The Nissan Titan full-size pickup undergoes an extensive redesign for the 2020 model year.Nissan Nissan has updated its Titan pickup truck with better looks and a host of new technological and performance updates.Styling has been improved Nissan calls the new exterior design Powerful Warrior, and we can see why. The grille has been revised to look more aggressive, but its not ridiculous like some other trucks; and the LED headlights provide much more illumination.There are more LEDs hiding in the bed, as well, to light up your cargo; theyre activated by opening the tailgate.Inside the Titan is a much more luxurious interior, with a wood-grain steering wheel and real wood touches available, which should stand up to the more expensive truck interiors were seeing these days. Speaking of seeing, you can now peer up through the panoramic sunroof when the crew cab is specced, and 8.0- or 9.0-inch touchscreens are available for when you arent stargazing. Under the hood is Nissans trusty 5.6-litre V8 engine, now producing 400 horsepower and 413 lb.-ft. of torque. The engine is connected to a new nine-speed automatic transmission two more gears than previous. A 3.69:1 axle ratio also gives the truck a little more leverage when the going gets tough. Its also helped to knock almost a second off the 80-to-110 km/h time.Safety is a big concern with any vehicle, and Nissan is stepping its game up in the 2020 Titan. Eight airbags now come standard, as well as Safety Shield 360, which includes forward automatic emergency braking with pedestrian detection, reverse automatic emergency braking, blind-spot monitoring, rear-cross-traffic alert, lane-departure warning and automatic high-beam headlights. Surround-view camera, traffic-sign-recognition, and adaptive cruise control are also available.The truck was unveiled at a state fair in Texas, a place that knows a thing or two about trucks. It will be made available to customers in early
Origin: The 2020 Nissan Titan just got an update to its styling and performance
2020
The 2020 Mitsubishi RVR starts at $22,998 in Canada
The 2020 Mitsubishi RVRMitsubishi Mitsubishi is cramming more advanced tech into its popular RVR sport utility while keeping prices competitive at a low starting MSRP of $22,998 in Canada.A refreshed exterior, 8-inch display, safety features like blind-spot monitoring and the brands All Wheel Control (AWC) system are now available at prices lower than theyve been before, and on the Mitsubishis best-selling model, too.The base price is attached to the five-passenger ES FWD trim, which includes bits like Android Auto and Apple CarPlay and a large rear-view camera, heated front seats, heated power side-view mirrors, and a suite of safety features. AWC on the small SUV can be had on an ES AWC trim that starts at $25,498; while the ranges biggest seller, the SEL AWC, with a 168-hp 2.4-litre instead of the base 2.0 litre, starts at $29,798.The range is topped by a GT AWC that adds a panoramic roof, leather seats and a 710-Watt Rockford Fosgate sound system; it starts at $33,998.The 2020 RVR gets new styling fronted by the brands Dynamic Shield grille; plus three new colours. Mitsubishi has sold almost 59,000 RVRs in Canada since it was launched in
Origin: The 2020 Mitsubishi RVR starts at $22,998 in Canada
Ford’s new 2020 Super Duty can tow 37,000 lbs, thanks to 1,050 lb.-ft. of torque
The 2020 F-Series Super Duty is delivering next-level capability in an all-new way – the Tremor Off-Road Package. Tremor pushes the boundaries of Super Duty off-road capability with new hardware and tech to handle rough terrain, providing greater towing and payload than Ram Power Wagon. This is the most capable off-road Super Duty ever. Fords new 2020 Super Duty has taken the title for best-in-class towing, the automaker says, boasting its truck can haul a maximum 37,000 lbs (16,782 kg) on a gooseneck trailer.Equip your pickup with the venerable 6.7-litre Power Stroke diesel and you should theoretically be able to lug 32,500 lbs (14,741 kg) if youre using a fifth wheel; or 24,200 lbs (10,976 kg) via a conventional hitch.The mill pulls it off thanks to 475 horsepower and 1,050 lb.-ft. of torque.The Super Duty also comes available with a 6.2-litre gasoline V8, good for 385 hp and 430 lb.-ft. of torque, which give it a best-in-class payload rating of 7,850 lbs (3,560 kg), Ford says. Finally, theres the new 7.3-litre gasoline V8, which boasts some pretty big output figures 430 horsepower and 475 lb.-ft. of torque but no class-leading moving-things capabilities, apparently. Specific payload and max towing capacities for all engines vary depending on body style and axle ratio.The 2020 Super Duty should hit Ford dealerships later this
Origin: Ford’s new 2020 Super Duty can tow 37,000 lbs, thanks to 1,050 lb.-ft. of torque
First Drive: 2020 Kia Forte5 and Forte GT
2020 Kia Forte GT SedanJil McIntosh VICTORIA, B.C. Theres a snaky stretch of mountain road ahead of me, all quick turns and switchbacks, but my car is keeping up with it. It hugs in tight to the curves, its flat and well-balanced around the corners, and its fun. And its a Kia Forte.Yes, you read that right. After morphing the Forte into its third generation for 2019, Kia now adds a turbocharged GT version, as well as the return of the Forte5 four-door hatchback, last seen in 2018. That one is ours alone: in the hatchback-hostile U.S., where buyers wont look at a liftgate that isnt attached to an SUV, Kia only sells the Forte as a sedan.At this launch, I drove the GT in sedan form, and the Forte5 in the lower-powered version, but a Forte5 GT will be landing in showrooms in a few weeks. The hatchback carried this turbocharged engine before, when it was known as the Forte5 SX. This time around, it gets larger brakes, and a multi-link rear suspension in place of a torsion beam. The Forte shares its underpinnings and driveline with sister company Hyundai’s Elantra, and as luck would have it, I drove that version the week prior. It seems the two automakers are divvying up their offerings, and the Elantra is more about a smooth and comfortable ride. The Forte sharpens with a sportier feel, even in its 2.0-litre version, while the GT adds a sport-tuned suspension on top of that.In both sedan and hatchback, all non-GT trim levels use a 2.0-litre four-cylinder that makes 147 horsepower and 132 lb.-ft. of torque. The base LX sedan can be ordered with a six-speed manual. Everything else mates that engine to an automatic CVT, designed and build in-house, that Kia prefers to call an IVT, for intelligent variable transmission.The sedan comes in six trim levels, starting at $17,695 for the LX, and topping out at $26,995 for the EX Limited. The Forte5 comes only in EX trim and is $22,245. The GT steps up the pace with a turbocharged 1.6-litre four-cylinder that runs on regular-grade gas, and churns out 201 horsepower and 195 lb.-ft. of torque. Its hooked to an automatic seven-speed dual-clutch transmission, and like the 2.0-litre, drives the front wheels. In sedan form, the GT is a single trim level at $28,995. The Forte5 GT starts at $27,395, but can be upgraded to Limited trim for $29,995.In the sedan, the six-speed manual is primarily there in order to advertise a lower price point. Its a different story when horsepower plus a stick equals more driving fun, and while the current Forte GT is automatic-only, a Kia rep said that adding a manual transmission is under consideration.Theres virtually no turbo lag to the 1.6-litre, and the dual-clutch transmission is a good fit, with quick but very smooth shifts that always keep it in the sweet spot. These units can occasionally stumble on downshifts, but I never felt any during my morning drive. The steering has good weight to it, and the car responds quickly to input just what you want when the road gets bendy. The engines growl is actually some electronically-generated noise thats added in, but it still sounds fine. I switched to the 2.0-litre Forte5 in the afternoon. The engines power numbers might not sound all that impressive on paper, but its all about seat-of-the-pants: it feels smooth and with enough grunt to get the job done. Kia held out with conventional transmissions long after many competitors went to CVTs, and it was worth the wait. This gearless unit uses a chain instead of a belt, and its equipped with eight artificial shift points. If you werent told it was a CVT, you probably wouldnt realize it, because it feels more like something with conventional gears. The big deal is fuel economy: while the previous 2.0-litre with six-speed automatic rated 8.3 L/100 km in city/highway driving, the new Forte manages 7.1 L/100 km.While interior styling is the same on all models, the GT sedan spiffs up with very comfortable sport seats, clad in fake cowhide with contrasting stitching; flat-bottomed heated steering wheel; and paddle shifters for sequentially rowing through the CVTs shift points. Features borrowed from some of the other trim lines include premium stereo, navigation, wireless charging, heated rear seats, Apple CarPlay and Android Auto, blind spot monitoring, and lane-keep assist.Im always a fan of simple controls distraction should be minimal when driving and Kia delivers on that. There are buttons and dials for the climate control, and hard buttons to access menus in the intuitive centre touchscreen.If theres any real issue to the Fortes success, its that its a very good car in a segment that contains a lot of very good cars. It does just about everything right, but without an extra shot of spectacular to knock it to the top of the pack. For many buyers, itll be all about value: the Forte5 EX packs in more features than most competitors for less money. The fact that its fun to drive is one more cherry on
Origin: First Drive: 2020 Kia Forte5 and Forte GT
First Drive: 2020 Subaru Legacy
Vernon, B.C. For a company that used to embrace weirdness SVX, XT, BRAT, Baja, anyone? Subaru has spent much of the 21st century becoming decidedly conventional. Not that going mainstream has done the manufacturer any harm; its sales growth, at least in North America, has outpaced most of its rivals. Still, when it comes to its cars, Subaru is turning into a Japanese version of what Volvo used to be, (with the exception of the street hoodlum WRX STI versions); safe, long lasting and kind of plain.Which brings us to the new Legacy, a genuinely affordable, honest, mid-sized, all-wheel-drive, four-door family sedan seemingly a perfect fit for a Canadian audience. Yes, those are a lot of qualifiers, but for those tired of seeing crossovers of various types and sizes in every driveway the 2020 Legacy delivers the goods with pretty much the same four-season capability as the higher-riding soft-roaders. In fact, the tag line for the new models launch is the SUV of sedans.And, for the enthusiasts out there who prefer a little more zip in their daily commutes, good news: The seventh-generation sedan sees the return of the turbocharged GT models, offering a sportier and more engaging driving experience. The turbocharged 2.4-litre boxer four-cylinder, first introduced in the Ascent crossover, pumps out a solid 260 horsepower and 277 pound-feet of torque, a significant jump compared with the base models (Convenience, Touring, Limited and Premier) normally aspirated, 182-hp 2.5L four. Both engines are mated to a continuously variable transmission with eight discrete steps built in, so Subaru isnt building super-sport four-doors here. The new model might appear to be a subtle improvement over the previous generation, but there are a lot of subtle improvements, starting with small increases in length (up 38 millimetres) and wheelbase that result in increased room for occupants and a small uptick in cargo space. A base engine overhauled with 90 per cent new parts as well as direct injection and auto start/stop an all-new suspension, torque vectoring on all wheels, greater fuel efficiency, improved aerodynamics, more sound deadening, added content, tablet-style infotainment system, upgrades to the EyeSight safety system; the list goes on.As much as it would be a better test of Subarus vaunted full-time all-wheel-drive system to be driving in slippery, sloppy conditions, the Okanagan Valley was basked in summer-like heat and abundant sunshine. With the keys to a Limited model ($34,295) in our hand, we started the morning drive route north on Highway 97, hugging Okanagan Lake toward Vernon before dipsy-doodling onto various undulating back roads throughout the valley, including some gravel stretches to test out the effectiveness of the new Legacys additional sound deadening the car proved to be impressively quiet over the entire route, no matter the road surface. Equally deserving of praise is the sedans ride and handling. The car, whether powered by the 2.5 litre or the turbo 2.0L, offered up well-damped suspension while impressing with a sporty agility and a light touch to the steering on the twisty bits. Subaru puts its faith in the standard active torque vectoring for the cornering performance, as well as the cars highly rigid structure (the Subaru Global Platform underpinning the Legacy boasts an increase in the use of structural adhesive and ultra-high tensile-strength steel. In addition, torsional- and front-suspension rigidity has been improved by 70 per cent, and front lateral flexural- and rear-subframe rigidity increased 100 per cent compared to the previous Legacys platform). That might be a bit too tech-geeky for most people, but it speaks to the fact that this family four-door has some legit performance bona fides in the chassis dynamics department.If only the two engines offered were as impressive. OK, the news isnt horrible, just a little disappointing. The 2.5L boxer four is certainly smoother and quieter than the engine in the previous-generation Legacy, the caveat being that Subaru boxer motors have an inherent coarseness to them, especially on startup. The bigger issue is a lack of solid mid-range zip, the engine requiring a heavier foot on the gas pedal when it comes to passing power or on steeper, longer inclines.Jumping into a Limited GT version ($37,095) for the jaunt to Salmon Arm before pointing the car south highlighted what an additional 78 hp will bring to the table. The turbo-four spooled up quickly and gave the Legacy decidedly more urge when additional acceleration was required (zero to 100 km/h in just over six seconds). More noticeable with this engine, however, was that the CVT seemed to lag a bit when big throttle was applied. Looking inside, the Legacy cabin at least the tested Limited and Limited GT trims is striking in both content and execution. The most conspicuous improvement is the upgraded infotainment system, integrated into a vertically
Origin: First Drive: 2020 Subaru Legacy
First Look: 2020 VW ID.3
The VW ID.3 is a rear-wheel drive all-electric vehicle heralding the German automakers first foray into its ambitious electrified future.Andrew McCreide What is it?The 2020 ID.3 is the first production electric vehicle from Volkswagen utilizing VWs new modular electric drive matrix (MEB), featuring the batteries integrated into the underbody that when combined with the vehicles long wheelbase create a spacious five-seater for a compact segment entry.There are three battery size options: the entry level features a 45-kWh battery with a full-charge range of 330 kilometres (note: all ranges are based on the world harmonized light-duty vehicles test procedure, meaning Canadian ranges will be less); the middle battery option is a 58-kWh with a 420-km range; and the big-battery option is a 77-kWh unit with a range of 550 km.According to VW, a fast charger (output of 100 kW) will juice the ID.3 to a range of approximately 290 km within 30 minutes. The rear-wheel-drive hatchback can be seen as the e-Golf 2.0, though is a complete clean-sheet design with all-new architecture. Likewise, the futuristic cabin design is all new and lights the way for the coming onslaught of VW EVs.Why does it matter?The ID.3 represents the first tangible step in VW distancing itself from Dieselgate, the company having found a new religion in EVs. So much so that it has staked its future on the zero-emission technology with a US$91-billion commitment to build and sell mass-production vehicles in the coming decade. Needless to say, to VW this vehicle matters a lot. The ID Crozz concept on the Frankfurt show floor. When Canadians finally get a new VE EV, it will likely be a crossover based on this vehicle. Andrew McCredie When is it coming?To Canada? Its not. Europe is the market for the ID.3, and while VW Canadas Thomas Tetzlaff said wed love to have it in Canada, the first of the new generation of VW EVs Canadians will get a chance to buy will be a crossover based on the ID Crozz concept, pictured above. While he cant say exactly when that Tennessee-built CUV EV will be in showrooms, he offered (hoped?) it could be as soon as late 2021.Should you buy it?As it wont be available in Canada, not really a relevant question. However, considering the commitment that VW has put into designing and building this hatchback coupled with its excellent full-charge range its safe to say this most likely will be a good vehicle. We also love the fact that it is
Origin: First Look: 2020 VW ID.3
SUV Comparison: 2020 Hyundai Palisade vs. 2019 Buick Enclave
Brian Harper: Its not as though the Palisade is Hyundais first kick at the three-row SUV can. No, there was the Veracruz, an ill-fated attempt at breaking into the market that ended poorly back in 2012. More successful was the Santa Fe XL, though stuffing three rows of seats into a mid-sized SUV was still a compromise.The XL has now been replaced by the flagship Palisade, the largest SUV the Korean automaker has ever built.Its longer, wider and capable of accommodating eight passengers. The Palisade is a more complete vehicle by all accounts, yet it still has a number of established rivals Nissan Pathfinder, Toyota Highlander, Dodge Durango, Ford Explorer, etc. plus a few recent arrivals, including the Volkswagen Atlas, Subaru Ascent, and the Palisades own corporate cousin, the Kia Telluride.However, were going to dial it up a notch and pit the Hyundai against a more premium-priced three-row sport-ute Buicks Enclave Avenir. Why? Well, the most obvious reason was that one was available. Beyond that, however, its been a while since weve gotten behind the wheel of the big Buick. Its a model thats been around for a dozen years, the second-generation version coming out for the 2018 model year. It sells reasonably well in both Canada and the U.S., and the Avenir sub-brand supposedly represents the highest expression of Buick luxury, with unique styling cues and an extensive set of standard features and premium materials throughout the vehicle. Hyundai has proven in the past its not afraid of moving its products upscale, though it has been accused of exceeding its place in the past. So, is the Palisade capable of mixing it up with a senior, albeit conservative, member of the family hauler class? Whaddaya say, kid? Nick Tragianis: Lets start with the fundamentals, shall we? Under the skin, the Palisade is identical to the Telluride. That means power comes from a normally aspirated 3.8-litre V6 rated at 291 horsepower and 262 pound-feet of torque, hooked up to an eight-speed automatic transmission. All-wheel drive is standard on all but the base Palisade.Its a similar story with the Enclave. Its a bit more powerful than the Palisade, putting out 310 horsepower and 266 lb-ft of torque from its 3.6L V6. Its paired to a nine-speed automatic, and like the Palisade, all-wheel drive is standard on all but the base Enclave. These two make absolutely zero pretense to sportiness and thats OK. Both are drama-free that never once felt underpowered or overworked, both have light and fairly numb steering, but that just makes them easy to live with day to day. And both are museum-quiet and La-Z-Boy comfortable. If you need to tow, both can haul up to 5,000 pounds. Really, at this point, youre splitting hairs both the Palisade and Enclave are smart, no-nonsense family haulers.But the Palisade punches well above its weight on the inside, especially for the price. Like you said, old dude, Hyundai isnt afraid to push the upscale envelope. Thats abundantly clear in the Palisade materials and fit and finish are top-notch, the seats are comfortable and overall ergonomics are on point, and the available tech is nothing to sneeze at. Our particular tester, the almost-fully loaded Limited at a hair above $50,000, comes with a sharp 10.25-inch touchscreen controlling the infotainment system, plus power-folding third-row seats, heated and cooled front seats (the second row is also heated), and all the active safety features youd expect in 2019, including a crisp 360-degree camera system. Spec the right upholstery option and the interior feels bright and airy, and the faux wood and metal accents add a lovely touch, despite them being plastic. Seems as though the Enclave Avenir has its work cut out for it. BH: Im sensing you like the Palisade, kid. So do I. Still, the Enclave deserves some respect. Buick has been fine-tuning this full-sized rig for years, and has managed to make it fairly drama-free. It handles its family-hauling duties with a certain amount of panache, being far more distinctly styled than many of its rivals, including the more mainstream Palisade. And, as you mentioned, its particularly silent around town; Buick has this Quiet Tuning technology its been touting for some time, not to mention active noise cancellation.In a straight line, the Enclave will accelerate a bit quicker. When cornering, however, the Buicks extra 180 kilograms are noticeable; theres a certain ponderousness to it that works against it.Now the cabin: The best part is that the Buick offers a fair amount of cargo flexibility, with significantly more capacity than the Palisade 688 litres behind the third row versus 509 litres for the Hyundai; 1,643 litres behind the second row folded versus the Palisades 1,296 litres. Also, with the pull of a handle, the SmartSlide second-row seats glide back to enable easy third-row access. And with the push of a button, the power-folding split
Origin: SUV Comparison: 2020 Hyundai Palisade vs. 2019 Buick Enclave
Car Comparison: 2019 Volkswagen Jetta vs 2020 Toyota Corolla sedan
Clayton Seams: The Volkswagen Jetta and the Toyota Corolla have been fighting with each other for a long time. These nameplates are both so old that they were each designed to replace air-cooled predecessors. Toyotas Corolla replaced the Publica, and Volkswagen Jetta, the Beetle. The Corolla is on its 12th generation, which debuted in 2018 and the Jetta is in its 7th iteration which debuted this year in 2019. Both are compact FWD sedans, powered by four-cylinder engines. Both have shown up to the party in mid-level trim and both retail for $28,000 and change as tested. Representing team Jetta was this Tornado Red Comfortline tester with the R-Line appearance package. Alex, what did you bring to the party?Alex Reid: In the blue corner is a 2020 Toyota Corolla XSE, and its stuffed full of tech. Its come along way from its humble beginnings, and beyond its revolutionary water-cooled engine, the Toyota Corolla is truly a grown up vehicle for the 2020 model year. These two vehicles have evolved to become more than just small-engined runabouts designed to pinch sales away from yank tanks, theyre now at the top of their reasonably-priced game. These two brothers from another mother have grown up at the same time, but which one of them can claim to be the more mature sibling? I would argue that the Toyota is wise beyond its years, even if hesitant to react to changes around it. First of all, the amount of technology that you get in the Corolla greatly surpasses the Jetta, having navigation, satellite radio, heated seats and steering wheel, and a host of safety features for almost the same cash means that the Corolla is a seriously strong contender for some of the best value on the market. CS: Its true, the Corolla packs an impressive list of equipment that you dont get in the Jetta for the same money. A heated steering wheel, SatNav, Satellite radio, and a digital dash are all found in the Corolla but not in the Jetta. But you could have those in a Jetta if you choose a more loaded model its worth noting. Also worth noting is the styling of the Corolla, yikes. I dont know why it has a Super Duty-sized grill or why its so angry at me. The Jetta, meanwhile, looks rather dashing in that aforementioned red paint and 17 alloys. That clean look continues to the interior where the Jetta wears a smart white/black two-tone interior. The touch screen display is neatly integrated into the dashboard and the sporty D-shaped steering wheel looks great but feels out of place in a car that lacks a sport mode or paddle shifters. Unfortunately it seems that the nice-looking seats were designed for the hard, square butts of Lego people and human butts may not find it very comfy. The seats seem unnecessarily hard and just oddly shaped if their purpose is indeed to support a human body. AR: I guess you pay a price premium for the VW to have all those features because I agree, the Corolla has a face only a mother could love, although I dont have to see it when Im driving it, so its a moot point, really. Another thing that I cant see but I can definitely feel on the Corolla, is the 18 wheels and low profile tires, which translates to more sporty handling, if thats something you care about in your daily commuter. While youve got a sporty steering wheel, the Jetta doesnt actually have the handling prowess to back it up, and its the Corolla that has a sport mode, and paddle shifters, even if its connected to a CVT. The Jettas good looks inside also dont translate to comfort, those seats are flat, square, and almost downright uncomfortable, theyre also manually operated, which is pretty lame considering the almost $30k price tag.However, I think the money is really well spent in the Corollas interior, which has electrically operated seats with lumbar support, and a super cool blue-stitched pattern, the digital dash is also miles above the dials you get in the Jetta, which looks like Volkswagen raided Ataris arcade game warehouse, Asteroids anyone? I think the Corolla also has the Jetta licked when it comes to size, it feels compact, like the segment should suggest, the turning radius is small and its extremely easy to park. The Jetta, even though VW claims its a compact, feels more like a mid-size. While the size should mean that the Jetta has more space, it really struggles to offer more than a few millimetres more rear headroom than the Corolla, and a negligible legroom advantage. CS: While its true the Corolla is the more sporty of the two, (CVT and all!) the Jetta is a little more quiet when driving along at highway speeds. The Corollas 2.0L naturally-aspirated I4 feels more sprightly than the Jettas 1.4L turbo I4. The Jetta makes more torque at 184 vs 151 but the Toyota makes more power at 169 vs 147. On paper, the smaller turbo engine of the VW has a clear fuel economy lead over the larger-engined Corolla. Also worth mentioning in the interior is that the VW has a more modern-looking infotainment system and
Origin: Car Comparison: 2019 Volkswagen Jetta vs 2020 Toyota Corolla sedan
First Look: 2020 Mini Cooper S E
The 2020 Mini Cooper S EGraeme Fletcher What is it?Based on the Mini three-door hatch, the Cooper S E is a new all-electric ride that promises to put a smile on the drivers face. The electric motor twists out 181 horsepower, 200 foot-pounds of torque from rev one and drives the front wheels through a single-speed transmission.Throw in a super low centre-of-gravity and specially tuned suspension and you have the makings of a proper little racer.The combination gives the Cooper S E the wherewithal to run from rest to 60 kilometres an hour in 3.9 seconds; it hits 100 km/h in 7.3 seconds and has a top speed of 150 km/h, and this in spite of the fact it is 150 kilograms heavier than its gas-powered sibling.As with the BMW i3, the Cooper SE will offer a one-pedal drive. Where it differs is the driver can pick the regen level through a typical Mini toggle switch. Inside, the traditional dials also go away in favour of a 5.5-inch colour screen. Why does it matter?One of the keys to the Cooper S E is its next-generation lithium-ion battery it delivers a driving range of up to 270 kilometres. The same battery technology is found in the revamped Mini Cooper S E Countryman All4 plug-in hybrid. The battery size jumps from 7.7 kilowatt/hour to a 10.0-kWh unit that extends the electric-only range by 30 per cent it now rates 57 kilometres.When will Canada get it?No official word on when it comes to Canada, though Minis confirmed we are getting it and will let us know more in a few months. But production of the Cooper S E begins later this year with the first units hitting European roads early 2020. Hopefully, it will hit Canada mid-year.Should you buy it?The Mini Cooper S E electric promises to be a hoot to drive. Combine the low centre-of-gravity with the instant-on electric torque, and the SE might just deliver the ultimate go-kart-like driving
Origin: First Look: 2020 Mini Cooper S E
First Look: 2020 Volvo XC90
2020 Volvo XC90Graeme Fletcher / Driving BANFF, Alta. Heading into 2020 the Volvo XC90, as it has for the past three years, gets updates in all key areas. Stylistically, the new concave grille, reworked front and rear bumpers with integrated tailpipes, and smarter 19-inch wheels, along with standard roof rails and new paint colours, give the outside a richer look.Inside, the instrumentation now uses a reconfigurable 12.3-inch screen and there is a classy new six-seat mode: Here, the middle bench seat makes way for two comfortable bucket seats. The side benefit is the space between the middle seats gives easier access to the roomy third row. More importantly, the XC90 T8 plug-in hybrid gets a larger 11.6 kWh lithium-ion battery, giving it a longer electric-only driving range. The T8s other key improvement is a new brake system; the hydraulic pump has been replaced with a vacuum booster that gives the pedal a more natural feel it was a crisp and didnt feel mushy under foot on the drive.What doesnt change is the poise the XC90 delivers through the Rockies. The powerful 400-horsepower hybrid powertrain, and the ability to tailor it according to the drivers needs, make it both powerful and frugal at the same time. Likewise, the optional air suspension and electronically controlled dampers Four-C, in Volvo speak does a very good job of isolating the passengers from the rigors of a rough road without sacrificing handling. Body roll is limited to a few degrees, the adjustable steering has just the right weight across the operating range, and it has the passing power youd need the XC90 T8 runs from rest to 100 km/h in 5.6 seconds, which for a full-sized SUV, is decidedly decent.While the individual changes to the 2020 XC90 are small, as a whole, they do make for a better
Origin: First Look: 2020 Volvo XC90
All about car 