide and significantly improved its operating result. Ongoing restructuring of core business, including the positive effects of the pact for the future, and the success of the worldwide SUV offensive have been key to this achievement. Brandstatter also played down any concerns over meeting the forthcoming tough EU fleet CO2 targets coming into force next year, following reports that rival Mercedes-Benz might have to restrict offerings from performance arm AMG. Asked if VW would face problems in 2020, Brandstatter said: “We don’t anticipate problems, we prepare solutions,” adding that selling emission-free electric vehicles would be a key part of that. He said Volkswagen it has committed to investing £16.1 billion in future technology by the end of 2024, including £9.3 billion in electric
Origin: Volkswagen to launch 34 new models in 2020
Report: Mercedes could restrict 75% of AMG range in 2020
It is also possible that Mercedes could bring another manufacturer on board in order to enjoy a lower combined fleet average and avoid EU-imposed fines. Fiat Chrysler and Tesla signed a similar agreement in April, which allows FCA to count Tesla’s EV-only models as part of its fleet, thereby lowering its average CO2 output. Mercedes is one of a number of manufacturers being forced to consider drastic line-up reshuffles to meet the quotas. Despite the recent launch of its EQC electric SUV – and the imminent arrival of the cheaper EQA – the maker cannot rely on its relatively low-volume EV sales to offset the environmental impact of its conventionally fuelled cars. Max Warburton told the FT that if the industry sold the same mix of vehicles in 2021 as it did last year, car makers would face €25bn (£21.2bn) in
Origin: Report: Mercedes could restrict 75% of AMG range in 2020
First Drive: 2020 Hyundai Sonata
2020 Hyundai SonataBrian Harper / Driving NEW ORLEANS It might seem that the entire buying public has abandoned the automobile in favour of crossovers and SUVs, but of course, that is not the case despite GM and Ford all but giving up on products that used to be their bread and butter. Sure, all-wheel-drive rigs have certainly taken the wind out of the car market, but there is still a solid following for the sedan, the coupe, and the hatchback.That Hyundai hasnt lost interest in chasing its share of the automobile segment is very much evident in the new, eighth-generation Sonata, its nearly full-sized (4,900 millimetres long) family sedan. The 2020 Sonata has shucked the latent styling conservatism of its predecessors, showcasing Hyundais sensuous sportiness design philosophy with a look that is sleek and indeed sensuous. Longer, lower, wider ironically a page from Detroits 1960s design philosophy the four-door is clearly set to challenge the market domination of the Toyota Camry, Honda Accord, and Nissan Altima.As one of Hyundais first and most successful nameplates, the companys design team wanted the Sonata to be special and memorable in all attributes, particularly styling, active safety and leading technology. Styling sees inspiration from the stunning Le Fil Rouge four-door-coupe concept shown at the 2018 Geneva Motor Show, the new Sonata profiling a similar coupe look, one that has worked so well for German automakers.The exterior exhibits what Hyundai calls performance-led proportions. That said, the Sonata which is just arriving at dealerships now is very much a family sedan, its powertrains competitive with those of its main rivals, albeit not class-leading. During the 2020 calendar year, though, Hyundai will bolster the model lineup with both a hybrid version, as well as a performance-oriented N Line model with 290 horsepower. For now, two engines are offered. The base Preferred 2.5L is powered by a normally aspirated 2.5-litre four-cylinder that turns out 191 horsepower and 181 pound-feet of torque. The other three models Sport, Luxury and Ultimate get turbo power in the form of the Smartstream 1.6 turbocharged and direct-injected inline-four. This new four-cylinder trades horsepower for low-end grunt (and better fuel economy) 180 horsepower at 5,500 rpm and 195 lb.-ft. of torque starting at 1,500 rpm. In both cases, the engines are mated to an eight-speed automatic transmission, one that uses shift-by-wire technology to eliminate the need for a physical gear lever. Furthermore, four different drive modes Smart, Normal, Sport and Custom make slight alterations to steering effort and engine/transmission mapping.Our 500-kilometre route first in a topline Ultimate model and then a Sport started at Hyundais manufacturing facility in Montgomery, Alabama, headed south through Mississippi to the Gulf Coast before making a hard right and following the coastline into New Orleans. The drive was mostly interstate highway, reinforcing the companys desire that the Sonata be treated as a family sedan. The speed limit on a good portion of the journey was 70 miles per hour, or 112 km/h, with much of the American pre-Thanksgiving traffic moving along at 10 to 20 km/h over the limit. Not only was the 1.6L turbo-four more than capable of keeping with the flow and easily accelerating up to speed when merging, it proved remarkably fuel-efficient. Just before running into rush-hour traffic on the outskirts of the Big Easy, the indicted fuel economy readout was registering a parsimonious 5.8 L/100 kilometres, the final reading pulling up the hotel still a thrifty 6.1.Hyundai notes the Sonatas smoothly efficient shape results in a coefficient of drag of just 0.27, with a flat under-floor covering and a range of body enhancements, such as small fins across each taillight that help improve fuel efficiency. The cabin was sufficiently quiet for the most part, with minor wind noise sneaking in at higher speeds. Hyundai engineers designed the Sonatas suspension to provide a quiet, solid ride at highway speeds, concentrating of chassis rigidity and improving response. The sporty-ish driving dynamics make the 2020 model more nimble than the outgoing car.The Sonatas interior, notably the Ultimate, has a rich ambience that matches the sedans exterior design. Sliding behind the wheel, the slim, full-width dashboard is dominated by a customizable 12.3 inch digital instrument cluster, and above the centre stack, a large, 10.25-inch high-definition touchscreen provides easy interaction with the infotainment system. This screen can also split to allow audio and navigation to be displayed simultaneously. All Sonata models, except the Preferred, include five years of complementary BlueLink services. Audiophiles will appreciate the 12-speaker Bose Premium sound system. Audio and EQ adjustments are made automatically, depending on the cars speed, while Boses Centrepoint surround technology and
Origin: First Drive: 2020 Hyundai Sonata
New Renault Captur: UK prices and specs announced for 2020 crossover
Renault has revealed UK-specific pricing and specification detail for the new, second-generation Captur ahead of orders opening later this month. The Clio-based crossover, first shown to the public at September’s Frankfurt motor show, is priced from £17,595. That gets you a Play spec model with the base 1.0-litre three cylinder TCe 100 motor, which puts out 99bhp and 118lb ft of torque. Standard equipment for the entry-level model includes full LED headlights, climate control, cruise control, a seven-inch touchscreen with DAB, Android Auto and Apple CarPlay integration and keyless entry. Also included is safety kit such as lane departure warning, lane keep assist and active emergency braking. Stepping up to the TCe 130, which uses a 1.3-litre four-cylinder petrol engine, adds £2,800 – although in Play spec it’s auto-only, which explains the big price jump. Other engines include dCi 95 and dCi 115 diesel engines, (From £19,395 and 21,695 respectively) plus a range-topping TCe 155 petrol (from £22,895). Just three specification grades will be offered at launch, with Iconic (from £19,095) and S Edition (from £29,595) specs rounding the range off. The French maker claims to have sold more of the outgoing Captur last year than when it first launched in 2013. To continue that success, the new Seat Arona rival adopts an evolutionary approach to the exterior design that Renault describes as “more modern, more muscular and more expressive, with more SUV design cues”. The new crossover is significantly larger than its predecessor, with 100mm added to its length – with a 33mm longer wheelbase – and a 19mm increase in width. The result is claimed class-leading rear seat space, aided by a sliding bench that can be adjusted by up to 16cm, and a 536-litre boot that is 81 litres larger than the outgoing car. The Mk2 Captur sits on the same CMF-B platform first used for the latest Clio. It’s said to weigh “about the same” as the old car despite its increase in size and equipment levels, thanks to details such as an aluminium bonnet and plastic tailgate. The interior of the new car, like the Clio, has had a more substantial overhaul than the exterior. Renault claims it offers “a new dimension of quality and comfort rivalling models from the class above” with extensive use of higher-grade materials and newly designed seats. There’s also a new floating centre console, freeing up additional storage and space for wireless phone charging. The infotainment is a big upgrade, with an optional 9.3in central screen – larger than in the bigger Kadjar – combining with standard customisable 7in digital instruments (a 10in display is available on higher grades). A greater range of standard safety assist kit is offered, too. Renault is also going big on customisation: there’s a total of 90 exterior colour combinations and 18 interior configurations. From launch, the Captur will be offered with three turbocharged petrol engines and two diesels, all new to the car. The base 1.0-litre three-cylinder TCe unit puts out 99bhp and 118lb ft of torque, while a 1.3-litre four-cylinder makes 128bhp and 177lb ft in ‘130’ form, and 153bhp and 199lb ft in ‘155’ form. A 1.5-litre diesel comes in 94bhp and 113bhp form. Depending on the engine, five- or six-speed manual and seven-speed dual-clutch automatic gearboxes are offered. The Captur will gain a plug-in hybrid E-Tech model in the first quarter of 2020. The system, for which Renault has filed over 150 patents, blends a 1.6-litre petrol engine with a 9.8kWh battery and two electric motors, linked to a new ‘multimode’ continuously variable transmission, claimed to feel like a dual-clutch set-up. Renault says it can run for 28 miles on battery power alone at up to 83mph, while a braking system taken from the firm’s EV range allows strong brake regeneration for a ‘one pedal’ driving technique. Performance and efficiency figures have not yet been released, but engineers tell us it puts out around 150bhp and “substantially” more torque than the regular petrol
Origin: New Renault Captur: UK prices and specs announced for 2020 crossover
BMW will install Android Auto on its cars beginning 2020
BMW M135iBMW BMW is finally adding Android Auto compatibility to its cars beginning mid-2020, the German automaker said mid-December.Starting in July, BMW owners will be able to hook up their Android-powered devices to their car, and, as long as the vehicles running version 7.0 of its multimedia interface, theyll even be able to do so wirelessly.The integration means those devices can also be synced to the cars digital instrumentation systems, and even the heads-up display. The roll-out will begin in 20 countries in July 2020, then hit additional markets after that.The announcement comes hot on the heels of BMWs Apple CarPlay policy reversal; it has, in most markets, charged a subscription fee to connect to the software, but will now, like basically every other automaker, make such integration
Origin: BMW will install Android Auto on its cars beginning 2020
First Ride: 2020 Ducati Panigale V2
2020 Ducati Panigale V2Handout / Ducati JEREZ, Spain You may have been under the impression that Ducati had given up on the V-twin engine layout in its supersport motorcycles. In 2018, the storied Italian motorcycle maker introduced a V-four power plant into its Panigale superbikes, breaking a tradition of using 90-degree V-twins since the early 1970s. Then, to affirm its apparent abandonment of the supersport V-twin, Ducati launched the Panigale R Final Edition in 2019, a limited-edition superbike that celebrates the twin-cylinder engine that marked the history of the Superbike World Championship.Well, if youre like me and you rather like a twin-cylinder Vees syncopated beat, narrow profile, and broad, flat torque delivery, then youll be relieved to know the V-twin is alive and well. The 2020 Ducati Panigale V2 isnt an entirely new motorcycle, but rather a rejuvenated version of the former 959 Panigale. It uses a recalibrated version of the 959 Panigales 955 cc V-twin, this time with 155 horsepower and a touch more peak torque at 77 lb.-ft.Not that long ago, a motorcycle displacing almost one litre and producing almost 160 horsepower would have been considered an open-class superbike. Ducati, however, calls the Panigale V2 a super-mid, or super middleweight, since todays open-class supersport machines produce 200 horsepower. Indeed, Ducatis own V4, for example, gulps down 1,100 cc of air with each two crankshaft revolutions and spits out 220 hp. The last iteration of the V-twin it replaces specifically, that Panigale R Final Edition I mentioned displaced 1,285 cc and boasted virtually the same output. A V-twin with 160 ponies is just mid.Despite sharing engine and chassis components with the 959, the Panigale V2 gets completely new bodywork that closer resembles its V4 brethren. It may lack the bigger bikes downforce-producing winglets and has smoother fairing sides, but it does boast the gaping front air inlets, which reduce intake pressure losses. The seat is 20 millimetres longer for easier manoeuvring on a track, and it gets a single-sided swingarm usually reserved for Ducatis premium supersport machines. The suspension has revised damping, said to improved comfort on the road, and claimed wet weight is 200 kilograms.Aside from the appearance, the biggest change is the additional electronic intervention. The Panigale V2 now benefits from lean-sensing ABS and traction control, wheelie control, anti-lift ABS, adjustable engine braking, and a quick shifter that permits clutch-less gear changes. All of these parameters except the quick shifter are individually adjustable, even within the three ride modes (Race, Sport and Street). While traction control can be turned off, European law now forbids manufacturers from completely turning off the ABS unless the bike is designed for off-road use. The ABS nonetheless has three setups; the least intrusive of which turns it off at the rear so you can slide into turns, MotoGP-style.Managing the electronics is done through a 4.3-inch TFT screen by using the turn signal switch to select the various menus, and a separate rocker switch to scroll up and down. Ducati got some help with the interface from Audi; changing settings is intuitive, taking me a couple of minutes to learn the system without guidance. Now, I dont care if you ambitiously claim MotoGP-level riding skills, but managing a 200-plus horsepower bike puts a heavy toll on your synapses and requires Olympian strength and endurance to ride at anywhere near its limit on a racetrack. Sure, riding a bike that squashes your eyeballs into your skull on acceleration is an exhilarating experience, but it also demands brain-sapping levels of concentration to ride. Unless your paycheque is signed by a MotoGP race team, just two sessions of manhandling such a boisterous beast at your local racetrack will leave we mere mortals feeling like a clammy wet rag.This is where the Panigale V2 becomes exceptionally relevant. Ducati claims the bike is designed to be more accessible and easier to ride on the road (and track) than a full-bore supersport machine. After having ridden five sessions at the physically demanding Jerez circuit in Spain and requiring no supplemental oxygen or jolt from defibrillator I can attest the Panigale V2 is indeed easier to ride than a big bike, a motorcycle on which you can twist the throttle to its stop at corner exit and not scare yourself into submission with every lap. The engine pulls hard, but a completely linear power delivery makes it relatively easy to manage without threatening to loft the front wheel over your head. And its not just the sub-160 horsepower that makes riding it easy; the advanced electronics work seamlessly in the background making sure you dont hit the ground. My only gripe with the bike is with the brakes they maintained good feedback, but exhibited some fade nearing the end of the sessions, the lever coming ever closer to the
Origin: First Ride: 2020 Ducati Panigale V2
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