2020 Porsche Taycan 4SHandout / Porsche LOS ANGELES Forget the Cybertruck, that pyramid-shaped testimony to the Scientology-like cultishness that is Tesla. Put aside even the Mustang Mach-E that was more memorable for Fords choice of appellation rather than technical innovation. Nope, this is the EV news that matters, a car that looks set to challenge the hegemony of everything electric that is Tesla. A car that is not only a fantastic electric vehicle, but more importantly, a good car.Im talking about the 2021 Porsche Taycan.Yes, I know we’ve covered the Taycan before. In the last couple of months, in fact. Rave reviews from both myself and resident EV specialist Andrew McCredie, as I recall. But that was the all-singing, all-dancing and incredibly expensive Turbo and Turbo S, both as apt to bruise your wallet as well as force you to re-evaluate your perception of electric cars.Instead, were talking the entry-level model called and stealing yet another trim designation from the companys 911 the 4S. Ill get in to the specifics in a minute, but the big news, in case you missed it in all the Cybertruck kerfuffle, is that the 4S costs only $119,400. Now, I realize to most of us, $120,000 is big money, more than most of us will ever dream of plunking down on a car. But in Porsche-land, well, thats just simply traditionally Teutonic pricing. Indeed, the parallels between the 911 and the Taycan are coming so clearly into focus now that the model nomenclature calling an electric vehicle Turbo and Turbo S when obviously, there were no turbochargers involved so ridiculed at the cars introduction, is actually starting to make sense. For one thing, the Taycan plainly looks very 911-like. I originally called it the four-door 911 the Panamera was always touted to be. For another, the pricing similarities are remarkable take a quick look at Porsche Canadas website, for instance, and youll find the 911 Turbo S, Turbo, and Carrera 4S cost $217,200, $184,200, and $127,900. Thats remarkably similar both in absolute numbers and spread to the MSRP the company is asking for the similarly monikered Taycan models: $213,900, $173,900 and $119,400, respectively.Thats not the half of it. The 911 Turbo S, with the Sport Chrono package, scoots from rest to 100 km/h in 2.9 seconds. The Taycan Turbo S does it in 2.8 seconds. The base 911 Turbo this time without Sports Chrono package does the deed in a tad over three seconds. The Taycan Turbo? Three-point-two. And, likewise, the four-second-flat sprint Porsche claims for the all-electric Taycan 4S is again strikingly similar to the 911 Carrera 4S 4.2 seconds. All, by the way, are also all-wheel-drive in all their guises.That striking similarity remains when one exits the realm of the theoretical, and starts strafing real-world California canyons. The Turbo S is the ludicrous Taycan, all 750 horsepower of overboost silliness. Acceleration from a dead-stop is so gut-wrenching that passengers will complain of, well, gut-wrenching. I know this because, despite years of high-horsepower motoring and not to mention, a few taxi rides in mondo-powered race cars my first ride in a Taycan Turbo S was in the passenger seat, and my stomach spent most of its time doing double back flips.The problem with gut-wrenching acceleration is that said nausea may be entertaining behind the wheel, but its hardly the thing thats going to endear you to family and friends. When former motorcycle racers that would be me are asking you to slow things down a little, you know that youre way past the norm for the heartiest of kidlets in the back seat. Thats why along with the price the 4S would be my Taycan of choice. Four seconds from zero to 100 km/h isnt exactly slow; Ive met very few 911 4S owners who rag on their 911s lack of speed. That comparison even extends to the sensation of speed, the 4S versions of Taycan and 911 feeling remarkably similar in both outright velocity and the way speed builds up.Unlike the Turbo again, both 911 and Taycan that respond to punches of throttle like punches to stomach, the Taycan 4S generates seemingly relentless but well-manageable bursts of speed. One always gets from corner to corner we were playing on Californias Angeles Crest Highway with amazing alacrity, but its never alarming. The Taycan 4S feels like yet another quick German touring sedan, albeit (mostly) silent and emissions-free.The same very much applies to the to-and-fro that is hustling a 2,295-kilogram, 4,963-millimetre-long four-door sedan around California hairpins. Exactly as one would expect from a Porsche though, not this time, exactly like a 911 4S the Taycan 4S unwinds twisty roads with amazing efficiency. Indeed, if theres a reason to switch from Tesla to Porsche, besides far superior build quality and an interior that doesnt look like it was put together with duct tape, its that the Taycan holds a road as well as one expects from a Porsche, electrified or
Origin: First Drive: 2020 Porsche Taycan 4S
2020
First Drive: 2020 Mercedes-Benz GLB
2020 Mercedes-Benz GLB 250Costa Mouzouris / Driving MALAGA, Spain Theres a subtle push by automakers to get you out of your car and into an SUV. Well, for a couple of American manufacturers the push is not so subtle, since theyve all but abandoned sedans and coupes. But at Mercedes-Benz, its more of a gentle nudge. That nudge comes in the wording used in the marketing literature of the all-new Mercedes-Benz GLB, which often refers to the new SUV as a compact car, and even refers to the rear cargo area as a trunk. Compact car was also mentioned throughout most of the technical presentation at the GLBs press introduction in Spain, with SUV being blurted only a couple of times near the end, almost as a Freudian slip. However, look at the GLB from any angle and its all SUV sure, its based on the front-drive A-Class platform, but its silhouette fits the SUV template.Now, Ive often used the term car in a general sense when talking about SUVs, but Mercedes takes it one step further by grouping the GLB with A-Class cars, the CLA, and the GLA in press literature, and claiming it has the longest wheelbase of its compacts at 2,829 millimetres, which is 100 more than the A-Class on which its based. Despite the ambiguously worded marketing lingo, Mercedes has a potential winner on its hands.Two variations will come to Canada: The 2020 GLB 250 4Matic, and the higher-spec Mercedes-AMG GLB 35 4Matic. Pricing has yet to be announced, but the Mexican-made GLB falls between the GLA and GLC in the companys lineup. The German automaker has done a fine job with the styling, especially with the more aggressively styled AMG, though Im not keen on the AMGs 21-inch wheels and low-profile tires versus 19-inchers on the 250 which could really use more sidewall. Proportions are just right, and the GLB has a traditional, muscular SUV silhouette. Its not too big on the outside, yet has ample interior room to accommodate a small family, and up to 1,805 litres of cargo capacity behind the front seats. Seating for five is standard, and each row of seats can fit two full-sized adults without issue. If you feel the need to carry up to seven passengers, two smaller humans can squeeze into optional third-row seat. Im not sure I get this new trend of squeezing a third row of seats into a compact SUV (Land Rover also does it with the Discovery Sport), because if you do have a substantially sized family, you could avoid sibling rivalry by getting a full-size seven seater.The base engine is a 2.0-litre turbocharged four that claims a respectable 221 horsepower and 258 lb.-ft. of peak torque. The engine mates to an eight-speed dual-clutch automatic. The GLB 35 gets a boost in performance, its 2.0-litre four claiming 302 horsepower and 295 lb.-ft. of torque, dropping the zero to 100 km/h time to 5.2 seconds from the 250s 6.9. All-wheel drive is standard on both models. The standard instrumentation includes a pair of seven-inch colour TFT screens, one ahead of the driver that displays driving info, and a central touchscreen for the entertainment system, navigation and vehicle settings. Our test vehicles are equipped with the optional 10.25-inch screens, as well as an optional heads-up display, which is large and easy to read. Climate controls are arranged in a neat row below a trio of round air vents in the centre stack.Mercedes-Benz User Experience (MBUX) is standard, and it underpins the driver interface system. It uses the central touchscreen, the console-mounted touchpad, steering-wheel controls, and the spoken voice to enable the various vehicle controls and functions. Simply calling out Mercedes prompts the voice commands, followed by whatever it is you want to control. As long as you have a good cell signal that allows the system to perform searches, its remarkably effective. Its rather annoying, however, to be constantly asked what youd like to do every time you mention the word Mercedes in a conversation, which happens often at a Mercedes press event. The prompting command can be changed to something else, and Id suggest choosing a word thats not used often in casual conversation. Apple CarPlay and Android Auto connectivity is standard.I begin in the GLB 35, which among other things has additional chassis bracing and firmer adaptive suspension than the GLB 250 and of course, more power. Along Andalusias serpentine roads, it returns a taut and communicative ride with minimal body roll worthy of a sporty sedan. It has five drive modes (Slippery, Comfort, Sport, Sport Plus and Individual), selectable by a cute little dial mounted below the right-hand steering-wheel spoke. Comfort mode provides a compliant ride that feels composed yet not cushy, and the speed-sensitive steering is modestly light. Steering firms up noticeably in Sport Plus, though effort remains linear and artificial. The transmission is almost silky smooth in Comfort mode, and in Sport Plus it changes gears with a bit more authority and
Origin: First Drive: 2020 Mercedes-Benz GLB
2020 Fisker Ocean can gain 200 miles of range in 30 minutes
American start-up Fisker has announced a partnership with Electrify America that will give drivers of its 2020 Ocean SUV access to “the largest open fast charging network” in the US. Fisker claims that Electrify America’s 350kW rapid chargers, which are compatible with all mainstream electric vehicles (EVs), are capable of delivering more than 200 miles of range in as little as 30 minutes. The network is currently under development, with plans to be operating in 45 of the 50 states by December 2021. The announcement comes as the company gears up to unwrap the futuristic Tesla Model Y rival at the CES exhibition in Las Vegas on 4 January 2020. The Ocean will be offered primarily to customers through a leasing programme, with prices starting from $379 (£295) per month, after a deposit of $2999 (£2335), for the cheapest of the five trim levels. Prospective customers can pay a fully refundable $250 (£194) deposit now via Fisker’s smartphone app to secure a reservation. Fisker says it will sell a “very limited” number of Oceans outright at the request of several global customers. The California-based company claims its first series production car is “the world’s most sustainable vehicle”, with recycled, vegan and other natural products used throughout. A full-length solar roof is said to offer 1000 additional zero-emissions miles per year, while recycled fishing nets, t-shirts, bottles and tyres feature throughout the interior and exterior to lessen the model’s well-to-wheel carbon footprint. The Ocean is also claimed to offer “the highest five-star safety rating”, with Fisker drawing attention to the prominent side impact protection beams. It’s unclear, however, whether the SUV has yet been tested by the National Highway Traffic Safety Administration, which conducts crash tests in the US. The Ocean rides high and has modern, utilitarian styling. Flared wheel arches hint at its performance potential, while narrow headlights and chrome detailing are a nod to the 2018 Fisker Emotion concept. It features what the firm calls “captivating design touches that have been traditionally reserved for supercars in the past”. Prominent styling details include a front-mounted radar in place of a grille, a large front air intake, flared wheel arches and a futuristic headlight design. Fisker has also confirmed that the side indicators double as charging indicators, turning green when the battery is full. Also featured is a targa-style removable roof section which Fisker says offers the open-air benefits of a convertible “without compromising the rugged and safe structural integrity of an SUV”. The battery is claimed to provide a range of up to 300 miles. The Ocean will be available in four-wheel drive form, with an electric motor mounted on each axle. Fisker also claims that the SUV’s interior will offer class-leading space, a large head-up display and an intelligent user interface. The company is also at work on developing solid-state battery technology, which it says would allow future vehicles to gain 500 miles worth of charge in as little as one minute. Fisker Inc. was formed in 2016, succeeding the bankrupted Fisker Automotive company that launched the Karma range-extender luxury saloon – now re-engineered and on sale as the Karma Revero GT – in
Origin: 2020 Fisker Ocean can gain 200 miles of range in 30 minutes
First Drive: 2020 Land Rover Range Rover Velar SVAutobiography Dynamic
There will be just 60 2020 Velar SVAutobiography Dynamic Editions available to Canadian buyers, making this special luxury sport SUV one of the most exclusive Range Rovers ever.Andrew McCredie MALIBU, CA. Look up the word rare in the Merriam-Webster dictionary and youll find the words uncommon and distinctive. Those certainly apply to the 2020 Range Rover Velar SVAutobiography Dynamic, of which just 60 will be for sale in Canada. Throw in powerful, advanced, luxurious, and cushy and youve pretty much covered all the bases of this very rare and refined vehicle.How refined? Engineers with Range Rover Special Vehicle Operationsthe mad scientists behind this uber-Velardesigned the engine so that at startup the valves are closed, meaning that instead of that distinctive bark of a supercharged, 5.0-litre V8, the engine note emits a lower note. Of course, put it in gear and step on it and those gleaming quad exhaust pipes let all the dog outs, to the tune of a 4.5 second zero to 100 km/h sprint. That 550 horsepower is some 170 ponies better than the next most powerful Velar, powered by a supercharged, 3.0-litre V6 and a ridiculously pedestrian zero to 100 km/h time of 5.3 seconds (if youve still got the dictionary handy, look up sarcasm). That refinement continues into the Velar SVAs bespoke chassis, which includes special damper tuning to help keep that 45 per cent increase in power in check. Those engineers also worked their magic on the eight-speed Quickshift transmission with high-performance SV calibration, which also makes its way into the all-wheel-drive system, the active rear locking differential, the steering and the air suspension. Theres also torque vectoring by braking, something you wont feel in that aforementioned straight-line sprint, but during a run up and down the many great canyon roads in the hills above Malibu had the large SUV handling more like the roadsters and sports cars that have made these roads famous for over 50 years. Put the transmission in Sport setting and engage the bespoke Dynamic modewhich allows you to personalize things like shift times, throttle and steering inputs and damping controlsand the driving experience underscores the fact that youre driving a full-size luxury SUV that is as good as cornering as chauffeuring. Oh, and braking. The 395mm front and 396mm rear brake discs feature a two-piece construction to optimize weight and are designed to dissipate heat more effectively to cope with the higher braking forces generated during high performance driving. The stopping power is remarkable.As much as the performance attributes of this special vehicle are impressive, the cabin updates over the already luxe Velar model line-up put this SUV into very rarefied territory. The double-stitched, perforated and quilted Windsor leather is unique to the SVAutobiography Dynamic Edition and comes in four colour combinations (Ebony, Cirrus, Vintage Tan and Pimento). The front seats are 20-way adjustable, heated and cooled and with memory and massage functions as standard. Theres a unique sports steering wheel, which features a contoured rim and tactile aluminum gear shift paddles, and the rotary gear selector and circular control dials for the infotainment system all feature a sophisticated knurled finish. Theres also an optional carbon fibre pack for the interior. The exterior gets the Special Vehicle Operations treatment too, including a new front bumper with larger air intakes to cool the bigger engine cool the uprated braking system. Theres also a new grille up front, lower side moldings and a revised rear bumper featuring integrated those four exhaust pipes. And one change you cant see: a transmission tunnel under tray designed to smooth airflow under the vehicle.And then there is the selection of forged aluminum wheels. The standard lightweight 21-inch wheels weigh the same as the 20-inch wheels on the base model, but to really make a statement, theres the optional 22-inch rims with a Silver Sparkle finish and diamond-turned edging. On the subject of wheels, it was a bit of a shock to lift the rear cargo floor and discover the spare has a bright orange rim. A whimsical bit of English humour perhaps.When it debuted a couple of years ago, the Range Rover Velar took the storied brand in a bit of a different direction, one that while still offering the renowned off-road capabilities put more of an emphasis on luxury and style, both inside and out.The 2020 Velar SVAutobiography Dynamic takes that statement to the next level, one that 60 very fortunate owners in this country will enjoy for themselves very
Origin: First Drive: 2020 Land Rover Range Rover Velar SVAutobiography Dynamic
First Drive: 2020 Ford Mustang Shelby GT500
Lots of cars have angry eyebrows. Not that many cars have the moves to back them up. But the 2020 Shelby Mustang GT500 does and its very angry indeed. Even when painted in a jovial shade of safety-cone orange, the leering face bristles with vents, scoops, spoilers, and splitters. The very first second you fire it up you realize that the multi-mode exhaust has no fewer than four settings but they only range from antisocial to jet-engine. It wasnt built to make friends.It was built to be the ultimate performance Mustang. And with 760 horsepower, its far and away the most powerful Mustang ever built. Two of Steve McQueens rowdiest 1968 GT390s would still need a Mustang II stacked on top to equal the power of the mad supercharged 5.2L V8. Remember those this is your brain on drugs ads? Well this is your 5.2L GT350 Voodoo engine on copious amounts of boost. The bones of the same captain-insane-o flat-plane-crank V8 that we adored in the GT350 has been treated to a healthy dose of Roots blower which pushes 12 psi of go-fast squeeze through the mill. It makes 620 lb.-ft. and will rev out to 7,500 RPM. The engine is a treasure. We will be talking about this engine 25 years later as one of the mechanical greats. It revs, it pulls, its linear, and boy is it mean. The idle has an off-key warble like a V10 Viper thanks to the cross-plane-crank breathing through one intake plenum. Its everything you loved about the GT350 motor but with more of everything everywhere.Coupled to this engine exclusively is a paddle-shift-equipped seven-speed dual-clutch Tremec automatic. I can hear the pitter patter of #savethemanuals typers already, but honestly, the average human and buyer will not be able to shift fast enough to keep up with 760 hp. The shift points come at you faster than the music notes in Guitar Hero when you try to play Iron Maiden at full difficulty. The paddle is an honestly welcome companion to the GT500 engine and the shifts are absolutely fierce when you need them to be. Otherwise, it seems content to waft you along and seamlessly shift around in traffic. Its a very good transmission. Every bit as good as that transmission is the suspension tuning. The GT500 is fully aerodynamically optimized and that combined with just honestly good suspension engineering make the GT500 not as scary to drive as you might think. The magnetorheological suspension is not too harsh and jouncy on real roads. Sport mode is just about perfect for fast driving. The steering lacks feel compared to what youd find in a Porsche 718 or even across town in a Camaro. But the weight feels right and the entire package inspires tons of driving confidence. And youll want confidence when youre piloting 760 hp around.When you slap the accelerator down in a Hellcat, all kinds of amusing and terrifying things happen. The tires light up and the car goes sideways no matter what speed youre already doing. Its fun in the same way that base jumping is. But the Mustang simply rears up on those 315 section tires and explodes forward. Mat the gas at any speed above first gear and it just moves out like no muscle car youve ever seen, accompanied with a wild banshee wail. Lots of muscle cars have big power but the GT500 lets you use that power pretty much anywhere. 2020 Ford Mustang Shelby GT500 Clayton Seams The cabin is nothing to write home about. You sit in a pair of nicely-shaped Recaros but those are the only seats youll find inside. The rears have been replaced with a little bit of foam. The GT500 is a true two-seater. Though it may cost a full $94,675 in Canada, the door panels, dashboard pad, and console are made from the very same materials youd find in a humble four-cylinder Mustang. But if youre buying this car, you know exactly where your money has been spent. Your money went to fund all the amazing pieces that transform the Mustang into a 100-percent capable track car. And frankly, I dont know where youd find more performance capability for under $100,000.Despite its angry face and its back-off exhaust tone, the GT500 is actually friendly to drive once you wrap your head around the sheer speed of it. Its the GT2 RS to the GT350s GT3. The manually-shifted GT350 is more pure and is the true drivers car of the two. The GT350 also has just that extra little bit of hard-edge sound thanks to its sky-high 8,200 RPM redline. Which is the better car? Well, frankly, the GT350 may be ticket fast but the GT500 is jail fast. The 350 is ideally suited for canyon carving and fast road driving. And while you can canyon carve the GT500, it wants for something more. The GT500 deserves a racetrack to be let loose on, and a big one at that. Then you can show all the other cars how angry it can truly
Origin: First Drive: 2020 Ford Mustang Shelby GT500
Quick Spin: 2020 Jeep Compass
2020 Jeep CompassJil McIntosh When Jeep brought out the all-new Compass for 2017, it burdened it with the baggage of that old name. If you only knew the Compass as the plasticky little lump based off the Dodge Caliber, its now worth another look.For 2020, the Compass gets some updates, including new safety packages, ventilated front seats, and premium speakers on some levels, as well as a new exterior shade of red. I had the chance to take the Compass for a quick spin at an event earlier this year; pricing hasnt been announced for 2020, but the 2019 version starts at $25,900 before freight and taxes, or any discounts.Based on the same platform as the Cherokee and Renegade, the Compass carries a 2.4-litre four-cylinder engine that makes 180 horsepower and 175 lb.-ft. of torque. The Sport and North trim levels come in front- or all-wheel drive, with a six-speed manual or automatic transmission. The Trailhawk and Limited come only in all-wheel-drive, and use a nine-speed automatic. That all-wheel system is called Jeep Active Drive, and powers the front wheels until driving conditions dictate the rear wheels should see some action as well. On the Trailhawk, it also includes a selectable low range that gives it a 20:1 crawl ratio, plus skid plates and more ground clearance. While I drove the Limited, Ive taken the Trailhawk on a couple of tough off-road courses and was surprised at how capable it is on the rough stuff. The Wrangler has nothing to worry about, but a Compass Trailhawk owner can still have some fun.At the Limited trim, its more about appearance and comfort. To that end, this top trim includes 18-inch wheels, an auto-dimming mirror, heated seats and steering wheel, and leather seats with perforated inserts. Standard items across all trim levels include a height-adjustable cargo floor, Uconnect infotainment with Apple CarPlay and Android Auto, and a tire pressure monitoring system.The Compass is a fairly hefty little machine, and this little engine has to churn pretty hard when you want to get somewhere in a hurry. If you put your foot down for passing power, theres a bit of a lag waiting for the transmission come on board with the right gear, and the engines noisy as it accelerates. But it gets quiet and moves along well once its up to speed, and while the transmission does its best to get up into the fuel-saving higher gears as quickly as possible, its fairly smooth as it shifts. The ride is comfortable and the cabin is quiet, and steering and handling are about average for the segment theres a little bit of lean around very sharp corners, but its fine for the daily commute. While the Limiteds all-wheel-drive system determines when to shift power to all four wheels, you can dial in settings to optimize it for snow, sand, or mud the Trailhawk adds a choice for rock. Theres also a 4WD Lock button that keeps the system engaged at low speeds for extra traction when youre pulling out of snow or mud.The Compass is handsomely styled inside, and with simple controls for the climate settings albeit without a lot of small-item storage to stash your phone or other everyday-carry items. As far as simplicity goes, all infotainment systems should be as good as FCAs Uconnect, with its intuitive icons and menus. But the Compass is still a small vehicle, and while legroom isnt that bad given the footprint, its also narrow and so there isnt a great deal of elbow room. But theres a decent among of cargo space, especially when the 60/40 rear seats are folded, and the multi-level cargo floor gives you the option of extra cargo height or setting it higher to hide valuables under it.I expect pricing to remain fairly constant to the 2019 models, and if so, youll probably find that the higher Compass trim levels seem a bit much for what you get. On the plus side, its nicely sized for tight city spots, and its got Jeep know-how for its all-wheel system. Its far from perfect, but its certainly worth a look in the
Origin: Quick Spin: 2020 Jeep Compass
First Drive: 2020 Lexus RX
2020 Lexus RXPeter Bleakney / Driving Its been 20 years since Lexus launched the RX 300, long before the term luxury crossover was such an integral fixture in our automotive lexicon. Thats because Lexus tall, uni-body, leather-lined four-wheeler with zero off-road pretensions was the original. Range Rover may be credited for introducing the first luxury off-roader, but Lexus lays claim to this whole ritzy soft-roader thing that has spread like wildfire. To this day, the RX is Lexus best-selling model and remains the top selling vehicle in the segment.For 2020, the fourth-generation RX gets a mid-cycle makeover that includes styling tweaks, updates to the infotainment system, and retuned steering and suspension bits. If you like the RXs bold styling, dont worry: Lexus hasnt toned it down. The huge spindle grille is as in-your-face as ever, but now is better integrated into a visage that incorporates slimmer headlights and bumpers contours that echo the grill. New L-motif taillights, fresh wheel designs and a new hue Moonbeam Beige Metallic round out the visual updates.Powertrains carry forward, which means the RX 350 runs with a naturally-aspirated, 295-horsepower 3.5-litre V6 hooked to an eight-speed automatic, while the RX 450h hybrid uses an Atkinson-cycle version of said engine along with two electric motors one powers the rear wheels for a total system output of 308 horsepower. A CVT does duty here. This 2020 refresh addresses a number of infotainment issues that were starting to dog the Lexus RX. First and foremost, Apple CarPay and Android Auto are now standard, and the roundly-criticized joystick controller on the centre console is replaced with a marginally less-frustrating track pad. Helping most with functionality here is a touchscreen (eight-inches on base models, upgradable to 12.3-inch split display on higher trims) which is probably the easiest way to get around this infotainment system. The screen sits 5.5 inches closer to the driver, although those with short arms will still find it a reach. Lexus also claims a simplified menu structure and larger touch points. Furthermore, on the tech front, the smartphone Lexus App allows for remote starting and locking, plus the monitoring such things as fuel level, odometer reading, and the position of the windows and sunroof.All 2020 Lexus RX models get the Lexus Safety System+ 2.0, which adds to the standard safety systems a suite that includes daytime bicyclist detection, low-light pedestrian detection and Lane Tracing Assist (LTA) that, in conjunction with the adaptive cruise control system, affords a certain degree of semi-autonomous motoring when conditions allow.First up on this snowy test drive was a RX350 (base $56,050) with the $9,000 F-Sport Series 2 package that adds a whack of kit the 12.3-inch screen, F-sport seats, 20-inch wheels, front and rear LED lighting, rear cross-traffic braking, adaptive dampers, sports suspension, and more. The Circuit Red sport seats are superb comfy yet very supportive and like all Lexus products, the RXs interior is rich and beautifully crafted. All controls work with silken precision, and standard across the board are metal paddle-shifters. Are these a harbinger of an RX that cuts a sharper path through the bends? Kind of. Its actually hard to sense any appreciable handling difference without a direct comparison to a 2019 model, but if anything my backside tells me anything, the 2020 is a bit tighter. Credit a stiffer structure, new hollow anti-sway bars, and retuned dampers. The RXs steering is still numb, and it really shows no newfound appetite for on-ramp hijinks. But more to the point is the fact that Lexus hasnt sacrificed the RXs chart-topping core attributes a smooth relaxed ride and hushed cabin in the pursuit of sportiness. Adding to this sense of dont worry hurry, be happy apologies to Bobby McFerrin is the V6 that provides adequate acceleration, but nothing more. Were getting used to mid-range turbo punch these days, and the Lexus aint got it.The RX 450 hybrid feels marginally more lively, but if you really put your foot in it, the CVT has the V6 moaning away while the vehicle pays catch up. However, I did see a heart-warming 8.3 L/100 kilometres over a few hours of driving secondary roads, and for 2020 Lexus has upped the hybrids battery warranty to 10 years or 240,000 kilometres, whichever comes first. Is Lexus serious about getting you into a hybrid? Well, youll also be happy to know the RX 450h gets a $5,700 price cut for 2020 now starting at $58,800, it is a scant $2,750 pricier than the gas-only RX 350. Ultimate cargo space in the RX is compromised because of that stylish sloping roof, but at least you can access it easier for 2020. Lexus has reduced the time it takes for the hatch to power open yes, it was glacial before and now offers true foot-swipe operation.The Lexus RX is as much of a success for Lexus as it is for the multiple award-winning
Origin: First Drive: 2020 Lexus RX
The 2020 Triumph Tiger 900 is bigger, better and oh-so-modern
For a bike that claims a heritage as the longest-serving adventure bike in motorcycling history the first Triumph Tiger appeared way back in 1936 the 2020 Tiger 900 looks pretty darned modern.Electronically adjustable suspension? Check (even if its only available on the rear shock of one particular trim, its still pretty darned impressive for a middleweight).Six riding modes? Again with the affirmative, the Rally Pro model offering riders the choice between Rain, Road, Sport, Off-Road, Rider-configurable and Off-Road Pro configurations.Hell,
theres even a My Triumph connectivity app controlled by a joystick on the handlebar. The Millennials will be so happy. Of course, theres a lot more to the new Tiger 900 than just high-techery, the most obvious addition Triumphs middleweight triple has enjoyed being yet another boost in displacement to 888 cc that gives it a nice, healthy increase in torque.Officially, Triumph claims the 900 is good for 64 ft-lbs and 94 horsepower, significant increases both over the outgoing 800 model. Better yet, those 64 torques are produced at a relatively low for a mid-displacement triple at 7,250 rpm. The new Tiger should have some grunt!It will certainly have superior suspension and, in a major upgrade, true off-road worthiness. In the first case, while the three street-oriented models make do with 180 millimetres and 170 mm of suspension travel (front and rear, respectively) for the top-line GT Pro model, the rear Marzocchi shock is electronically adjustable for rebound damping and spring preload (this last being very important if you often carry a passenger and luggage).The off-road models, meanwhile, get upgraded Showa suspension with 240 mm and 230 mm of travel front and rear. And in a response to the many Tiger 800 owners who ventured deep into wood and briar, the 900 gets a removable rear subframe holding the seat and luggage in case the tubing gets bent in a serious get-off.Other noteworthies are Brembo Stylema four-piston front brakes, a low-seat-height GT model and secure mobile phone storage, along with a 5V USB power port. Electronic cruise control is available, as are heated grips and even a heated seat (with separate pillion temperature control, says Triumph).Throw in more than 65 Tiger-specific accessories including Trekker and Expedition packages and you can outfit the new 900 for both on- and off-road adventures. Look for the new Tiger 900 in Triumph dealerships early this
Origin: The 2020 Triumph Tiger 900 is bigger, better and oh-so-modern
The Lexus UX gets a refresh for 2020, ups the tech quotient
Lexus is updating its UX for the 2020 model year, to cram in more tech and better connectivity.There are two powertrain choices, the standard being a 2.0-litre four-cylinder that produces 168 horsepower, sending power to the front wheels via a CVT transmission. The second option is a hybrid powertrain built around a 2.0-litre Atkinson-cycle four-cylinder, coupled to Lexus fourth-generation self-charging gasoline-electric system.The hybrid option makes 181 horsepower, sending gasoline power to the front wheels via a CVT and using an electric motor for the rear wheels to make the vehicle all-wheel-drive. Lexus says more than 95 per cent of customers choose the hybrid.Taking a page from Tesla, the Lexus UX can now be unlocked with an included key card when specced in the Luxury trim options. Android Auto and Apple Carplay are now available as standard.The base model UX starts well-optioned at $37,450, featuring heated and ventilated front seats and 17-inch alloy wheels. Stepping up to the Sport Series 1 at $39,750 adds a heated steering wheel, LED fog lamps, F SPORT appearance package and 18-inch alloys.Hybrid models feature the same standard equipment, as well as all-wheel-drive, starting at $40,000. The luxury package is $45,300, and adds a 10.3-inch display screen with embedded navigation, head-up display, a drivers seat memory system, intuitive parking assist with auto-braking, hands-free rear hatch and a wireless charging system.The UX 250h F Sport Series 1 ($42,100) and Series 2 ($48,900) both add the same features as the gasoline versions.Both models are available
Origin: The Lexus UX gets a refresh for 2020, ups the tech quotient
New 2020 Ford Kuga: UK pricing and specs revealed
Ford has released UK-specific pricing and trim level details for the new, third-generation Kuga SUV. It’s priced from £23,995, with priority deliveries of the high-spec First Edition models early next year. The base price gets you in a Zetec model powered by a 118bhp 1.5-litre Ecoboost turbo petrol engine. The other trims are Titanium (from £27,245), ST-Line (from £29,345), ST-Line X (from £30,645) and Vignale (from £31,945). All Kugas come as standard with the Ford Pass Connect embedded modem, wireless smartphone charging and “advanced driver assistance and safety features”. First Edition variants of Titanium and ST-Line models bring a Bang Olufsen sound system and the Driver’s Assistance Pack. Further engine options include a 148bhp 1.5-litre turbo petrol and 1.5-litre and 2.0-litre diesels, the latter of which is also available in 187bhp form or 148bhp form with mild hybrid tech. A new plug-in hybrid option is also available from £33,095 in Titanium trim – the same price as the higher-powered 2.0-litre diesel. The Kuga has been redesigned from the ground up in a bid to attract more buyers in the still-booming family SUV sector, and the new model will be offered with petrol, diesel, mild hybrid, hybrid and plug-in hybrid powertrains. As Ford ramps up its European business restructuring, SUVs will play a crucial role. “One in three sales across Europe are SUVs, and for us it’s one in five. We want to change that,” Jorg Beyer, managing director of product development, told Autocar. The hybrid line-up in particular is expected to be key to attracting new customers. Ford has beaten many of its rivals to market with its plug-in hybrid option, which mates a 2.5-litre Atkinson cycle petrol engine with an electric motor and 10.3kWh battery to deliver 222bhp. The model can travel up to 34 miles on electricity alone, giving it an official economy figure of 201mpg on the WLTP cycle in PHEV operating mode (or 43.5mpg WLTP with no charge in the battery). Official CO2 emissions are just 29g/km. Buyers will also able to choose a regular hybrid set-up, akin to that of the Toyota Prius, linking the 2.5-litre petrol engine to an electric motor and smaller battery to deliver 50.4mpg and 130g/km. A 48-volt mild hybrid setup is mated to a 148bhp 2.0-litre diesel engine to offer 56.5mpg and 132g/km. Conventional 1.5-litre petrol and 2.0-litre diesel variants are also available, mated to either a six-speed manual or eight-speed automatic gearbox. Front and four-wheel drive are both available. Also striking is the new, more sophisticated and less boxy look of the third-generation Nissan Qashqai, Kia Sportage and Hyundai Tucson rival. The styling moves Ford’s design language another step on from the more contoured lines of the latest Fiesta and Focus. The interior also follows those cars, delivering an uncluttered, sweeping look despite the raft of technological functions that are offered, the majority of which are controlled through the central touchscreen. The Kuga sits on the same C2 platform as the new Focus, being longer, wider and having a larger wheelbase – and therefore improved stability and dynamics – than the car it replaces. The platform is also said to be 10% torsionally stiffer than the outgoing car’s, as well as supporting the basis for a more aerodynamic design and allowing weight savings of up to 90kg over today’s model. In particular, the new Kuga is said to deliver more interior room than before, including what Ford says is class-leading space for rear-seat passengers thnks to an 89mm length increase. In the front, occupants get 43mm more shoulder room and 57mm more hip room than in the current model, while in the rear there is a 20mm increase in shoulder room and 36mm more hip room, while the seats, split 70:30, slide fore and aft as standard. This increased rear accommodation has been achieved in part by setting the dashboard closer to the engine bay bulkhead and positioned more upright than before, allowing front seat passengers to be seated farther forward. Despite sporting a dramatic, sloping roofline and an overall height that is lower by 20mm than that of the outgoing car, the new Kuga also offers 13mm more head room in the front and 35mm in the rear, thanks to clever interior packaging. New technology for the Kuga includes Ford Pass Connect, which can provide wi-fi connectivity for up to 10 devices, a head-up display, wireless charging for a phone, a system that automatically brakes the car if it drives forwards or backwards into crossing traffic and a self-parking system that can parallel park or drive into a space perpendicular to the car at the push of a button. A hands-free boot-opening system, which is operated by waving your foot under the rear bumper, is also available. A radar and camera-guided system that detects slower-moving and stationary vehicles, and which will automatically steer around them to avoid a collision if necessary, is also available,
Origin: New 2020 Ford Kuga: UK pricing and specs revealed
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