2020 Mercedes-Benz GLSHandout / Mercedes-Benz What is it? Mercedes-Benx calls it the “S-Class of SUVs,” which means it’s imposing and luxurious in equal measure. Why does it matter? Well, Mercedes does have a reputation to uphold as the ne plus ultra of German automotive luxury, so the all-new 2020 is larger — as in 77 millimetres longer and 22 millimetres wider — than the already gargantuan sport-brute it replaces. Along with all that room comes extravagance, as in all three rows of seating are electrically adjustable, the last able to fold into the floor as well. The other interior highlight is Stuttgart’s new MBUX infotainment system which, confounding all previous Mercedes systems, is actually quite easy to use (look for an upcoming Driving.ca video test of this latest technology in one of Mercedes less opulent models), Not only does MBUX offer the most powerful digital “assistant” ever in an automobile, but in the GLS — it being, again, the “S-Class of SUVs” — there are two MBUX-enabled 11.6-inch touchscreens in the rear. The GLS’ upgrade also sees the introduction of an electrified V8 in Mercedes’ powertrain portfolio. The GLS 580 4MATIC marries a gas-fed V8 with a 48 volts of intagrated starter-generators. The gas engine contributes 483 horsepower and 516 pound-feet of torque to motivating the GLS, while the mild hybridizations kicks in an extra 21 horsepower and as much as 184 lb.-ft. of torque. Meanwhile, the GLS 450 4MATIC version uses an inline six-cylinder engine with similar 48-volt technology, its 362 horsepower and 369 lb.-ft. of torque supplemented by the same 21-horsepower and 185 lb.-ft. of torque of EQ Boost. All GLS SUVs will be equipped with Mercedes’ familiar 9G-TRONIC automatic transmission, but new this year, says Mercedes, is an even more capable all-wheel-drive system specifically configured for off-roading. In addition to its multi-plate clutch/ torque-on-demand abilities, it also features a “low” gear for serious off-road. Seeing as it’s a top-of-the-line Merc — you do remember it being “the S-Class of SUVs,” right? — the GLS is so chock-a-block with electronic safety gizmos that it’d take the whole internet to list them all. Suffice it to say, if it’s been invented, Mercedes has installed it on the GLS. One that does stand out is something called Carwash. Activate this function and the suspension moves to its highest position, which due to the axle geometry, reduces the track widths and makes it easier to drive into the carwash bay. Those crazy Germans, they think of everything! When is it coming? Canadian pricing and availability haven’t been announced just yet. Should you buy it? God, I don’t know. Do you need the S-Class of SUVs? If so, Mercedes-Benz makes just the car for you. And before you start scoffing at such a thing, take a look at Range Rover sales lately — the market for upper-end SUVs seems almost limitless. I suspect Mercedes will find a goodly number of customer for its — all together now — S-Class of
Origin: 2020 Mercedes-Benz GLS proves bigger is better
2020
2020 Toyota Highlander is basically better in every way
What is it? A brand new, larger and more fuel-efficient version of Toyota’s ever-popular Highlander. Why does it matter? It’s the fourth generation of Highlander and, like the recently revised RAV4, this year’s remake is substantial. In addition to incorporating Toyota’s latest New Global Architecture (TNGA-K), the 2020 Highlander is powered by a healthy V6 — 295-hp isn’t exactly chicken feed — mated to a state-of-the-art 8-speed automatic. Combine it with the Towing Package’s heavy-duty radiator and computer-controlled Trailer Sway Control and the V6-powered Highlander can haul a real truck-like 2,273 kilograms. As for the Hybrid, it combines a higher-efficiency 2.5-litre four — there’s a Variable Valve Timing-intelligent system by electric motor (VVT-iE) working on the intake cams while regular VVT-i is used on the exhaust valves — with two electric motors. This latest Toyota Hybrid System offers a whopping 17 per cent improvement in fuel efficiency compared with the previous Highlander Hybrid — from an already commendable 8.3 L/100 km to a truly-impressive-for-a-large-SUV 6.9 L/100 km overall. There’s even a “hypermiler” function called Auto Glide that Toyota says limits engine braking when the driver lifts from the accelerator pedal, acting like a neutral gear to allow the vehicle to coast further. All this focus on frugality does sacrifice performance as the revised hybrid powertrain drops the V6-powered system that yielded 306 hp in favour of a much more efficient four-cylinder that puts out a far more modest 240 net system hp. And, in a first for Highlander, the Hybrid version is also available in FWD or AWD guises. Toyota, in fact, is offering no less than three different all-wheel-drive technologies for its new SUV, the most sophisticated of the V6 versions including Dynamic Torque Vectoring AWD with Drive Mode Select and Driveline Disconnect — yes, it’s a mouthful — that doesn’t need to wait for wheel slippage before engaging, the quicker action resulting in more traction. The Hybrid AWD system also preemptively distributes torque to the rear wheels and, says Toyota, with more torque being sent rearward, the Highlander is more capable off-road. The Highlander’s interior, meanwhile, goes similarly high-tech with LED mood lighting and a multi-media infotainment system that incorporates Apple CarPlay and Android Auto. There’s also a 1,200-watt JBL audio system on offer and, like all recent Toyotas, it comes with a full complement of Safety Sense features — Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, Automatic High Beam, Lane Tracing Assist, Road Sign Assist. When is it coming? The Yanks get the plain ole gas model in December 2019 and the full-zoot Hybrid version in February 2020. We’re typically a few months behind. Should you buy it? Well, it is a Toyota. It’s also a Toyota with a more powerful gasoline engine or more efficient hybrid system, offers more sophisticated AWD systems and truly “connected” interior. It may not be the sexiest sport ute on the planet, but it will provide safe, reliable and increasingly efficient transport. More importantly, 6.9 L/100 km overall fuel consumption is astounding for a full-sized seven — or eight — passenger SUV without a
Origin: 2020 Toyota Highlander is basically better in every way
2020 Corsair brings Lincoln’s new mojo to the compact crossover segment
What is it? An all-new SUV that is, in Lincoln’s own words, a “sanctuary with a visually soothing design, hand-selected materials and refinements in sound characteristics.” Why does it matter? Well, Lincoln is a subsidiary of Ford, the company that’s promising to produce nothing but SUVs and trucks. In other words, SUV development is important to Ford’s fiscal health, which means the Corsair better be, as Joy Falotico, Lincoln’s president claims, “artistically crafted, expertly designed and infused with our unwavering attention and commitment to detail.” To that end, the Corsair does excel in the details; the dashboard is double-walled to reduce cabin noise, a 14-speaker Revel audio system to increase it, and six unique orchestral chimes alert the driver to unbuckled seat belts, open fuel door and more. Wi-Fi is also standard. Power for the compact luxury ute comes from a choice of two small turbocharged fours, the first a 230-horsepower variant of Ford’s trusty 2.0-litre with 250 horsepower and 275 pound-feet. Those looking for Mustang-like power can upgrade to the 280-hp 2.3L version that also boasts 310 pound-feet of torque. Both are mated to 8-speed autoboxes. There’s no mention of the hybrid version that was rumoured to be also released at the show. Lincoln’s intelligent all-wheel-drive is standard with both engines and seamlessly switches between front- and all-wheel-drive according to road conditions. The drive can be further customized with five of Lincoln’s signature drive modes – Normal, Excite, Slippery, Deep Conditions and Conserve, the last four just Millennial newspeak for “sport,” “rain,” “off-road” and “Eco.” On the technology front, Corsair incorporates the Lincoln Way phone-as-key app, which means that Corsair owners can lock and unlock, open the liftgate and start the engine with their smartphone. Lincoln Way allows drivers to gain entry to their Corsair and it triggers a personal profile that can automatically adjust up to 80 features to the owner’s preference. Not only will the cabin be warm on cold winter mornings, your favourite music will be playing to perk up your morning commute. When will we get it? This fall. Should you buy it? The Escape on which the Corsair is based is all-new and is getting rave reviews. This latest Lincoln is also continuing the company’s latest run of comely sport utes. It’s entering a truly crowded field and competing against the likes of BMW and Audi. If you like cheering for the underdog, you should give the Corsair a
Origin: 2020 Corsair brings Lincoln’s new mojo to the compact crossover segment
600-hp Nissan GT-R returns to Canada for 2020 model year
2020 Nissan GT-R 50th Anniversary Edition What is it? It’s not as awesome as the GT-R50 Nissan revealed last year and then decided to build for well-heeled customers, but the 2020 GT-R introduces a 50th Anniversary Edition with heritage colours that pay tribute to the greatest racers to bear the GT-R badge. Why does it matter? Don’t be distracted by the flashy colours and pretty stripes Nissan is showing off for their 50th Anniversary Edition GT-R. The real news is the return of the 600-hp Nismo engine tune under the hood of 2020 GT-R Track Edition cars, not seen since the very brief appearance of the GT-R Nismo in Canada for the 2017 model year. While 600 hp is a wonderful round number to make good headlines, it’s not the only change on the menu for the heavyweight AWD supercar, though it is the most meaningful for performance enthusiasts. Each and every twin-turbocharged 3.8-litre V6 that goes into a GT-R is handcrafted by its own takumi technician, with a signed badge commemorating his work. In standard Premium trim, horsepower is an already robust 565, with 467 lb.-ft. from 3,300 to 5,800 rpm, while the 600-hp Track Edition gets a bump to 481 lb.-ft. from 3,600 to 5,600 rpm. Changes for the 2020 model include new turbochargers that yield quicker responsiveness, race-inspired exhaust manifold designed for easier servicing and potential tuning. Nissan continues to tinker with the transmission refinement, but hopefully they will never go too far and strip away the endearing mechanical orchestra of gears and differentials from the 6-speed dual-clutch. R mode gains more aggressive downshifts, particularly during ABS moments, when it interprets that hard braking as preparation for corner exit. However, both Auto mode and R mode will dial back the aggression based on driving inputs, so if you are just driving around town, it won’t downshift for max rpms every time you brake gently or regularly. and as with every update, the suspension is tweaked to enhance both cornering attitude and comfort to go along with refined steering and braking. With the GT-R climbing the pricing ladder thanks to impeccable performance credentials, Nissan is working to keep up appearances and quality for customer that could just as easily spend their money on a Porsche 911 or Mercedes-AMG GT. While the 8-inch touchscreen and controls are looking a bit dated, the single, seamless piece of leather stitched across the dash and matched by door panel inserts do bring a touch of class to the cabin. However, if you can get your hands on one, the 50th Anniversary Edition is the one to have, with a grey colour scheme Nissan likens to the twilight sky (fitting for a car that is in the twilight of its generation), special embossed seats, and stitched Alcantara headliner and trim. Sadly, the 50th anniversary special is paired only with the Premium trim, so you can’t have your 600-hp track beast in that guise. When is it coming? The 2020 Nissan GT-R 50th Anniversary Edition will be in dealers this summer. Should you buy it? Well, if you couldn’t afford the GT-R50, then this isn’t a bad way to get into GT-R, especially the Bayside Blue that is as loud and special as the car
Origin: 600-hp Nissan GT-R returns to Canada for 2020 model year
600-hp Nissan GT-R makes its return in Canada for 2020 model year
2020 Nissan GT-R 50th Anniversary Edition What is it? It’s not as awesome as the GT-R50 Nissan revealed last year and then decided to build for well-heeled customers, but the 2020 GT-R introduces a 50th Anniversary Edition with heritage colours that pay tribute to the greatest racers to bear the GT-R badge. Why does it matter? Don’t be distracted by the flashy colours and pretty stripes Nissan is showing off for their 50th Anniversary Edition GT-R. The real news is the return of the 600-hp Nismo engine tune under the hood of 2020 GT-R Track Edition cars, not seen since the very brief appearance of the GT-R Nismo in Canada for the 2017 model year. While 600 hp is a wonderful round number to make good headlines, it’s not the only change on the menu for the heavyweight AWD supercar, though it is the most meaningful for performance enthusiasts. Each and every twin-turbocharged 3.8-litre V6 that goes into a GT-R is handcrafted by its own takumi technician, with a signed badge commemorating his work. In standard Premium trim, horsepower is an already robust 565, with 467 lb.-ft. from 3,300 to 5,800 rpm, while the 600-hp Track Edition gets a bump to 481 lb.-ft. from 3,600 to 5,600 rpm. Changes for the 2020 model include new turbochargers that yield quicker responsiveness, race-inspired exhaust manifold designed for easier servicing and potential tuning. Nissan continues to tinker with the transmission refinement, but hopefully they will never go too far and strip away the endearing mechanical orchestra of gears and differentials from the 6-speed dual-clutch. R mode gains more aggressive downshifts, particularly during ABS moments, when it interprets that hard braking as preparation for corner exit. However, both Auto mode and R mode will dial back the aggression based on driving inputs, so if you are just driving around town, it won’t downshift for max rpms every time you brake gently or regularly. and as with every update, the suspension is tweaked to enhance both cornering attitude and comfort to go along with refined steering and braking. With the GT-R climbing the pricing ladder thanks to impeccable performance credentials, Nissan is working to keep up appearances and quality for customer that could just as easily spend their money on a Porsche 911 or Mercedes-AMG GT. While the 8-inch touchscreen and controls are looking a bit dated, the single, seamless piece of leather stitched across the dash and matched by door panel inserts do bring a touch of class to the cabin. However, if you can get your hands on one, the 50th Anniversary Edition is the one to have, with a grey colour scheme Nissan likens to the twilight sky (fitting for a car that is in the twilight of its generation), special embossed seats, and stitched Alcantara headliner and trim. Sadly, the 50th anniversary special is paired only with the Premium trim, so you can’t have your 600-hp track beast in that guise. Should you buy it? Well, if you couldn’t afford the GT-R50, then this isn’t a bad way to get into GT-R, especially the Bayside Blue that is as loud and special as the car
Origin: 600-hp Nissan GT-R makes its return in Canada for 2020 model year
2020 Range Rover Velar SVAutobiography packs a supercharged V8
2020 Range Rover Velar SVAutobiography DynamicHandout / Land Rover What is it? The hot-rodded edition of Range Rover’s compact luxury sport brute. Why does it matter? A cynic might say, with some credibility, that Jaguar Land Rover does this SV thing with all its products. And they’d be right, the British automaker eventually shoehorns its supercharged V8 into any engine bay even remotely capable of housing eight pistons and a blower. That might be factually true, but even a skeptic has to admit 550 horsepower is a convincing argument for optimism. If that’s not persuasive enough, how about 502 pound-feet of torque? Still not enough? How about a zero-to-100 km/h sprint time of just 4.5 seconds? Sports car-like performance from an SUV that weighs 2,090 kilograms before you climb aboard. To handle all this power, Range Rover upgraded the air suspension, recalibrated the all-wheel-drive system and electronic rear differential, and fitted huge P265/40R22 Pirelli Scorpion performance radials. Not to ignore the company’s off-road heritage, the Dynamic Edition still has a approach angle of 24 degrees and approach is 27.5 degrees, both figures in the Velar’s off-road mode. When is it coming? This fall. Should you buy it? Well, the first thing you should know is that whatever the price is, Range Rover claims that the SVAutobiography Dynamic will only be on sale for a year. So, if you want one of the fastest — if not the fastest — compact SUV that just happens to be capable of traipsing down a pretty gnarly trail, then you’d better get your name on a list pretty darn
Origin: 2020 Range Rover Velar SVAutobiography packs a supercharged V8
First Drive: 2020 Mercedes-Benz CLA 250 4Matic
2020 Mercedes-Benz CLACosta Mouzouris / Driving MUNICH, Germany – “This is our formula for success – get them into the brand early, and keep them for life.” That unabashed claim is pulled from the press literature of the 2020 Mercedes-Benz CLA, so apologies for that, but it’s actually somewhat substantiated. Mercedes-Benz introduced the CLA 250 in 2013, and the compact sedan (its maker calls it a coupe, but it has four doors, so…) succeeded in attracting new, younger customers to the German automaker. Available initially as a front driver, it boasted styling cues and features borrowed from larger, pricier Mercedes cars, but at a price that made it very accessible. More than 750,000 CLAs have sold worldwide since its introduction. Most of its buyers were new to Mercedes, and they were also the youngest. The average American CLA buyer is 10 years younger than the average Mercedes customer; the average Canadian buyer is six years younger. According to Mercedes, in Europe half of CLA buyers came from other brands, and three quarters of CLA owners who traded up, did so into another car within the company’s line up — get them in early and keep them for life. Despite having been on the market for five years, Mercedes claims the CLA sold in record numbers last year. The CLA has been redesigned for 2020, and it is larger and has become more upscale. It has also matured in the market and has shed its entry-level status; that duty has been taken over by the A-Class. The new Hungarian-made CLA boasts wheel tracks that are 53 mm wider at the front, 48 mm wider at the rear, and a wheelbase that’s stretched by 30 mm. The body is roughly 50 mm longer and wider, though height remains unchanged. Despite the larger exterior dimensions, there’s only a bit more headroom for front passengers, and more elbow room for all occupants. The trunk opening is now wider for easier loading, though trunk capacity has shrunk by 10 litres, to 460. From the front the styling changes are subtle, with a reshaped grille and more slender LED headlights. From the side the changes are more obvious; the character lines have been ironed out, giving the CLA a smoother, more streamlined appearance. The rear has been altered, too; the former large openings flanking the bumper are now narrow slits, and the licence plate has migrated to the bumper from the trunk lid, which is wider and now integrates a portion of the taillights, giving the rear end a wider, cleaner appearance. The tidying up of the styling carries into the cabin, which is sleeker and less cluttered. My test car is equipped with the optional 10.25-inch widescreen, which sits prominently behind the steering wheel, unencumbered by a visor or cowling. It has two portions: straight ahead from the driver’s seat is a configurable instrument display with three possible layouts, and to the right is a multimedia touchscreen, which displays navigation, entertainment, drive mode, and vehicle info. It can also be controlled by a laptop-like touchpad on the centre console. A 7-inch TFT instrument display is standard. Mercedes-Benz User Experience (MBUX) is now included, and it controls numerous functions via various inputs. It recognizes hand gestures and can be programmed to call up various functions by moving your hand above the centre console. Lacking time to program this function, the central screen often changed displays while gesturing during normal conversation. More conveniently, many functions can also be called up by declaring, “Hey Mercedes,” which activates the MBUX voice control. Using a normal tone it worked well for setting the climate control and selecting a destination for the navigation system, among a few other commands, though limited seat time prevented me from further exploring the system’s capabilities. An interesting aspect of the MBUX voice control is that it will only recognize the voice that initially called it up after turning on the car, thus avoiding any confusing commands called up by other passengers. The 2.0-litre turbocharged four returns, paired to a seven-speed dual-clutch gearbox. Horsepower has been boosted to 221 from 208, while peak torque remains the same at 258 lb.-ft. It can propel the CLA from zero to 100 km/h in 6.3 seconds. On the road the redesigned CLA feels more refined than the outgoing model. In Comfort mode the ride is now genuinely cushy, without returning sloppy handling. The firmness of the previous model’s suspension has been toned down and the ride is significantly softer, though the CLA hasn’t lost its ability to corner precisely, and exhibits little body roll due to its broader footprint and a larger-diameter rear stabilizer bar. An optional head-up display is small, but well defined and easy to read. Other bits of technology aren’t as effective. One is the augmented reality navigation, which overlays navigational prompts onto a live image on the display screen. It proved no more effective than the
Origin: First Drive: 2020 Mercedes-Benz CLA 250 4Matic
2020 Karma Revero GT is a rare second chance in the auto industry
2020 Karma ReveroHandout / Karma Automotive What is it? The hybrid luxury sedan, once known as the Fisker Karma, has been rebranded as the Karma Revero GT. It’s as beautiful as ever, now powered — at least partly — by a BMW engine, and has an even healthier electric powertrain than before. Why does it matter? It’s produced in California, the brand is owned by the Chinese, and it’s styled in Italy. It’s as sexy as a Tesla, almost as emissions-free and has a nicer interior. Who says you don’t get a second chance in the automotive industry? The Revero GT is a true plug-in hybrid, in that its onboard gasoline engine is but a range-extender serving to charge the battery. Think Chevrolet Volt — only this PHEV has power, panache and presence that The General’s barely lamented four-door could only dream about. Besides being sexy — you could slap a Maserati badge on its hind end and no one would be the wiser — the totally revised Revero is now more powerful and more emissions-free. Powered by twin electric motors, the 2020 GT is 133 horsepower more powerful than the original, the all-electric powertrain now good for 536 HP. That’s enough to spring the 2,290-kilogram sedan from rest to 96 km/h (60 mph) in just 4.5 seconds, almost a full second quicker than its predecessor. On the other side of the equation, the 2020’s larger 28 kWh battery is good for 128 kilometres of all-electric driving before the gasoline range-extender kicks in to start recharging the battery. Said range-extending motor has been upgraded as well, the previous model’s GM four-banger traded in for the high-spec turbocharged 1.5-litre inline-three that powers the BMW i8. Details are a little vague regarding the GT’s interior, but it’s noticeably more luxurious and up-to-date compared to the previous model. It’s also chock-a-block with safety gear, with no less than eight air bags and the active safety technology you’d expect, such as blind-spot monitoring, a parking distance monitor, rear cross-traffic alert and forward-collision warning. When is it coming? The second half of this year. Should you buy it? Having driven the 2017 Revero, it was an enjoyable experience despite its almost decade-old technology and dated interior. I quite enjoyed the experience, if not for its outright performance then for the potential, obviously once Karma got around to updating its powertrain and accouterments. That day appears to be now, the new one having everything the original boasted — power, panache, and presence — but with more sophistication and safety. For those looking for luxury electric alternative to a Tesla Model S, the Revero more than deserves a test
Origin: 2020 Karma Revero GT is a rare second chance in the auto industry
Drag racer plans mid-engined Hellephant wheelstanding Challenger for 2020
The 1968 Plymouth Barracuda Hemi Under Glass wheelstanderGoodwood Festival of Speed A brand new Hurst Hemi Under Glass drag racing wheelstander will be built by the drivers of the original car, based on a 2020 Dodge Challenger and powered by a 1,000-horsepower V8. According to Hemmings, the car will be built by Mike Mantel, who currently campaigns a 1968 model year Barracuda Hurst Hemi Under Glass built by Bob Riggle, one of the original drivers of the iconic 1965 Hurst Hemi Under Glass. Riggle had been campaigning the 1968 model since 1991, which makes it the longest-raced car of the series. Powering the wild car will be Dodge’s brand new Hellephant crate engine, which famously makes 1,000 horsepower and 950 lb.-ft. of torque from its 426 cubic inches, aided by a supercharger. The name Hemi Under Glass comes from a 1960s Barracuda wheelstander that had the engine behind the front seat, under the large fastback window. The new car will feature the same configuration, along with the same independent rear brakes for steering while doing wheelies; an undermounted radiator; and a window in the firewall so Mantel can see where he’s going. The idea came to Mantel a few years back, but when he pitched Bob Riggle about the idea, Riggle remarked people were only interested in seeing the vintage car run. Mantel showed a concept drawing to the crowd at the 2019 Spring Festival of LX, and the response was so positive that it reignited his desire to build the car. We’re super excited to see the vehicle as this is probably the first mid-engine conversion done to a Challenger, and the inclusion of the classic Cragar wheels as seen on the concept poster would send it over the top on the
Origin: Drag racer plans mid-engined Hellephant wheelstanding Challenger for 2020
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