With no shortage of crossovers and SUVs for sale today in Canada, it’s inevitable a few of them won’t have the mouth to match their off-road trousers. Like a glib-tongued salesman making promises he can’t keep, some all-wheel-drive rigs look like they’re ready for adventure but promptly crack a nail (or chin spoiler) the instant the pavement ends. So, is the new GLB glib? Let’s find out. It has the rough-and-ready appearance down pat, with a lantern jaw visage and the de rigeur black cladding above the wheel arches which appear like kudzu on all vehicles in this segment. Its roofline aft of the C-pillar is similarly upright, flying in the face of all these so-called crossover coupes. Your author thinks this is a good thing. It’ll maximize cargo room, too. To say it’s a mini-G is a bridge too far, but at least it doesn’t look like a used bar of soap. So it has the looks. What about power? The two-liter four-banger is said to haul this GLB 250 4MATIC to 100 km/h from rest in less than seven seconds, with that 4MATIC suffix denoting standard issue all-wheel-drive. In regular conditions, the system shoves 20 per cent of available power to the rear wheels, 30 per cent in Sport mode. Inside, the GLB is all-Mercedes, with a vast digital panel spanning most of the dashboard atop three centrally-positioned round air vents. That silver streak in front of the passenger isn’t the same grab handle found in the G, but it sure looks like one. Other aluminum trim ratchet up the luxury-industrial feel. This is a three-row rig, by the way, with Merc promising that passengers measuring 1.68 metres tall (about 5’5”) should be able to fit comfortably. USB ports abound, including in the third row, along with the comfort and convenience options one tends to expect from the three-pointed star. With standard all-wheel drive and legions of amenities, the GLB isn’t totally glib. As for us, we’re hanging on to our chequebooks until the inevitable hot model arrives with more power. Think the company’ll place its new 421-hp four banger in this thing? No, neither do we—but stranger things have happened. They are stuffing that engine into an A-Class hatchback, after all.
Origin: Mercedes-Benz takes the covers off the 2020 GLB 250 4MATIC
2020
Mazda CEO confirms brand will launch an EV in 2020
2019 Mazda CX-9Nick Tragianis / Driving Mazda has finally seen the electric-vehicle light. And it only took the threat of the European Union’s CO2 emissions penalties to bring it into focus. CEO Akira Marumoto disclosed in a QA interview with Automotive News Europe that Mazda does indeed have an EV in the oven, and it should be ready by 2020. “The first Mazda battery-electric vehicle will hit the market next year,” explained Marumoto in response to a question about how the company plans to reduce its fleet’s CO2 output. Not much else is known about the EV, other than it will be an entirely new vehicle with a Mazda-built electric powertrain. Mazda’s also planning changes to its Skyactiv-X engine, lowering CO2 output to 100 g/km, but that alone will not save it from the heavy hand of the European powers that enforce the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) dictates. One major reason is that in Europe, Mazda’s best-selling vehicle is the CX-5, which has CO2 emissions in the 128 to 150 g/km range, well above the target of 114.9 g/km set by the WLTP. To lend support to the upcoming EV, Mazda has more goods in the electric oven, too. Marumoto says the brand will “introduce plug-in hybrid models from 2021 or 2022,” and that these, too, will have new powertrains. Brands that don’t make the CO2 target either pay fines or are forced to otherwise discontinue more-polluting models until the fleet average is brought in line; when asked which strategy Mazda’d take, the CEO said they’d have to wait and see. “We will have to balance the impact of possible CO2 penalties with our sales targets,” he said. “But we also have to consider the sustainability of our dealer
Origin: Mazda CEO confirms brand will launch an EV in 2020
Teasers suggest Kia’s refreshed 2020 Cadenza will get killer looks
Kia released teaser images early June showing a refreshed K7 model for 2020, the car we call the Cadenza in Canada. The changes are stark, and give the car a much more aggressive and upmarket look compared to the relatively forgettable Cadenza. The front grille is a lot more pronounced, with a larger lower intake, while the rear end gets full-length taillights. Of course, any new vehicle looking to be respected nowadays has to come with LED DRLs, and this one is no exception, with the front and back both being adorned with them. Inside the car is a much more tidy interior with a new dashboard that does away with a lot of the buttons, the functions of which were probably moved to a menu on the touchscreen, which has also been made larger. Under the hood? We’re not sure, but there probably isn’t any plan to stray from the current powertrain, which is a 3.3-litre V6 producing 290 horsepower. Kia updated the transmission from a 6-speed to an 8-speed when it was redesigned in 2017; that transmission is still present in this vehicle. The mid-sized vehicle is usually compared with the Chrysler 300, Toyota Avalon and the company’s own Stinger, although it lacks the all-wheel-drive. This K7 should preview what the Canadian market Cadenza will look like, but there still could be some changes to
Origin: Teasers suggest Kia’s refreshed 2020 Cadenza will get killer looks
2020 Audi A6 Allroad could make a trip across the pond
Static photo, Colour: Gavial green It’s true that every automaker, Audi included, has a model line that is filled to the gunwales with crossovers and SUVs. Those of us with long memories will remember the genesis of this segment, when companies like AMC and Subaru offered station wagons with slightly more ground clearance and a butch appearance. Of course, Audi also did this with the original Allroad. In this country, we are blessed with the ability to purchase the A4 Allroad, a wagon combining increased ground clearance and Quattro all-wheel-drive. Now, according to reports, there’s a chance the midsize A6 Allroad will be offered in North America as well. This would be great news for Audi fans who want Quattro traction and prodigious cargo space in a wagon-shaped package larger than an A4. Across the pond, the A6 Allroad sits 1.8 inches higher than a standard A6 wagon. It features adjustable air suspension, which set ground clearance at 5.5 inches but can stand a further 1.8 inches taller on its tippy-toes, when the proper settings are selected. Oh yeah, it can also tow more than 2,200 kilograms if the correct, European-spec engine is fitted. 2020 Audi A6 Allroad Handout / Audi Why do we need crossovers again? In other markets, a myriad of powertrains are offered including a trio of diesel engines, one of which heaves out 457lb.-ft of torque. If the A6 Allroad makes it to our country, look for a turbocharged 3.0-litre V6 under the hood. That mill is currently found in the A6 sedan, making 335 horsepower. It’s connected to Audi’s seven-speed S-tronic transmission and can scamper from rest to 100km/h in about five seconds. Given the extra sheet metal and glass needed to create a wagon, an A6 Allroad would likely be a little bit heavier than the 1,935-kilo A6 sedan. Price? Our best guess would be in the mid-$70,000 ballpark, given that the A4 Allroad is priced about $10,000 more than an entry-level A4. Raise one while you’re watching the Raptors tonight in hope that Audi will bring this Quattro wagon to our
Origin: 2020 Audi A6 Allroad could make a trip across the pond
First Drive: 2020 Kia Soul
Remember the days when SUVs and crossovers didn’t dominate our roads? It wasn’t that long ago when automakers still sold more regular cars than utility vehicles — and what a time it was, when not every other vehicle on the road was a jacked-up blob-on-wheels wearing body cladding. Instead, we had boxes on wheels. Forget the G-Wagen for a second — just a decade ago, boxes on wheels were in fashion. Nissan had the Cube, Toyota the Scion xB, and the Honda Element still had about two years before peacing-out. The timing couldn’t have been any better for Kia, having just released the Soul, a funky little thing that was a little difficult to define. Is it a hatchback? A crossover? Both? Who knows! Fast forward to 2019, and most boxes-on-wheels are a fading memory — but certainly not the Kia Soul. This year, it enters its third-generation as a 2020 model, an impressive enough feat considering the Honda Element, Nissan Cube and Scion xB are distant memories. It’s easy to see the Soul’s charm: Incredible interior space, respectable driving dynamics, funky styling inside and out, and a bold colour palette — yes, the Soul comes in actual colours. Kia has carved itself a nice little niche with one of the last boxes-on-wheels. In Canada, the Soul comes in one flavour, and one flavour only — a 2.0-litre normally aspirated four-cylinder sends 147 horsepower and 132 lb.-ft. of torque to the front wheels via a continuously — ahem, Intelligent Variable Transmission, as Kia calls it. Spoiler alert: It’s actually a CVT, and one of the better ones, at that. It operates smoothly and invisibly, delivering virtually none of that drone associated with some CVTs. The engine, on the other hand, is a bit of a mixed bag. It’s largely a carryover from the previous-generation, but now running on the Atkinson cycle, it delivers better fuel economy — 8.6 L/100 kilometres in the city and 7.1 on the highway, to be exact. It’s a perfectly fine commuter car, but those seeking more kick are out of luck — stepping up to the 1.6L turbo-four is no longer an option for Canadians, although it lives on in the U.S. It’s your fault: Kia cites a five-per-cent take rate as its main reason in axing the turbo in Canada, but make enough noise and Kia might consider bringing it back. The rest of the Soul’s package is impressive, though. The platform is also carried over from last year, but it’s improved with a bit of extra high-strength steel here and there. Driving manners are absolutely on point — the Soul soaks up bumps and rough pavement incredibly well for such a short wheelbase, and road and wind noise are virtually non-existent on the highway. Hell, it can even take a tight highway on-ramp reasonably well. In the city, getting around in the Soul is a piece of cake — you sit reasonably high, and with the boxy shape translating to more glass, visibility is excellent. Coupled with the light but communicative steering, the Soul is easy to live with all-around. Unfortunately, all-wheel-drive still isn’t an option, despite the Soul’s crossover-ish personality and appearance. Where the 2020 Soul truly excels, though, is inside. It’s a bit longer than the outgoing model, but that doesn’t necessarily translate to more passenger space — there’s a bit more headroom up front, and rear-seat legroom is actually down a touch. But the cargo area sees the most significant growth, as well as a nifty party trick: You can lower the floor. Keep the seats up and set the floor to its top position, and you have 530 litres of cargo space. Lower the floor, and that grows to 663 litres. Fold down the rear seats, and you’re working with a whopping 1,758 litres. It can’t quite touch the Honda HR-V, but that nonetheless blows most subcompact crossovers — say, the Ford EcoSport, Hyundai Kona, and Mazda CX-3, and even in-betweeners like the Subaru Crosstrek — out of the water, let alone hatchbacks like the Honda Civic and Mazda3. See? It’s hip to be square. Of course, the space and flexibility aren’t the only impressive aspects of the Soul’s cabin. In typical Kia fashion, the layout is foolproof — all the controls are exactly where they should be, and mercifully, they’re tactile buttons and knobs. The infotainment system, operated by either a seven- or 10.25-inch touchscreen depending on the trim, is marvellously intuitive and includes Apple CarPlay and Android Auto. The gauges are well-marked, and although the interior itself is certainly less shouty than the exterior, you don’t have to look hard to find some of the Soul’s trademark quirkiness — optional, configurable mood lighting is a big plus; it can be set to illuminate steadily or pulsate in sync with the music. Nifty! Fit and finish is mostly on point. There’s a fair bit of soft-touch surfaces and the seats are comfortable, but there are a few cheap-ish areas and the all-black colour scheme is dreary. Some colour-matched trim bits, much like the Hyundai Kona, would go a long way. The Soul also gains a new
Origin: First Drive: 2020 Kia Soul
Hybrid, 800bhp+ Mercedes-AMG GT 73 4-door coming in 2020
Mercedes-AMG is preparing to launch its most powerful model yet next year: a plug-in hybrid version of the AMG GT 4-door Coupe. Likely to be dubbed ‘GT73 4Matic+’ after a trademark application for the name was applied for, the petrol-electric range flagship is expected to put out around 800bhp, if not slightly more. New spy shots show what initially looks like just another AMG GT 4-door prototype being put through its paces by engineers. However, a view under the bonnet reveals a complex electrical system – almost certainly that used by an electrified powertrain. The photographers who took the images also claim the test mule drove away silently on electric power. AMG boss Tobias Moers confirmed to Autocar at the Geneva motor show that the model will launch in 2020. He also revealed the powertrain will remain largely faithful to that of the GT Concept shown at the 2017 Geneva motor show. That made use of AMG’s twin-turbocharged 4.0-litre V8 petrol engine with an electric motor on the front axle, giving a combined system output which Moers claims is “up to 600kW” – or 805bhp. That compares strongly to the Porsche Panamera Turbo S E-Hybrid, which makes do with a mere 671bhp. Despite a not insubstantial increase in weight that goes along with the hybrid system, the GT73 should be capable of breaking the three-second barrier in a 0-62mph sprint. The GT63 S manages the same sprint in 3.2sec. Yet it’s not all about fast launches – the system will allow an all-electric range of up to 31 miles and, as a result, far greater claimed economy than any other AMG GT. The ’73’ branding has only ever been reserved for a select few of AMG’s most powerful models throughout history. The last was the SL73, a super-rare spec of the R129 SL-Class of the nineties that used a 7.3-litre V12. That motor then went on to power the Pagani Zonda
Origin: Hybrid, 800bhp+ Mercedes-AMG GT 73 4-door coming in 2020
Buick will bring the Encore GX to Canada for 2020
2020 Buick Encore GXBuick General Motors is cranking out new SUVs and crossovers apace, today showing off the 2020 Buick Encore GX. More than just an extra trim level for the diminutive little scamp already on sale, the GX is a different vehicle altogether. Set to be sized in the sliver of room existing between the existing Encore and Envision, the GX will have a cargo area some 142 litres (5 cubic feet) larger than the former, and about 85 litres (3 cubic feet) smaller than the latter. Said to offer a greater-than-expected level of kit on the safety front, all Encore GX models will come equipped with front pedestrian braking, forward collision alert and lane-keeping. The neato Rear Camera Mirror will be lifted from the Enclave and made available on high-zoot trims of the Encore GX. Does all this sound familiar? It should, as the Chevrolet arm of GM introduced its Trailblazer model just yesterday, and its description sounds a heckuva lot like this new Buick. Absent of any official sizing information from Chevy on that rig, this detail from the Tri-Shield brand gives us a bit of insight as to the Bowtie’s dimensions, as well. It’s not quite badge engineering as in the bad old days—but similarities between the two vehicles are remarkable. Close study of the press photos reveal an ST badge, complete with red accents on the lower part of the bumpers and peppered amongst the grille detail. Could this portend a slightly-hot Encore GX? Or at least one that’s more than lukewarm? The vehicle shown here is riding on Hankook Kinergy GT rubber, tires described as premium grand touring all-seasons. Its interior is very similar to that of the Trailblazer shown yesterday, though with the crucial addition of dual climate control. A button for downhill descent assist pops up here, too, along with a button suggesting the Encore GX’s all-wheel-drive system will have different driving modes. If you want proof as to the importance of crossovers and SUVs in Buick’s lineup, look no further than the one-liner that asserts a full 90 per cent of Canadian Buick sales come from the segment. Product specifications and pricing will be announced when the Encore GX begins arriving at Canadian
Origin: Buick will bring the Encore GX to Canada for 2020
First look: 2020 Lexus RX 350 and RX 450h
SANTA MONICA, CA — Lexus has always been a little ahead of the curve. Its first RX SUV, introduced way back when Jean Chrétien was still Prime Minister, seemed outrageous at the time. Lexus was crazy for building such an odd-shaped loon, I thought back then. But I also remember thinking, about the same time, those predictions that everyone would someday be walking around with a phone in their pocket sounded like lunacy. And yet here we are. Lexus was also ahead of the game when they decided to make quality and dealership experience hallmarks of the brand. No, Lexus models weren’t always as sassy as BMWs or Audis, but they sure as hell didn’t cost as much in maintenance either, consistently taking home “most dependable” and “most reliable” awards. In recent years, after adopting a design philosophy that was more angles and lines than a map of the constellations, Lexus cars and SUVs looked almost too futuristic, as if the brand was trying too hard. Only recently has that same design philosophy looked fitting for our time. But because the current, fourth-generation RX 350 and 450h has been in production since 2015, and because competition in this category is fierce, Lexus is freshening its most popular vehicle (also in three-row, RX L trim) for the 2020 model year. A cursory glance does not reveal that the front and rear fascias are new, or that it wears new 18-inch or 20-inch wheels. Triple-beam LED headlamps have been slimmed, and come standard starting on the Luxury grade. The fog lights have been moved lower and streamlined. Inside, an eight-inch touchscreen or optional 12.3-inch unit crowns the centre stack, paired with a remote touch pad located where your right hand naturally rests. And the multimedia system now includes Apple CarPlay and Android Auto — finally — with six USB ports for devices. Those slimmer headlamps certainly accentuate the angry, angled look of the RX without being weirdly eccentric, and they work well with the brand’s hourglass grille to smartly freshen the RX’s front face. Rear tail lamps use an “L” motif across the top of the lamp, reflected by inverted Ls across the bottom. A power rear tailgate that can be activated by a kick sensor, is now available on the Executive package. All in all, it’s a big improvement on what was already an attractive vehicle. The ride, which was never objectionable, should see improvements too. Front and rear stabilizer bars are now hollow to reduce weight, yet thicker diameters and reinforced bushings will, Lexus says, help reduce body roll and improve steering response. Shock absorbers have been retuned to work with the stiffer roll bars, while upgraded dampers feature a new “friction control” device that helps to control high frequency vibrations for a smoother ride. To prevent understeer that occurs when turning into a corner too quickly, “active corner braking” brakes the inside rear tire to help keep the RX from sailing into the roadside shrubbery. Fifty more spot welds and adhesives are said to improve rigidity. Engines and transmissions remain the same — an eight-speed automatic hooked to a 3.5-litre V6 (295 hp; 268 lb.-ft) in the 350, and a 3.5-litre V6 with electric motor in the hybrid for 308 net horsepower and 247 lb.-ft. Safety, of course, has also made gains, much of it standard. A little like GM’s OnStar, “Enform Safety Connect” gives access to a live human 24/7 who can help in a crash or emergency. The pre-collision system has been improved so that it can now be aware of cyclists in the daytime — instead of just cars and pedestrians — in front of the vehicle. By increasing the camera’s sensitivity and dynamic range, pedestrians in low light conditions can be better seen as well. The system even has the ability to detect lane markings on the road to help with lane positioning; and if the markings are poor or non-existent, the RX will follow the vehicle in front of it when working with the RX’s radar cruise control. These all come standard. A new exterior colour, Moonbeam Beige Metallic, joins a new interior trim colour, Birch. A new RX F Sport package borrows a variable suspension system from the Lexus LC that’s more responsive than previous systems. F Sport packages also include a cold air intake, aluminum pedals, sportier steering with heated steering wheel, and an attractive red leather interior with bolstered sport seats. The 2020 RX and RX L will start production at Toyota’s Cambridge South plant in the third quarter of 2019. Pricing will be announced closer to the on-sale date, but shouldn’t be too far off the current $55,000 starting
Origin: First look: 2020 Lexus RX 350 and RX 450h
First Drive: 2020 Porsche Cayenne Coupe
2020 Porsche Cayenne CoupeDavid Booth GRAZ, Austria — Enough with the Bah, humbug’, already. Purists started this anti-Cayenne caterwaul back in 2002 when Porsche first made clear its intention to leap into the SUV market; Porsche is 911, was the refrain, and anything that deviates from such Swabian purity was deemed travesty. The naysaying only got more strident when, eight years later, the Panamera made its debut. Awkward was the politest thing most Porschephiles had to say about the company’s first four-door sedan, the purists even more worried that Stuttgart was drifting further away from their 911 rear-engined ideal. And yet, thanks to coffers filled by dilettantes buying badges, the 911 is, if anything, stronger than ever, available in ever more variants with ever more power and even, incredible that such a thing is even possible, even more mind-altering handling. Rather than diminished, the 911 has prospered in this age of less than pure Porsches. And yet the wailing and moaning has begun anew, the Cayenne again this source of ire, only this time it’s the new sporty “Coupe” version for which the aficicandoes are predicting all manner of catastrophe. “Totally pointless” says one commenter; Ugly ruminates another (dozen). It all seems rather futile. For one thing, if Porsche wasn’t willing to backtrack 17 years ago before the Cayenne became a smash success, it sure as shootin’ isn’t going to now that it is. Secondly, the Coupe, although listed as a completely new model, is amazingly close in design to the standard Cayenne, enough so that CNET admonished us to think of it not as a new model but more like a “styling package” in Cayenne’s extensive option range. And thirdly, the thing is quite attractive (certainly more so than BMW’s awkward X6), the rear looking like a melding of original Mercedes CLS roofline with an SUV torso. From a certain profile — rear three-quarters is my favourite — the Cayenne Coupe may be the best-looking Porsche this side of 911. To paraphrase one of the greatest slogans of modern day activism — We’re here. We’re queer (looking). Get used to it! Traditionalists really need to get over themselves. On the technical side, there’s now a choice of three stonking engines for the Coupe; the base 3.0-litre V6, that great honking turbocharged 4.0-litre V8 and a new 2.9L twin-turbocharged V6. The sweetheart of the trio is the 2.9-litre twice-turbocharged V6 in the Cayenne S . Basically the Audi RS5 engine plunked into Porsche’s SUV, its 434 horsepower is good enough to scoot the 2,050-kilogram S to 100 kilometres an hour in five seconds flat. Like the RS’ed Audi, it also sounds the part, its sharp-edged exhaust note pure European sports, uhm, car. There’s more than enough power especially mated to the eight-speed Tiptronic automatic and, more importantly, it’s eager to rev. This is one of the finest drivetrains in the Volkswagen/Audi/Porsche empire and fits perfectly with what I think is the Cayenne Coupe’s sporty intent. Of course, if you want maximum urge, there’s always the Cayenne Turbo Coupe, its 4.0-litre V8 pumping out 542 horses. That’s good enough for a truly impressive 3.9 seconds to 100 klicks and, if you have access to German autobahns or Italian autostradas, 286 km/h. It’s truly a healthy beast. But, to my mind, it sounds too American — at least to my ears — and weighs a seriously hefty 2,200 kilos. As entertaining as all that urge can be, if you can do without the badge, the S is really the way to go. The base 3.0-litre V6, meanwhile, is really mom-mobile motivation. It sports 335 horses and 332 pound-feet of torque, which is more than enough to move the (in this trim, 2040-kilo) Cayenne to the local flea market, but not nearly enough to imbue such a large SUV — especially in supposedly sportier Coupe format — in true Porsche fashion. For all you traditionalists still bristling that Porsche has slid sideways into minivandom, the base version, though sportier than any Caravan, is your one serious argument. As for Porsche’s legendary handling, the new S Coupe holds up its end, especially if equipped with the available Sports package that includes a carbon-fibre roof (reducing weight by a whopping 21 kilograms) and positively gargantuan 22-inch wheels (mounting 315/30ZR22 Pirelli PZeros in the rear and almost as massive 285/35ZR22s in front. The steering is almost sports car-like with a fine balance between steering weight and feel, minimal roll and exemplary turn-in. No, the S Coupe is not a 911, but it feels measurably lighter than its 2,050 kg and tons more agile than BMW’s X6. The top-of-the-line Turbo, meanwhile, feels noticeably heavier, and most of that heft, thanks to the bigger motor, felt in the front. Indeed, on some slippery, rain-soaked Austrian switchbacks, we had a couple of “moments” in the Turbo that were not apparent in the better-balanced S model. Not that the Turbo is bad, but if you’re buying a Cayenne Coupe for traditional Porsche
Origin: First Drive: 2020 Porsche Cayenne Coupe
Jaguar F-Type to get major overhaul for 2020 model year
Jaguar will release a heavily updated F-Type next year, and the first spy images of a disguised prototype have emerged. Spotted outside the firm’s Gaydon engineering centre, the camouflaged car shows significant styling alterations for Jaguar’s Porsche 911 rival, including a dramatic overhaul of the front end with a reshaped bonnet and slim headlights relocated further down the front fascia. A redesigned grille also features, while at the rear a new tail-light design can be seen with a squared-off rear profile mimicking the recently facelifted XE saloon. It’s the first major styling revision since the F-Type was launched in 2013. Although the prototype’s interior hasn’t been seen, it’s expected that much of the more advanced technology and infotainment features from the I-Pace and the 2019 XE will make its way into the F-Type. That means new digital dials, a larger and more feature-laden touchscreen, and substantial upgrades to the materials. Jaguar Land Rover is now phasing out the long-used supercharged V6 in favour of a new turbocharged and hybridised straight six, and the F-Type will benefit from this more efficient powertrain. The turbocharged four-cylinder and supercharged V8 engines should be carried over to the new car with limited changes, however. What remains unclear is whether the new F-Type will retain a manual option. The current V6 is still offered with one in the UK, although it has reportedly been removed from sale in the US. Regardless, manuals are a tiny fraction of overall F-Type sales. Jaguar’s priorities for 2019 are the roll-out of the new XE and the launch of a similarly updated XF and F-Pace. However, we could see the revised F-Type revealed before the year is out, with an on-sale date in the first few months of
Origin: Jaguar F-Type to get major overhaul for 2020 model year
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